I shot this to demonstrate how the new front axle and steering on the mustang work and to show the dirvetrain with the new differential. The front axle is of course a multilink macpherson setup.
The mustang handles excellently now, so we gave it a spin in the yard, trying out its cornering capabilities.
At the end of kockefest, when the visitor crowd cleared there was enough room for some driving. The smooth linoleum floor provided the perfect surface for some drifting action. Unfortunately, the designated driver - Zblj - was able to crash the car. Also, the Challenger had its first drive with the LPEpower inline 3 engine. As you can see in the video, it needed some help, but you must understand that the drivetrain losses were huge and the challenger is a very heavy car. Plus, it has bigger wheels than the mustang. But the inline 3 managed it well after some slight help.
In the midst of winter i took the Mustang out for a spin. Yes i still have it assembled. And again it proved to be very usefull. I installed the newest LPEpower engine to test it out and showcase its capabilities.
Keep in mind, that the Mustang weighs 4.2 kgs. The car freewheeled quite a few times when it drove over an ice patch or snow, and there's also two videos of a burnout on ice. More videos on the youtube chanels of LPEpower and nicjasno.
Member and fellow engine developer Ivan Has made a big cilynder V6 engine which goes 3200 rpms. I'll let the video speak for itself.
Update: according to Ivan, the engine now runs 3680 rpms after he played with the timings.
Forum user Anko has made a very nice steam powered engine. Since i just love reciprocating steam engines i convinced him to allow me to post his video. Here it is:
Apparently he uses a steam cooler in order to prevent the steam from melting anything in the engine.
As an experiment and to get some rest from the v8 i decided to play a bit with an inline configuration with the small lego cilynders. Here's the first run of the inline 2 cilynder. Speed updates will follow. The speed computer is geared 3:1 for better accuracy.
This time not more rpms, just a more refined machine, poducing its power more smoothly. The crank is stabbilised with 2 paralel shafts, which prevent it from twisting = more power. Switches use scotch yoke principle of operation.
Running approximately 1600rpms, but with a peak when the air pressure was max of 1660 rpms:
I got the engine running a max of 1780 rpms - peak, with a nice steady run of 1720 rpms.
I decided to put the double cam into retirement and will pursue the pushrod road. The first design is instantly better than the double cam setup. (which i was trying to perfect for the past 2 weeks, without any significant improovement). I have to experiment with the opening times, but it's definetly going to be a winner.
I ran the engine again, and it made 1660 rpms effortlessly. The key? I provided timing gears on the back too, thus preventing torsion in the crank and cam to affect performance. It proved to be a huge success. Now i only have to make the switches to align properly...