kingkyle wrote:
The only cons I can think of right off the bat.
1. I believe its an iron block
2. The motor sits sideways so it uses a FWD trans, this is not a problem in the rear, but it causes a huge imbalance of weight. The motor and trans literally sit on top of the rear axles. It causes a 70/30 weight distribution or close to it. I'm trying for 60/40.
Obviously you're set and I'm not going to change your mind but this is a public forum and unfortunately when other people read this they may believe it as well, but it is wrong.
1. An engine is not automatically lighter because it is aluminium however many continue with this perception - as the old question goes, What's lighter, a Ton of feathers or a Ton of granite? If an engine weighs 400 lbs it weighs 400 lbs regardless of if it's made from titanium or if it's made from lead. Engines have to be chosen individually and their weights checked and not simply chosen for the material they are made from, a Chev 3.8 V6 all iron (block and heads) is lighter than an all aluminium Nissan V6 that is only 3.0 for example.
2. Being transverse or longitudinally mounted has nothing to do with weight distribution as they basically counter each other out as you turn them 90 degrees either way. You have one short mass or you have one long mass going forward
and backwards.
In fact with the Subaru you have a shorter reach forward than others with a rather large gearbox hanging a long way out the rear past the axle line making you weight distribution worse.
Also note that with a transverse setup all the weight of the engine
and gearbox is entirely forward of the rear axle line, something that all race car builders strive for so why don't race car builders use them .... longitudinally mounted have one huge advantage and that is for aerodynamics especially if you intend to run ground effect tunnels either side of the car. This sole reason is why all open wheeler racing cars have longitudinally mounted engines.
By the way, notice no one generally uses Subaru engines in open wheelers? Width is the biggest problem for the aeros mentioned because of the exhausts being exactly where your tunnels/diffuser should be but bet you don't believe the other reason - CoG too high. With a I4 dry sumped you can get the major mass of the engine very low down but the Subaru is always impeded by the exhausts and these are the very reasons Ferrari dumped boxer engines for F1 in the mid 1970's.
I know you have been to Pook's build thread, pictures there quite clearly demonstrate these points ..
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pook 2.jpg
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pook 1.jpg
I'm not against your build by any means, hope you go well but I will argue technical points.