I like the Wilwood because it is the most minimal, almost like the traditional British Spitfire/Herald unit that modern racing was built on - but larger and twice as heavy. One of the Spitfire style spindles in my spare collection is bent, so I don't think the 9 pounds here is poorly spent.
The Wilwoods make a pretty good base case for initial Wishbone runs. The detail drawings available online help a lot in determining the outboard pivot locations. Some of the weight of the forged Wilwood uprights might be offset by their forged billet aluminum hubs. No data to support that, though. Ultimately, a family of Wishbone set-ups could be developed for different uprights, tire sizes, ground clearances, etc.
If anybody has accurate measurements for the upper and lower BJ's distances from the Wilwood spindle casting, please post them. I'm using a nominal 1" offset for preliminary calculations. Same for the distance of the outboard tie-rod pivot from the steering arm.
Just to help figure out clearance issues and see if I can drop the upper frame rail a couple of inches. It is about 6-7 inches above a Locost or Seven rail now. I need a model of the headers to do this properly...
If the top rails were to drop a couple of inches, then the exhaust could run over the top rail sprint-car style, a'la Kipperman's Seven below.
I noticed looking at JD's recent pictures that his engine is much further back in the frame. Probably 12" or more. The frame tube across the top of the foot wells seems to get in the way of both the V8 and the I4 motors. So I've thought of a way to move it back and still provide good bracing and also the required protection for the motor intruding into the passenger space in an accident. I'll draw that in soon.
Does adding a mid-plate (between block and bellhousing) as part of the motor mount system help with these issues?
Keep up the good progress, Marcus. There's metal to be cut...