I'm back home and have found the paperwork that was sent to me by the engineer. It's alot of work and I can't wait to start posting my findings and ideas. So because I'm keen to get things happening, I've bought a blogging tool for the iPhone. So here's for the test.
Monday 13 June 2011
Sunday 12 June 2011
Uprights
I was going to use NC MX 5 front uprights. I had picked them up for a song. But they are heavy and the front steering geometry would have to be totally recalculated. The book car uses the ford Sierra or Cortina uprights. I believe that you can still buy these fairly cheaply either from an overseas website or through Australian wreckers. Instead of making oodles more work for myself, I am going to be following the books design and use all the book suspension measurements. In the long run on the first build (as if he's going to be more than one) it will make things a whole lot easier. Especially when it comes to the design of the front wishbones.
There is an incredible amount to think sanity in this build. I will undoubtedly add more when it's more of a sane time of day or night.
There is an incredible amount to think sanity in this build. I will undoubtedly add more when it's more of a sane time of day or night.
What is the next step?
I have the build board already at my place, and the 25x25mm RHS tubing sitting at work. See I have absolutely no room at home to think about starting the build properly. There is the issue of the stupid annoying piece of shit. Which is my Subaru WRX. It's for sale seeing as the motivation for trying to finish it off is so so so lacking. I really should out in a concerted effort to get it running but I've got the issue of couldn't be stuffed. Anyway, if anyone reads this blog, and I'm not expecting many people to actually find it or read it, it's up for sale for $11K. The motor alone is worth $4500. Gearbox is almost worth the same. So if someone buys it they can make their money back on it regardless.
This Friday is when I will get my dad to come in his ute and pick the tubes up from work and the board from home. The shed at his place has been cleaned up so these enough room to start the chassis.
This Friday is when I will get my dad to come in his ute and pick the tubes up from work and the board from home. The shed at his place has been cleaned up so these enough room to start the chassis.
Random thoughts and possibility of engineers
I need to find an engineer that is willing to take on the project. So without the engineer being involved it's impossible to even think about starting any real work. To tell the truth, I've actually started on a small part of the build anyway. I started to set out the build board and then started by cutting the first few tube of the base. How terrible of me really, doing things without permission.
So what about the frame? I've had a few queries about the frame and the physical size of it compared to me. I'm 186cm tall, and the book frame might be a bit small. I have sat in a PRB Clubman and it was ok for room, and then when I sat in another and it was really small for me and I couldn't fit my legs behind the steering wheel. Possibly it was due to the extra design bits that were put in. I'm thinking about slightly modifying the frame size to add 100mm to the width and 100mm to the length where the passenger/driver compartment is. In this case the steering and suspension geometry of the front end wont be effected. I'm also wondering whether the planned engine will fit, but with the bit of extra room, I should possibly extend the engine compartmennt as well. Well it's a bit up in the air at the moment.
Which leads me on to the choice of engine. The Puma Clubman built based on the book design uses an SR20. Most other clubmans use a 4AGE or an MX5 engine and powertrain. The SR20 is high on the list of engines to use because or it's readily available parts, the fact that you can get a S15 Sylvia front cut fairly easily and they have a bucket load of power out of the box. Another thing to think about is trying to meet the IM240 emissions test. With an aftermarket computer like a Haltech and a wideband sensor, it should be pretty easy to get the car to meet the tests.
Anyway backtrack to the engineer problem. I've been in contact with a few engineers in the Newcastle area, one of which has come to the party with a few ideas and information sheets about what he requires to start the ball rolling. I've got a wad of paperwork sitting at home at the moment which starts to respond to the multitude of problems and issues associated with registration in NSW.
My main issue that I can se at the moment is the steering column. According to the engineer and the ADRs, the steering column will have to be collapsable and built to the standards of the year of manufacture of the vehicle. So if I was to get the car built, registered and complied this year, I'd have to have the steering column out of a 2011 car. What the hell, I've got to find a wrecked 2011 car and strip it for the column alone. Seems a bit like overkill. So I'm thinking that if the Puma Clubman can use the column that Puma supply and it's registerable in SA, maybe I an use the same column.
So I digress again, if a Puma Clubman can be registered in SA if you follow the engineering formula for that car, if I was to follow the book design, which is proven in the Uk time and time again, surely it will give a good base for getting it complied.
So what about the frame? I've had a few queries about the frame and the physical size of it compared to me. I'm 186cm tall, and the book frame might be a bit small. I have sat in a PRB Clubman and it was ok for room, and then when I sat in another and it was really small for me and I couldn't fit my legs behind the steering wheel. Possibly it was due to the extra design bits that were put in. I'm thinking about slightly modifying the frame size to add 100mm to the width and 100mm to the length where the passenger/driver compartment is. In this case the steering and suspension geometry of the front end wont be effected. I'm also wondering whether the planned engine will fit, but with the bit of extra room, I should possibly extend the engine compartmennt as well. Well it's a bit up in the air at the moment.
Which leads me on to the choice of engine. The Puma Clubman built based on the book design uses an SR20. Most other clubmans use a 4AGE or an MX5 engine and powertrain. The SR20 is high on the list of engines to use because or it's readily available parts, the fact that you can get a S15 Sylvia front cut fairly easily and they have a bucket load of power out of the box. Another thing to think about is trying to meet the IM240 emissions test. With an aftermarket computer like a Haltech and a wideband sensor, it should be pretty easy to get the car to meet the tests.
Anyway backtrack to the engineer problem. I've been in contact with a few engineers in the Newcastle area, one of which has come to the party with a few ideas and information sheets about what he requires to start the ball rolling. I've got a wad of paperwork sitting at home at the moment which starts to respond to the multitude of problems and issues associated with registration in NSW.
My main issue that I can se at the moment is the steering column. According to the engineer and the ADRs, the steering column will have to be collapsable and built to the standards of the year of manufacture of the vehicle. So if I was to get the car built, registered and complied this year, I'd have to have the steering column out of a 2011 car. What the hell, I've got to find a wrecked 2011 car and strip it for the column alone. Seems a bit like overkill. So I'm thinking that if the Puma Clubman can use the column that Puma supply and it's registerable in SA, maybe I an use the same column.
So I digress again, if a Puma Clubman can be registered in SA if you follow the engineering formula for that car, if I was to follow the book design, which is proven in the Uk time and time again, surely it will give a good base for getting it complied.
Saturday 11 June 2011
LO1-1 ADR Standards
Here is my first take on understanding the LO1-1 section to VSB 14.
LO1-1 is actually a visual inspection of the vehicle with a checklist. This seems to be a ADR summary where the inspector takes the sheet and then ticks off whether the vehicle actually has to comply with the ADR's listed. For instance, the Locost does not have doors, so having to meet ADR 2/00 "Side door latches, hinges" wouldn't need to happen. So as I understand this LO1-1 its just the checklist. But as always, I will stand to be corrected.
LO1-1 is actually a visual inspection of the vehicle with a checklist. This seems to be a ADR summary where the inspector takes the sheet and then ticks off whether the vehicle actually has to comply with the ADR's listed. For instance, the Locost does not have doors, so having to meet ADR 2/00 "Side door latches, hinges" wouldn't need to happen. So as I understand this LO1-1 its just the checklist. But as always, I will stand to be corrected.
Vehicle Standards
So a Locost Clubman is classified as an Individually Constructed Vehicle (ICV) and needs to compy with all regulations as normal vehicles do. As it is an ICV, it does not need to be crash tested as only a small number are being built (in my case 1), but will need to comply with all relevant ADR's (Australian Design Rules) including emissions testing.
My research has lead me to http://www.infrastructure.gov.au/roads/vehicle_regulation/bulletin/vsb_ncop.aspx
Which i'm really hoping that this will actually be how NSW wants to regulate ICV projects and builds. If it does then it is a straight forward process of going through the checklist for the vehicle i am wanting to make. according to the VSB 14
It does kind of leave it open for the different states to add their extra rulings on top though. And I guess the NSW RTA, being what it is and a ridiculous government agency when it comes to adding fees and conditions, will add as many headaches as possible.
My aim at the moment is to attempt to meet the VSB 14 requirements, and then attempt to engineer or substitute around extra regulations.
Again the VSB 14 guidelines
ICVs include certain kit cars and certain production vehicle replicas that have been assembled in accordance with the production limitations mentioned above.
An ICV is considered to be a new vehicle for registration purposes and therefore will always require a new Vehicle Identification Number (VIN) to be issued for it. An ICV, being a new design, need not comply with the requirements of the Modification Codes that relate to modifications of existing Production Vehicles - for example, the ratios of engine size to vehicle weight requirements of Section LA- Engine do not apply."
For an ICV, I will need to refer to section LO2 - ICV Passenger Cars and Derivatives so I will be required to comply with all the ADR's listed in the LO1-1 and LO1-3 checklists.
Holy crap, when you look at it all it's a hell of a lot of work. I'll start documenting all this in the next few weeks as I get access and time to the internet.
My research has lead me to http://www.infrastructure.gov.au/roads/vehicle_regulation/bulletin/vsb_ncop.aspx
Which i'm really hoping that this will actually be how NSW wants to regulate ICV projects and builds. If it does then it is a straight forward process of going through the checklist for the vehicle i am wanting to make. according to the VSB 14
"This national code of practice titled, National Code of Practice for Light Vehicle Construction and Modification (VSB 14) outlines the minimum design, construction, installation and performance requirements for modifications to light vehicles1, for building Individually Constructed Vehicles (ICVs) and for the certification2 of certain imported vehicles. Compliance with VSB 14 requirements will help ensure that work undertaken satisfies the regulatory requirements of jurisdictions."
It does kind of leave it open for the different states to add their extra rulings on top though. And I guess the NSW RTA, being what it is and a ridiculous government agency when it comes to adding fees and conditions, will add as many headaches as possible.
My aim at the moment is to attempt to meet the VSB 14 requirements, and then attempt to engineer or substitute around extra regulations.
Again the VSB 14 guidelines
"An ICV is not a production vehicle; rather it is manufactured as a one-off vehicle. If 3 or more ICVs are manufactured by a person in a 12 month period VSB 14 does not apply to these vehicles. These vehicles are subject to the vehicle certification procedures under the Motor Vehicle Standards Act. Vehicles manufactured on a commercial basis are not ICVs. An ICV may be composed of parts from one or more Production Vehicles. The parts do not need to be new.
ICVs include certain kit cars and certain production vehicle replicas that have been assembled in accordance with the production limitations mentioned above.
An ICV should comply with the ADRs applicable to its date of manufacture. Each Registration Authority will determine the date of manufacture of an ICV. It is important that prospective builders discuss this issue with the appropriate jurisdiction before commencing a project. Alternative methods of demonstrating ADR compliance for ICVs are also acceptable. Registration Authorities may grant exemptions from compliance with ADRs that require vehicle crash testing.
An ICV is considered to be a new vehicle for registration purposes and therefore will always require a new Vehicle Identification Number (VIN) to be issued for it. An ICV, being a new design, need not comply with the requirements of the Modification Codes that relate to modifications of existing Production Vehicles - for example, the ratios of engine size to vehicle weight requirements of Section LA- Engine do not apply."
For an ICV, I will need to refer to section LO2 - ICV Passenger Cars and Derivatives so I will be required to comply with all the ADR's listed in the LO1-1 and LO1-3 checklists.
Holy crap, when you look at it all it's a hell of a lot of work. I'll start documenting all this in the next few weeks as I get access and time to the internet.
Welcome to the build
Well, first let me introduce myself. My name is Ben, I'm 31 and a Heavy Vehicle mechanic from Newcastle NSW. My interest in mechanics and engineering type things started from a fairly young age with my dad being a Mechanical Engineer. He had a business designing and building specialized machines for companies, and this got me interested in everything mechanical. The interest in cars itself happened a bit later on when I bought my first really good car. I bought a VS Series 2 SS Commodore back in 2001. It was fantastic, and its the car that I wish I had never sold.
So why the interest in a Clubman type car? I think it has something to do with the fact I've always liked them ever since I saw one driving down the road. I'll always remember it. So the dream was put into my mind. One day when I was doing my apprenticeship, a friend said to me "It's not about having a ridiculous amount of power in the engine, its all about the power to weight ratio".
So I was a bit sceptical about this, being the owner of a car with a stonking great V8 in it. Then I went for a ride in his Datsun 1200 ute. And it really made everything clear. Power to weight was the answer!! Small weight with reasonable power. Easier and cheaper to make an engine reliable with reasonable power. But the weight was the difficult part about it.
Enter the book "Build your own sports car for as little as £250". What an inspiration. I bought it and the Chris Gibbs book "Build your own sportscar on a budget" and well i was absolutely hooked. So now I'll get on to the saga of how it's taken me close to two years to really make a start on the construction.
And the main reason is REGISTRATION AND NSW REGULATIONS.
Let me tell you, if you've ever wanted to build your own Locost or clubman in NSW, it seems that everything is against you from making it able to go on the road. So this blog will outline how I have gone about attempting to meet the ADR's (Australian Design Rules) and the attempt I'm making to get a folio ready to take to an engineer to try and involve them before the build starts.
So why the interest in a Clubman type car? I think it has something to do with the fact I've always liked them ever since I saw one driving down the road. I'll always remember it. So the dream was put into my mind. One day when I was doing my apprenticeship, a friend said to me "It's not about having a ridiculous amount of power in the engine, its all about the power to weight ratio".
So I was a bit sceptical about this, being the owner of a car with a stonking great V8 in it. Then I went for a ride in his Datsun 1200 ute. And it really made everything clear. Power to weight was the answer!! Small weight with reasonable power. Easier and cheaper to make an engine reliable with reasonable power. But the weight was the difficult part about it.
Enter the book "Build your own sports car for as little as £250". What an inspiration. I bought it and the Chris Gibbs book "Build your own sportscar on a budget" and well i was absolutely hooked. So now I'll get on to the saga of how it's taken me close to two years to really make a start on the construction.
And the main reason is REGISTRATION AND NSW REGULATIONS.
Let me tell you, if you've ever wanted to build your own Locost or clubman in NSW, it seems that everything is against you from making it able to go on the road. So this blog will outline how I have gone about attempting to meet the ADR's (Australian Design Rules) and the attempt I'm making to get a folio ready to take to an engineer to try and involve them before the build starts.
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