Moridin

Look how heavy it is. McLaren F1 and Koenigsegg offer far better cars IMO. Much lighter, and more efficient. The braking is impressive, if the car ever makes it to production. Sounds like some sort of carbon rotor setup. Anywho, if they are actually attempting this, they are learning how to deal with an AWD drivetrain and ~1000 ft lbs of torque.

This is what I've heard: ProE - powerful, hard to use SW - pretty easy and a bunch of features This is what I've learned from experience: AutoCAD - a bit of a learning curve only decent for 2D stuff CADKey - extremely easy to use and supposedly has a ton of support for FEA and other stuff

It works just like a cutout, except its vacuum activated (as long as the bypass is large enough in diameter). This removes backpressure from the system.

I'm 21 and I've been losing things right after picking them up since I was probably 5. I can't imagine what I'll be like when I get to twice my age. My usual car fixing experience "CHRIS (my brother), where did you put the GOD DAMN 10mm and 3/8" ratchet? I just had it!" My brother than says "NOOOO, you had it last, I haven't touched it!" He then proceeds to walk over and point out that the tool is sitting right next to me. Grumpy, your organization looks good. I would maybe think about doing a common tools drawer though. Definitely helps my friend at his shop.

I can only hope for him that thing is some sort of work in progress show car that will turn out awesome when all is said and done. I doubt it though.

That's funny you bring up racing a Cobra, because I managed to line up next to an almost brand new Porsche 996 Turbo when I was in a 2003 Cobra. He thought he had me, because he tricked me at the light (I was talking to him and he launched), so I followed. As he tried to wave bye, I proceeded to drive right around and pass him. His comment after hearing the blower whine, "that thing got a turbo?" Then he tries to say how his car can do 0-60 in under 4 seconds and has a 190MPH top speed. Whoopdy friggin' do! I'm sure he can drive it to those numbers too. Anyway, nice kill for the Cobra, or maybe Fobra if I read your story right. A little info for the Cobra's: 1999 - 320 HP 4.6L DOHC V8 (overated and had a recall for new exhaust to make more power) 2001 - 320 HP 4.6L DOHC V8 (had the exhaust fix and putting around 280+ to the wheels) 2003/2004 - 390HP 4.6L DOHC Supercharged V8 (extremely underated; some of the cars with the later computer in 2004 making close to 390 to the wheels. That's easily over 420HP to the crank) Just for reference, my parent's 03 was making around 360 RWHP stock. When we had it dyno'ed with intake and exhaust, we dyno'ed something like 395RWHP. With the 2.8" pulley, ported blower, intake, shorty headers, cat-back exhaust, 100mm oval bore throttle body, and custom tune made 498.9RWHP in 95+ degree F heat and after several runs right after another. Oh...before I forget, the easiest way to tell the 99/01's from the 03/04's, just look at the rear spoiler. The 99/01's have a raised spoiler, and the 03/04's are a lip with no gap between itself and the trunk. 2001 Cobra: http://www.fallscitymustangclub.com/m/images/todd_smith/lowered_frontquarter_sm1.jpg 2003/2004 Cobra: http://www.bassani.com/gallery/gallery/2003%20Cobra1.jpg

I'd like to see that that. Be very interesting indeed

They might have to break the window, but I don't think they'll want to sit on all the glass. Just an idea

My brother found this on Honda-tech. Its probably one of the first pieces of good info I've found from there in a while (at least something that pertains to more than just Hondas) http://www.honda-tech.com/zerothread?id=162718 The guy basically put dead bolts in his car.

Autometer makes an alert system for their current short sweep electric gauges. Called Tri-Alert. You can hook up LED lights and maybe a beeper to three gauges to let you know if something is wrong.

I'm pretty sure that was Sean. He could do just about anything. Mainly, he did carbon fiber repair for the Porsches and did some wrenching. I'm surprised they didn't have him, Sean, do some of the welding on the Porsches. Anyway, that Subaru stuff is crazy. He used to talk about the pit crew support he used to run. Very dirty and very cold. He'd make fun of some of the ALMS mechanics, because they'd complain every once and a while. He just look at them and say "Try doing that in a foot of mud when its 32 F outside."

Check this out for a seam welding. My brother found this on corner-carvers.com website. I actually worked with the guy who is doing all the welding and prep in the pictures, when I traveled around with the ALMS. Might give you some ideas. Here's the link: http://rally.subaru.com/rally/servlet/CarBuilding?part=1&page=1

When I was working on a race team this last summer, I saw a basically new Porsche GT3 RSR start to form stress cracks in the unibody. I think they were going to go through and weld some of the seems up. This was also with a full cage built in, from Porsche. Although, this car was setup to pull over 2.0G's in the corners if I remember right.

They look alright, but you can get performance from Kumho MXs or Falken Azenis sports that is much closer to the super expensive KD's for probably less than the KDW-2s. We have big 285/40/17s on my parent's Cobra and they're very progressive in the corners. They'll break lose with the 500HP we're sending to the wheels, but at least I know I can real it back in without too many problems. My friend has 225mm Falken Azenis on his older 740 turbo Volvo pushing probably over 300lb ft of torque to the wheels. The car is set up to handle pretty well too. The tires just keeping holding on compared to the old Nitto 555's he used to have. As for rain, the Azenis aren't great, but they're better than some. The Kumhos actually do suprisingly well in the rain. My mom drives her Cobra year round and hasn't had much of a problem, even with the big 285mm size.

Octane number, if I remember correctly, is the percent Octane in the gasoline. 87 Octane has 87% 8 Carbon chains and 13% 7 Carbon chains (Heptane). Octane itself has a high resistance to compression before spontaneous combustion, where Heptane does not. According to this, a higher Octane should have more chemical power, because it has more Carbon bonds to break up. Anyway, it basically comes down to the more the Octane the more controlled the burn. I'm not sure where they come up with 106 Octane, etc... or how that relates to percent Octane in the fuel.

You wouldn't need to worry about drivetrain support, because you would never hook up to break anything.

Anyone seen Van Wilder? "They're sooo juicy."