WIKISPEED - the $17k Supercar company

WIKISPEED has entered the Progressive Automotive X PRIZE

feedback@wikispeed.com (Joe Justice) — Sat, 15 Nov 2008 03:08:34 GMT

We have officially entered the Progressive Automotive X Prize, and have re-prioritized our development to achieving the 100 mpg, 100 mph, 200 mile range while emitting less than 200 grams of c02 per kilometer. Skunk2 has partnered with us by providing race tested and race quality suspension components and support.

The Progressive Automotive X PRIZE is bringing attention and resources to environmentally sustainable personal transportation. The winner of this venture is the environment, when a minimum of 10,000 100MPGe commuting vehicles, based on a race proven and race winning design, are brought to market to replace old-thought vehicles. Never before have small companies and thought leaders been enabled to produce road legal environmentally sound vehicles as they are now.

The X-prize is being covered by CNN, Popular Mechanics, Popular Science, Wired, AutoBlog, Consumer Reports, Engineering TV, Edmunds, AOL, and many more. This coverage means the world market can review the bleeding edge of environmentally sustainable personal transportation, all of which are intended for commercial sale.

Little NSX-R

feedback@wikispeed.com (Joe Justice) — Wed, 09 Apr 2008 05:45:39 GMT

Picked up a Grand Prix White 2008 S2000 CR to get to and from the office. The car makes a capable handling target for wikispeed. In related news, the driver's side front suspension mounting sub-frame came was fabricated last Saturday. It needs some bracketry and threaded mounts attached to it, but looks capable. After all four suspension sub-frames are fabricated and painted I'll be posting pictures of them as well.

2008 S2000 CR driving impression

feedback@wikispeed.com (Joe Justice) — Mon, 14 Jan 2008 19:52:02 GMT

I’m impressed.
The S2000 CR is the most precise handling track ready car I have yet driven. The steering feel is smooth and tight; throttle and brake response are like a concert quality musical instrument. The engine power delivery is sporty down low, easily spinning the tires if you would like, and screams like a Ferrari F40 the last 3000 RPM. As I understand it the project leader for the CR is the same man behind the legendary NSX-R (2002-2005), and the S2000 CR feels like it has the same level of focus and intent. I can’t stress enough how smoothly and rapidly the car responds and communicates.

As for daily use, I was again impressed. There was less road noise than the Maserati GT or the Aston Martin V8 Vantage cruising at 35mph at 100mph. The alcantara/suede finish to most surfaces (back of sunroof visors, glove compartment slots, etc) was classy and rich to the touch. The yellow stitching on the interior, while looking toy-like in many pictures, is of similar quality to the Aston Martin and resonates “track-focused” when you slide into the cockpit.

It may sound like I believe this car has no flaws, and compared to what is currently offered on the market the S2000 CR is almost perfect. What it really does need, however, is to weigh less. It is already hundreds of pounds less than any road going Porsche, the 350z, and the afore mentioned Aston and Maserati, but a “light weight package” with fixed back carbon bucket seats, a single titanium exhaust, and titanium/carbon sub-frames would take this car to another level yet again. On the engine side, it certainly could keep up with 60 more ft-lbs of torque from idle and 160 more peak hp. Also, when driving it, the feeling would be vastly improved if the engine could rev another 1500 RPMs. But these modifications would make it cost 3 to 4 times as much, and I can’t fault Honda for delivering a vehicle so impossibly well engineered for only $33,985.00 (Current dealer price with all options).
But, as I mentioned, it could be better. And that’s where WIKISPEED comes in. Driving a car as precise as the S2000 CR encourages me to engineer an even more precise car- and we are still gunning for a $17k price tag. I might pick up a S2000 CR as a driving feel target, however.

Prototype Suspension Mounts

feedback@wikispeed.com (Joe Justice) — Sun, 23 Dec 2007 00:38:41 GMT

Through the fall we’ve been evaluating different suspension mount configurations. The suspension itself has been finalized in CAD, and we’ve built a wooden mock up suspension mount. To keep R&D costs low, each mounting fixture is built from lumber which can be discarded or re-used as we’ve worked through forming a physical model, evaluating each configuration for safety, rigidity, fatigue resistance, and cost of manufacture. For each configuration, we have not allowed ourselves to deviate at ALL from the highest performing suspension layout, but have only experimented with the way the suspension mounts connect with the frame. A wheel costs just as much whether it’s at the corners of the car or well underneath the engine; when we are building a car than can keep up with a Ferrari Enzo for under $17k, we can’t afford to not take free advantage of the physical superiority of correctly placing each part.

Aston Martin V8 Vantage Driving Impression

feedback@wikispeed.com (Joe Justice) — Sun, 23 Dec 2007 00:25:02 GMT

The Aston Martin V8 Vantage convertible is a heavy block of machine. The engine was anemic up until high revs (very unexpected from a V8), and then it coped with its weight about as well as a 1995 Honda Passport V6. It has plenty of style, people noticed when I drove by, and I felt special sitting behind the wheel. However, I did not feel like I was in an entirely different class of machine than the station wagons and coupes I shared the rode with. I couldn’t effortlessly pass them- passing still required a downshift and waiting a few seconds on the gas to build up speed. I couldn’t easily out-corner most of them, the Aston turns willingly but a Honda Civic turns in faster and sharper. The Aston had a heavy clutch, making changing gear an event or even a chore. Despite this, it was several levels more taught and responsive than the Maserati GT, and the interior was on a similar level. While the Maserati has a styling tone of high-born Champaign decadence (with many ivory whites and styling flourishes), the Aston is sewn like a high-end football and feels like a “Sportsman’s” car; I could imagine a soiled polo shirt and an expensive handmade rifle or a soccer ball in the trunk. Most of the interior is leather clad with thick contrasted stitching, prompting my wife to say she wouldn’t wan t a car like this for fear she would spill a drink in it and cause $10k of damage. I drove the V8 vantage back to back with a 2006 Civic which easily outpaced the Aston up until about 80mph, at which time the Aston’s V8 is able to better bully its way passed the wind resistance.

What I noticed most about the Aston engine was how slow it was to increase or decrease revs. All the mass of the drive train being swirled around takes time to rev up or rev down, making me feel like I’m shifting or applying the accelerator in slow motion. Driving the Civic after words felt like a caffeine induced shifting blitz by comparison, where the engine could easily keep up with my inputs. It’s true pressing the Aston start button lets out a low growl that is very appealing, but any touch of the gas and the growl is gone. That is to say, the engine isn’t really this growling, raging beast like a Ferrari F40, but in fact is a pedestrian tuned engine with an exhaust that at exactly idle, and only exactly idle, behaves like a tuned trumpet.

(Note: picture is same model and configuration but not actual car we drove)

Moving Up in the World

feedback@wikispeed.com (Joe Justice) — Fri, 10 Aug 2007 23:32:51 GMT

I recently received an invitation to an Aston Martin Ride and Drive event, to audition their V8 Vantage Roadster. Having never bought an Aston Martin I'm not sure how I got on the list. 3500 pound + GT cars, V8 or not, are not my taste. However, every automotive review raves about the styling, and I'd like to see how the WIKISPEED feel, fit and finish measure up. I won't be able to place hand stitched glove leather in a $17k car, but from my understanding the Aston isn't hand stitched either.

I did have the pleasure of piloting a Maserati GT convertible around Oahu , but found it clumsy and uncommunicative. Although the interior was impeccable, far outdoing most of the fine furniture or lavish lounges I've come across. Think softened C5 base model corvette with a $40,000 interior upgrade. It would make a better high end restaurant booth than a "driving experience."

I'm expecting the Aston to have much improved handling over the Maserati GT, but still several notches more numb then the communication I'd need at the track. Also, unlike the Maserati, I'm hoping the traction control isn't so invasive; I wasn't able to spin the Italian's tires even when I backed them up onto the sand beach.

The Aston Martin event takes place at the end of August, and I'll post relevant findings here.

Interior shaping up

feedback@wikispeed.com (Joe Justice) — Thu, 19 Jul 2007 03:02:34 GMT

The engine runs, the headlights and turns signals work, the dashboard works (speedometer, tachometer, fuel gauge, warning lights, etc), the AC and heater works (although the AC is not charged currently) and now the interior has been mounted to a prototype frame created from 1.5" 8020 aluminum profiles. The dashboard was surprisingly heavy, more than 50 pounds, largely due to a steel tube running the width of the dash that serves as a mounting point for the airbags. I thought the HVAC system under the dash would count for a lot of weight, but it is expertly engineered at less than 5 pounds. The AC compressor attached to the engine is likely heavier, but I'm not as worried about that since the weight is highly centralized.

Phase 2 Begins:

feedback@wikispeed.com (Joe Justice) — Mon, 02 Apr 2007 01:28:31 GMT

Phase 2 consists of constructing the firsts prototype's frame. I’ve been working with http://www.8020.net to source materials. Their aluminum profiles far exceed the strength and rigidity requirements for prototyping. I can start with light duty, highly adjustable fasteners to make design changes in the workshop until I have a spec ready for road testing, and then apply medium and heavy duty fixed fasteners. On paper, their products are strong enough to use in production. After the prototyping phase I’ll evaluate if they really do qualify.

I ordered $400 worth of light duty aluminum profiles and fasteners to make an adjustable skeleton frame in the workshop. In the next month there will be a lot more measuring and adjusting, fabricating brackets, fitting reinforcements, and gradually replacing the light duty profiles with structurally sound profiles. It’s a very organic process.

Phase 1 Complete:

feedback@wikispeed.com (Joe Justice) — Mon, 02 Apr 2007 01:24:56 GMT

The 2006 civic EX front clip is running and shifting gears, just like it should.

I bought the Honda Service Manual from Helm: (http://www.helminc.com/helm/product2.asp?class%5F2=AHM&mk=Honda&yr=2006&md=Civic&dt=Shop%2FService+Information&module=&from=result&Style=helm&Sku=61SNA03&itemtype=N&mscsid=2SG81S0Q81M09KAXST9C00WVT38M0G06, $75)
The service manual often referred me to codes on the HDS (Honda Diagnostic System: (Software, $840 per year) using the HIM (Honda Interface Module ($796) which I have been trying to avoid buying. However, I found the manual also includes trouble shooting procedures using just a voltmeter, and everything in the clip is up to speck. Right now the ABS and SRS MILs (Malfunction Indicator Lights) are on since there are no side airbags connected to the floor harness SRS side sensors and no rear ABS sensors connected to the floor harness, but all other codes are normal.
This brings phase 1 to a close, which involved setting up the first running prototype power train.

More info on HDS and HIM can be found on the Helm site: http://www.helminc.com/helm/honda_diagnostic_tools.asp?Style=&mscsid=2SG81S0Q81M09KAXST9C00WVT38M0G06

The Frame:

feedback@wikispeed.com (Joe Justice) — Thu, 14 Dec 2006 21:48:21 GMT

Most of the goodies and innovations for this first WIKISPEED prototype car happen in the frame. I’m now in the process of tediously measuring bolt locations on the OEM Honda R18 engine, transmission, and front suspension. There are 3 reverse engineering houses in Denver that will 3-dimensionally scan the parts and hand me a CAD file but lead times are long. I’m in the queue with what sounds like a one-man shop with a handheld scanner, and when he finally sends me CADs I’ll likely post them here and on http://www.3dcontentcentral.com for free download to help other enthusiasts.

Exhaust System:

feedback@wikispeed.com (Joe Justice) — Thu, 14 Dec 2006 21:36:45 GMT

I bolted the stock exhaust system on the front-clip to the 2006 Civic EX sedan. The fuel system is sitting to the right, assembled but waiting for the wiring harness to provide power to the fuel pump and canister.

Looks just like the Honda parts manual page, provided by http://www.hondapartsdeals.com. They have these shop manual pages at 1920x1200 resolution, which is great.

Fuel System Hookup:

feedback@wikispeed.com (Joe Justice) — Tue, 12 Dec 2006 01:39:22 GMT

Fuel system hookup:

The 2006 Honda Civic now has an in-tank fuel pump, and a “canister” assembly just in front of it. There is also the filler pipe that comes from the tank directly up to the gas cap. Under the car, there are two hard fuel lines running from the tank to the engine fire wall. And that’s about it, pretty simple business. The fuel pump has an electrical connection, as does the canister.

Today I laid the fuel system out on the garage floor and hooked the separately shipped pieces together. The fuel system came used from eBay (http://www.ebaymotors.com), and one of the tubes had been cut to remove it from the car. Unfortunately, the cut tube is the most expensive fuel system item to replace from Honda’s parts department at $229, since it is the only part that is only sold with the gas tank. Probably a clever trick to prevent chop-shops from mixing parts of stolen or flood damaged cars to be sold as new- since it looks like it is almost impossible to remove the fuel tank without cutting this little fuel vent line. For the prototype, I’ll likely fabricate a new hose. For production, all parts will be ordered new so this won’t be a problem.

Also, I noticed that both 2006 Civic front clips I bought have cut shifter cables, so I ordered a new shifter cable, floor wiring harness, rear harness (for the tail-lights) and some fasteners from http://www.hondapartsdeals.com. When this order arrives there should be enough parts to start the engine and then I will reverse engineer dimensions and weigh the OEM running gear. So far HondaPartsDeals has been the cheapest online source for new OEM parts, but for the prototype I prefer to save about 50% buying used when I can.

I had bought a shifter assembly (called a “gear selector” by the Honda parts catalogue and a “floor shifter” by http://www.pamsauto.com) from Pam’s auto, who sells salvaged parts from wrecked vehicles online at affordable prices. An actual junkyard is cheaper, but Pam’s lets me browse their inventory of wrecked autos online, and then choose the more popular modular assemblies which they have already stripped from the car. The shifter itself has an alloy metal frame and the emergency brake lever mounted to the same piece; it’s quite light and sturdy. I will be dimensioning and weighing all of these parts.

The used stock exhaust system from eBay arrived. As advertised it has some scratches and dings, so it is great for prototyping. Most or all of the exhaust system will be reworked to fold close to the engine for Mid-Engine mounting.

Fuel System and Exhaust On the Way:

feedback@wikispeed.com (Joe Justice) — Wed, 08 Nov 2006 05:22:34 GMT

I was able to find someone parting out a wrecked 2006 Civic on eBay, and swiped up the fuel system and a dinged exhaust. Much of the exhaust will have to be re-worked to fit the mid-engine layout of the WIKISPEED prototype car, but I want the stock exhaust for reference and testing. Using the stock gas tank with its internal fuel pump saves me many headaches, and I’m much happier re-arranging functional “black boxes” of componentized systems then trying to match thread pitch on custom components, etc.

I just read about half way through the McBearen build-up (see Navigation to the right) where a dedicated metal shaper in North Carolina built a 1960’s CanAm McLaren race car replica powered by a 2002-2004 Civic Si engine. He fabricated his own fuel tanks, which gave him greater packaging efficiency, but had to revisit the project several times to get the returnless fuel system working. I’ll have greater peace of mind and an easier time passing safety inspections since Honda did all the hard work to develop a safe and efficient fuel system already.

I would like a tight wedge of a fuel cell bladder to slip in the most advantages spot, but that will wait for a further revision. Lets get a road legal proof of concept track tested before we spend inordinate amounts of time for a very small performance gain.

Now I just need an automatic shifter assembly and I should be able to get one of the engine assemblies running. My brother told me early on, when I was learning software development best practices, that always having a working component keeps motivation high. Once I have the prototype engine running I intend to keep it a functional system through the rest of the build.