Alfa Supercharged and Turbocharged Phase 3, 700Hp - Page 10 - Alfa Romeo Bulletin Board & Forums
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post #136 of 170 (permalink) Old 09-25-2014, 02:45 AM Thread Starter
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Hoist is coming shortly, just after I get electrical installed. I have it in mind to squeeze a mill and lathe in there. Just have to be patient. Twincharge is in today, so then there were 4. I am starting to feel very excited :-) ..and not just a little daunted by the project I am chewing off....I should not have looked the budget...oh dear.

Yes I certainly hope the homework has paid off on the transaxle, I offten get distracted by what similar money can buy and it is hard to stay focussed! Just have to retain high level of insanity and press on.
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post #137 of 170 (permalink) Old 09-25-2014, 12:44 PM
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Just have to retain high level of insanity and press on.

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post #138 of 170 (permalink) Old 03-03-2015, 01:15 AM Thread Starter
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The twincharge transaxle is now being manufactured! Final design of the clutch input shaft was completed which was the last piece of the puzzle. It sounds simple enough, but it required the prop shaft concept design to be completed. I will be using a single piece carbon fibre propshaft, with cv at front and uj at rear plus flex disk. Engine will be positioned for no angular offset between engine flywheel and clutch input. Engine and trans will be semi rigidly mounted (movement will be restricted). If I have any issues with vibration the clutch input flange has accomodation for uj or cv.
The beautiful thing about carbon fibre is its massive increase in stiffness as compared with it's steel counterpart. Rotating mass is also reduced. What this enables is a longer shaft without vibration inducing whirling of the shaft (shaft whipping). The material will also hopefully go someway to reducing the engine induced clanging that can occur in Alfetta single piece shaft setups. Time will tell if this works, no doubt some n&v tuning will be required (I do not subscribe to the notion that it's ok for race cars to clang!...well within reason!).

Another small step toward the end goal where a healthy dose of insanity is keeps me motor-vated!
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post #139 of 170 (permalink) Old 03-03-2015, 06:28 AM
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Shaft

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I will be using a single piece carbon fibre propshaft, with cv at front and uj at rear plus flex disk. Engine will be positioned for no angular offset between engine flywheel and clutch input. Engine and trans will be semi rigidly mounted (movement will be restricted). If I have any issues with vibration the clutch input flange has accomodation for uj or cv.
Won`t last 5 miles.

The power pulses and torsional flexes will break any one piece driveshaft with flywheels on each end regardless of material used (steel or CF) if u-joints/CV joints are used.
As well you cannot use a u-joint singularly. Must be in phased position with another one.
From experience, been building these things for years.

Get a mechanical engineer to explain it if you don`t want to believe me.

Richard Jemison
RJR Racing

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post #140 of 170 (permalink) Old 03-03-2015, 09:38 AM
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Nice to have you back Buzzed!
Is this the project with the V8 Supercars transaxle, specially modded for Your use? You told they were very willing! If so they might understand the stresses of 700Hp and the torque generated, on prop and transaxle?

Hope to see the result!

Gabor K.
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post #141 of 170 (permalink) Old 03-05-2015, 04:57 AM Thread Starter
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Transaxle

Hi Gabor,

Good to hear from you again. I have been speaking with specialist propshaft company as well as the V8 supercar Company Albins. Yes, this is the custom transaxle for the Alfetta, very exciting.

Dick, a UJ can be used singularly....when there is no angular change between shaft and mounting flange....this is the only time the input and output of a UJ have constant velocity. This is the only time one UJ is an option for high speed application. I've seen many single peice shafts live long lives in Alfetta application, and many examples where people have got it wrong.
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post #142 of 170 (permalink) Old 03-28-2015, 06:17 AM Thread Starter
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Cool

Be a shame to hide this under the car! Almost finished, awaiting clutch housing.
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post #143 of 170 (permalink) Old 03-28-2015, 11:04 AM
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Amazing piece of engineering, (not to say price )! It will be interesting to see how the basic transaxle ST6 will be modified to fit the GTV position. Seems input shaft from factory is too low and also clutch housing must be made. However it seems everything is possible for these guys! 1000 Nm is enough for your application?

GK.
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post #144 of 170 (permalink) Old 03-29-2015, 05:28 AM Thread Starter
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The clutch housing is already designed, should be on shortly. The rear floor needs to be relieved but the dedion can be retained with a small notch to rear tube. At least this is the plan if all goes well.

Price wise, they are competitive, but it was a big decision to go this way as it's a lot of money. They have been very helpful in making the box work for the Alfetta application.

There were other companies that had good options but I chose to go with a local company to support Aussie manufacture. It's also easier to get support.
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post #145 of 170 (permalink) Old 03-29-2015, 08:20 AM
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Good to see progress. The transaxle looks to be a work of art.
Glad you stuck with the Alfetta transaxle layout.

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post #146 of 170 (permalink) Old 04-19-2015, 02:13 AM Thread Starter
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A little more transaxle progress. This time the clutch housing asm.
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post #147 of 170 (permalink) Old 04-19-2015, 02:27 AM
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Heck, real nice, but I cannot even imagine the cost!

I though don't understand why you are not going to be running CV joints at each end on your driveshaft. Every serious race Alfetta I've heard of does, why reinvent the wheel?
Pete

'71 1750 Series 2 GTV:
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156 Series 1 v6 ... and remember it's all just opinions
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post #148 of 170 (permalink) Old 04-19-2015, 04:52 PM Thread Starter
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I've not decided which to run, cv-cv or cv-uj, but in my case I can run either option. It will likely be cv-cv. The only advantage I can see of running uj in the setup is cost, and maybe packaging. If you don't reinvent the wheel every now and then, you just keep trying to make a square go round :-), and I would not be building this car...or transaxle. At any rate, plenty of cars out there with uj-cv, so long as they don't have to deal with misalignment. Then it's down to all the other design constraints.
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post #149 of 170 (permalink) Old 04-30-2015, 05:29 AM Thread Starter
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It's been a long time coming!
Had another win today, picked up a mould for the Alfetta bonnet, as well as a 1984 donor alfetta GTV which I will use to replace some of the rear of the car which has previous panel / rust damage as well as provide various nuts and bolts, light lenses etc.

Anyone got a 3d model of an Alfetta in a CAD file of some sort? Otherwise the next purchase is a 3d scanner.
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post #150 of 170 (permalink) Old 04-30-2015, 11:09 AM
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buzzed, you really should order another one, make a nice Plexi box for this unit, and use as a coffee (tea?) table. Truly a work of art.

Minor, but important details: What holds the transaxle to the upper rear? What is the 'stand-pipe' for? Where does the shift lever attach? I know little about sequential gear-boxes, but if that is what this gear-box is, then wondered if the plan is to have the shift rod on the interior passenger side.

In any event I'm on their mailing list and pegasusautoracing.com listed several (small) sizes for helicopter rubber/metal U-joints. I throw this in only that should something like this could be utilized for a shift lever and/or they're not easily sourced. Possibly every hot-rod shop carries them.

Does not apply: Since you're going one-piece but many years ago exchanged emails with a fellow who was involved with helicopters and wondered if the larger rotor-shaft rubber/metal U-joint might make a good substitute for the Alfetta's center donut.

Biba

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