On the aircraft acceleration front, this explains things a little more ... Airliners.net forum: On-Land Performance Figures For Commercial Jets.
To give a bit more of a sense of what we were up to in our car industry heyday ... Ford Falcon GT - Wikipedia, the free encyclopedia
Frank the Aus car industry has always been pure Yank, with some Brit Leyland and VW manufacturing/CKD assembly.
The 48-215/FJ was carbon copy yank design, as was the XP Falcon.
The panels were stamped here, and castings/machining done here.
The original Aus input was suspension set up to suit local roads, cosmetic detail and endurance testing.
Later Aus input was selecting yank manufacturer catalog go fast bits and more cosmetic stuff.
I have never regarded local Holden/Ford as genuine Aus creations.
Dan.
The 48-215/FJ was carbon copy yank design, as was the XP Falcon.
The panels were stamped here, and castings/machining done here.
The original Aus input was suspension set up to suit local roads, cosmetic detail and endurance testing.
Later Aus input was selecting yank manufacturer catalog go fast bits and more cosmetic stuff.
I have never regarded local Holden/Ford as genuine Aus creations.
Dan.
http://www.ti.com/lit/an/snoa761/snoa761.pdf
Did anyone use the LM12 as a power amp ? The L165 still exists. These very rugged power op amps are on paper very interesting. LM12 could be built dead bug.
TDA7293. I am thinking of using a pair to drive a big 230 V motor. I can use paralell or PP bridge. In PP I might get 60 Vrms from +/- 50 V. At a more realistic +/- 37 V, 40 Vrms if PP. This would give a 33:1 impedance ratio via a transformer. The load is 2 K which relates to 60 ohms. If I did push the idea we have 14.7 ratio giving 136 ohms. Anyone tried this chip? The +/- 37 V looks a good option.
Dejan. The 787 runs at 6000 feet pressure instead of 8000 typical. I did feel a bit better flying 12 hours on 787. The cabin is by electrical compressor and not jet bleed off. The Comet used windows that were too large and screwed in place. Glue was recomended but not practical at the time. Comet also tried to maintain nearer sea level 14 lbs/ ^inch. Alas those who died helped Boeing. I am very jealous of anyone who flew in one. I hate flying, I love aircraft. The B52 shows where the Comet was wrong, same era more or less. The B52 is a very practical design. I believe it will have a 90 year service life?
Did anyone use the LM12 as a power amp ? The L165 still exists. These very rugged power op amps are on paper very interesting. LM12 could be built dead bug.
TDA7293. I am thinking of using a pair to drive a big 230 V motor. I can use paralell or PP bridge. In PP I might get 60 Vrms from +/- 50 V. At a more realistic +/- 37 V, 40 Vrms if PP. This would give a 33:1 impedance ratio via a transformer. The load is 2 K which relates to 60 ohms. If I did push the idea we have 14.7 ratio giving 136 ohms. Anyone tried this chip? The +/- 37 V looks a good option.
Dejan. The 787 runs at 6000 feet pressure instead of 8000 typical. I did feel a bit better flying 12 hours on 787. The cabin is by electrical compressor and not jet bleed off. The Comet used windows that were too large and screwed in place. Glue was recomended but not practical at the time. Comet also tried to maintain nearer sea level 14 lbs/ ^inch. Alas those who died helped Boeing. I am very jealous of anyone who flew in one. I hate flying, I love aircraft. The B52 shows where the Comet was wrong, same era more or less. The B52 is a very practical design. I believe it will have a 90 year service life?
I think one version of the 7 was side valve ? If I am right even that one was sub 8 seconds to 60 MPH ( about like Golf GTi mk1 ) ? Most say it can not get it's power on the road when above 100 BHP ( K series was fine for that, not a bad engine when compression bolts made to spec ). Fireblade engine is well liked. It makes sense as a motorcycles need a similar torque curve. The diesel Westfield was very fast and sipped fuel. It wasn't a modern engine so could be bettered. About 4 L/100 Km I think ? I would like to put my friends big Merc diesel in an E type replica. In the Merc about 7L/100Km is easy to do. Top speed 250 KPH limited.
the original 7 had a number of engine options from 750cc upwards. Chapman would stick anything in as long as it was light.
Most caterhams with K series in are around the 180-190BHP as that is the sweet spot for power vs rebuilds. Lots of carp talked about the K, as well you know. Putting the power down is all about right rubber and right gears. A good friend has a 370HP cosworth engined westfield and he can put down all the power he needs. Bike engines are wonderful until you get on a motorway.
Mine was a 13B. Heavy but low COG.
Stupid, pointless, dangerous, wonderful cars.
Most caterhams with K series in are around the 180-190BHP as that is the sweet spot for power vs rebuilds. Lots of carp talked about the K, as well you know. Putting the power down is all about right rubber and right gears. A good friend has a 370HP cosworth engined westfield and he can put down all the power he needs. Bike engines are wonderful until you get on a motorway.
Mine was a 13B. Heavy but low COG.
Stupid, pointless, dangerous, wonderful cars.
I am a bit out of date with 7's. The use of special diffs was just comming in.
Wiki has side valve version as > 16 seconds to 60 MPH. I thought that was bonkers and is confirmed. < 10 second to 50 and 3.8 seconds to 30 with tuning of the day. The only bike I ever tried that did it much better was a BMW 1000 twin which did 6 seconds easilly and without drama. My Honda 900 claimed just over 3 seconds. It was impossible to do it and live, it would slide at the back . The 1980's BMW was better in reality. Bloody awful bike over 100 MPH if a bend comes up. The Honda CB900FA was a nice bike and safe if respected. I suspect the Susuki GS 1000 and Kawasaki Z900 it's equal. The Honda seemed to be the choice of the press. If buying today a Moto Guzzi 1200 would be of interest. One owner was going to buy a BMW , the Guzzi beat it. I don't doubt it as the brakes and suspension are first class and the engine very OK. Electrics often need work. A set of Yamaha switches from RD350's often were said to work better. The Triumph triple possibly the better choice. Now that in a 7 might work ? 7 is my age as it KT88 almost to the day. The Honda 900 was great on the snow ! The Honda CB550 F2 was not ! I had no choice as I only had a bike. CB550 F2 is take the most wonderful CB500/4 and turn it into rubbish. CB 550 F2 looked wonderful. It was gutless and did 10 L/100 kM, the CB900FA 7 L/100 kM.
Lotus Seven Register - Brighton Speed Trial 1957
Wiki has side valve version as > 16 seconds to 60 MPH. I thought that was bonkers and is confirmed. < 10 second to 50 and 3.8 seconds to 30 with tuning of the day. The only bike I ever tried that did it much better was a BMW 1000 twin which did 6 seconds easilly and without drama. My Honda 900 claimed just over 3 seconds. It was impossible to do it and live, it would slide at the back . The 1980's BMW was better in reality. Bloody awful bike over 100 MPH if a bend comes up. The Honda CB900FA was a nice bike and safe if respected. I suspect the Susuki GS 1000 and Kawasaki Z900 it's equal. The Honda seemed to be the choice of the press. If buying today a Moto Guzzi 1200 would be of interest. One owner was going to buy a BMW , the Guzzi beat it. I don't doubt it as the brakes and suspension are first class and the engine very OK. Electrics often need work. A set of Yamaha switches from RD350's often were said to work better. The Triumph triple possibly the better choice. Now that in a 7 might work ? 7 is my age as it KT88 almost to the day. The Honda 900 was great on the snow ! The Honda CB550 F2 was not ! I had no choice as I only had a bike. CB550 F2 is take the most wonderful CB500/4 and turn it into rubbish. CB 550 F2 looked wonderful. It was gutless and did 10 L/100 kM, the CB900FA 7 L/100 kM.
Lotus Seven Register - Brighton Speed Trial 1957
I have a vague idea I have. On the whole bike engines don't impress me. That's very complicated. The extra weight of a passenger slows a bike down more than it should. The aerodynamics of a brick don't help. As much as I hate to admit it the BMW twin gives the right balance between a Triumph twin and Honda rice grinder. I had a tuned Tiger 110 engine, that was a very good one and not really slower than the CB900. It was 1953 and race tuned. I doubted that until it left other bikes for dead. It was also very nice to ride and not too lumpy!
170BHP/tonne Normally aspirated and will do 100k miles is pretty impressive in my book. Needs a lot of revs tho! A lot of bike engines need drysumping in cars and reverse is a bit pain. But if you want your car to weigh under 500kg its a lot easier that way. The rich boys are going to Russ Savory for bike based V6s now.
In that case, I'll refrain from telling the story of how I couldn't bet my **** out of a Comet for three consecutive days. Sparing you the fine details, Night 1, Athens - lightning strikes our Comet, knocks out the electronics for 12 hours, we sleep in Athens. Nigh 2 - our Comet takes us to Istanbul, but instead of Ankara next, due to fog on the groi+und, takes us to Nicosia, and I get to see tons of UK military staff, with sand bagged anti aircraft nests, etc, that was the heigth of the Cyprus crisis. So my Comet takes us back to Athens, another sleepover. Night 3 - my Comet taks us to Istanbul once again, but by sheer chance, the crew finds Ankara and lands us this time. Dad on the going going out of his mind, we were scheduled to come two days ago. Easily the longets plane ride I ever had, and the most eventful one.
And all that on just 12 p, yes, 12 pennies, that's all the hard currency cash we had, in those days it was not possible in Yugoslavia. As for my English, all I could do at the time was recite the bloody "Twinkle, twinkle, little star". Mum never spoke it, and hardly anyone spoke German in those days.
IN June of the same year, I applied for my Master's degree on how to survive airplanes. I travelled from Ankara, via Istanbul (THY), and from Istanbul to Belgrade by PanAm. My plane from Ankara was taxiing to the airport building as I saw my PanAm take off. Ahaha, but this time I had experience, I spoke English fluently and I was loadad with cash and traveller cheques. You know how kids can be too sure of themselves - well, sometimes, there's a reason for that. I went over to the PanAm office and aksed them to change my ticket for the next flight to Athens, and then telex the JAT (Yugoslav airlines) in Athens to book me a seat on their late night Beirut-Athens-Belgrade flight, the same we left in Fberuary of the same year. Then I phoned Belgrade airport to let my aunt and grandma who were waiting for me what happened and when I should be arriving.
And so it was, I boarded a BEA Comet, for the last time, which dropped me off in Athens, At 8 PM, I boarded a JAT Caravelle, and by 10:30 local time, disembarked in Belgrade. The Comet was about then replaced by Hawker-Siddley Trident, which I rode a lot.
Afte the first oddisey in February 1964, trying to get to dad, I promised myself, as did mum, that we would never be caught out by any airplane or event, short of a global war. So mum, who had a degree in economics and was the households Chancellor of Exchequer, had dollar bills almost sticking out of my ****, so I did't even ahve to ask. I don't remember exactly, but I think I must have had like $2k on me, that's like $10-$12k today. Never spent a penny, never needed to, airlines took good care of me.
The journey back, from Belgrade to Istanbul by PanAm, from Istanbul to Ankara by THY's Fokker, was boring, nothing happened, and eveyrthing went according to schedule.
We flew out of Karup in one, one person checked you in and then followed you to security which they also did. I see Cimber Air has gone belly up. Ooops memory fail it had to have been a Bombardier then.
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If memory serves, PanAm used Fokkers for their short US hauls, We (wife and me) flew in one from Kennedy airport to Philadelphia in December 1988. Rathe low, too, I don't think it was higher than 6,000 feet at any point. Too bad that was late in a December day and it was dark, so all I saw was a hell of lot lights along the way, a day trip would have been nicer.
Perhaps I am wrong, it might have been ATRs already, hard to distinguish between them at night.
Perhaps I am wrong, it might have been ATRs already, hard to distinguish between them at night.
Gee whiz, they'll never allow you in at Bathurst !
The truth is that no car maker operates in a vaccuum , everyone copies everyone - just look around you today, you have absolutely no idea whether a new car comes from Sweden, Korea, Germany, Britain - they're peas in a pod - best hope is a bit of embellishment on the radiator to give the game away ...
And it's always been that way, under the hood - what counts is what's achieved locally, with local expertise. I'm not interested in making a vehicle from scratch that looks, and is a bit weird, just to make a statement that you're doing your way - I'm impressed with what's done with the standard stuff that's around.
Dejan. That's pure gold about the Comet. You must have been in the elite of the party at the time because you seemed to be from a rich familly? As someone who almost fell from a great height I can appreciate your story. Funny thing is I retained a bit of my previous lifestyle. If the great inventor ( that's not me ) is doing wonders with my bank account it is hard to say because I live well on zero money. The only real difference in my life is I cook everything and keep my 13 year old VW alive.
Aussi cars are if you like the best of the parts bin. The small but specialised market makes for a rather better Yank Tank. I am told that posh cars can not cope with The Outback. For all that Aussi cars go around bends very well. Our Top Gear programe likes them and they are good value if wanting something interesting that is better suited to Blighty than a Mustang. The local landlady has a Holden and knows how to drive it ( she races it ). She offered to take we out for a spin. I suspect I was on a winner? She is another Colleen. Why is it like buses women come in 3's ? Colleen is the love of my life so I must be very good. The lady with the Holden is best described as Diana Doors with a head for engines. I think she took my interest in the car as including her. Funny thing is as soon as I got the message I was. She seemed totally out of my league, then the invite. As luck would have it she said alas not now as she was working. Phew. BTW, very slightly younger than me. That works well, much younger doesn't. To me they know nothing if too young and that is not my cup of tea.
Top Gear. I once went to visit Mr Clarkson with Terry O'Sullivan of Loricraft. Dave our PM and JC live 10 miles from me and Dave about 4 miles from JC. We had no invite. He was very nice but too busy to talk to us. Sadly his EE Lightning was not there. Whilst on holiday JC is in big trouble. I suspect given the same problem I would have done exactly the same ( punch the producer for braking his promise and not feeding me ). The Northan Lights came down to Dover the night before. Maybe welcolming me home. More likely to do with JC. Serriously, AB this low is not a good sign.
Aussi cars are if you like the best of the parts bin. The small but specialised market makes for a rather better Yank Tank. I am told that posh cars can not cope with The Outback. For all that Aussi cars go around bends very well. Our Top Gear programe likes them and they are good value if wanting something interesting that is better suited to Blighty than a Mustang. The local landlady has a Holden and knows how to drive it ( she races it ). She offered to take we out for a spin. I suspect I was on a winner? She is another Colleen. Why is it like buses women come in 3's ? Colleen is the love of my life so I must be very good. The lady with the Holden is best described as Diana Doors with a head for engines. I think she took my interest in the car as including her. Funny thing is as soon as I got the message I was. She seemed totally out of my league, then the invite. As luck would have it she said alas not now as she was working. Phew. BTW, very slightly younger than me. That works well, much younger doesn't. To me they know nothing if too young and that is not my cup of tea.
Top Gear. I once went to visit Mr Clarkson with Terry O'Sullivan of Loricraft. Dave our PM and JC live 10 miles from me and Dave about 4 miles from JC. We had no invite. He was very nice but too busy to talk to us. Sadly his EE Lightning was not there. Whilst on holiday JC is in big trouble. I suspect given the same problem I would have done exactly the same ( punch the producer for braking his promise and not feeding me ). The Northan Lights came down to Dover the night before. Maybe welcolming me home. More likely to do with JC. Serriously, AB this low is not a good sign.
Well, if you look at it like that, copies are in fact economics mandated. A few years back, I ead somewhere that the development of a new engine from scratch then cost around $400 MILLION for a world class company, taking into account the various pollution standards in the world.
If memory serves, GM was the last to give up on the idea of locally made endgine models. In fact, it was a 6 cylinder in line 2 litre 140 bhp engine, if memory serves originating from Oz, as used in their top model midrange saloon, sold around the world, and built in Korea in what used to be Daewoo facilities after GM bought them out. Today, they still make a V6 3 litre engine in Australia, for the same purpose, but that engine is gone from their US roster and exists only in the Captiva SUV, sold in Europe under both Chevrolet and Opel brands.
In my view, Ford got it rght from the very start. Hark back to the days of the Cortina and Capri. They wanted some hotter versions and did the obvious thing - the installed larger capacity engines in standard cars, greatly improvin the weight to power ratio. Your usual Cortina (in UK) and Taunus (everywhere else in Europe, made in Germany) used standard 1.6 litre engines (70-75 bhp), the somewhat hotter ersions used tuned standard engines developed for the Escort (86 bhp), and let's not forget the wonderful Ford Escort Cosworth (1.6 litres, DOHC, twin dual carbs with 115 bhp). That was a DETUNED Cosworth racing engine, for rally it had 165 bhp, and for speed racing 180 bhp version of that engine.
Today, they are firmly back on that same track. The little Fiesta ST uses their standard Focus 1.6 litre turbo engine delivering 182 bhp (plus other cersions), and for the Focus ST they use their 2 litre turbo engine delivering 240/250 bhp, depending on the market. Same old idea, but works like a charm. GM is still struggling with special versions they develop specifically for one model. Renault and Nissan are also on board, they developed their 1.6 litre turbo engine to deliver 180/200/218 bhp for their various models, for example, the Renault RS uses the 200 bhp version with a double clutch electronic semi automatic gearbox. Works out cheaper and easier for both manufacturers.
If memory serves, GM was the last to give up on the idea of locally made endgine models. In fact, it was a 6 cylinder in line 2 litre 140 bhp engine, if memory serves originating from Oz, as used in their top model midrange saloon, sold around the world, and built in Korea in what used to be Daewoo facilities after GM bought them out. Today, they still make a V6 3 litre engine in Australia, for the same purpose, but that engine is gone from their US roster and exists only in the Captiva SUV, sold in Europe under both Chevrolet and Opel brands.
In my view, Ford got it rght from the very start. Hark back to the days of the Cortina and Capri. They wanted some hotter versions and did the obvious thing - the installed larger capacity engines in standard cars, greatly improvin the weight to power ratio. Your usual Cortina (in UK) and Taunus (everywhere else in Europe, made in Germany) used standard 1.6 litre engines (70-75 bhp), the somewhat hotter ersions used tuned standard engines developed for the Escort (86 bhp), and let's not forget the wonderful Ford Escort Cosworth (1.6 litres, DOHC, twin dual carbs with 115 bhp). That was a DETUNED Cosworth racing engine, for rally it had 165 bhp, and for speed racing 180 bhp version of that engine.
Today, they are firmly back on that same track. The little Fiesta ST uses their standard Focus 1.6 litre turbo engine delivering 182 bhp (plus other cersions), and for the Focus ST they use their 2 litre turbo engine delivering 240/250 bhp, depending on the market. Same old idea, but works like a charm. GM is still struggling with special versions they develop specifically for one model. Renault and Nissan are also on board, they developed their 1.6 litre turbo engine to deliver 180/200/218 bhp for their various models, for example, the Renault RS uses the 200 bhp version with a double clutch electronic semi automatic gearbox. Works out cheaper and easier for both manufacturers.
Nay, sir Nigel, not so. Circumstances made that possible. At the time, my dad was working for UNESCO, and the UN had an education plan for its employees which covered about 50% of the costs. Meaning 50% of my Quantock School fees, and travelling expenses from place of education to place of residence.
And traveling from London to Ankara is simply to difficult to try any other way but with planes, you'll agree. Originally, three times a year, I got on in London, went to Rome, then to Athens, then to Istanbul, then to Ankara. I got sick of it, so I found an alternative route, London to Zurich to Istanbul to Ankara, but that necessitated changing BEA for Swissair. Also necessitated a plane change, gone was my beloved Trident, in came Convair Coronado, a lookalike of the Boeing 707. But a damn fine machine, to be sure.
I just got lucky, that's all. My stay in the UK caused me to cover a lot of miles by air.
Dejan. That's a very good point. I think F1 could be 90% the same car and still allow great inovation. Brakes could be from a number of suppliers of a generic type. The " short " engine and gearbox a standard design. Suspension struts standard. This would leave top aerodynamics, wings and spoilers . Cylinder heads, valves and cams. Dampers and springs. Set up of the geometry and ECU programing to the team. The ECU would be standard. Williams comes close to being better than anyone almost running like this. Team Honda or whatever you call the outfit that killed Audiolab are nowhere special. This idea would greatly increase the chance of a new Colin Chapman to suceed. It would keep costs down. 90% of an F1 car does not need to be unique. F1 is helping us get better cars. It is worth supporting it. Alas money has ruined it. Ironically safety might have caused that so it is hard to be critical. The safety culture produced a rules culture? When big money flows it is not unusual for people to want some. Far easier to harvest it than earn it.
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