Chapter #22

The Tail Cone “Foaming” begins … at last.

11-26-11

At long last we begin to put foam to the frame structure of the Tail Cone.  Once the general shape was agreed to and all measurements were taken, we removed the cardboard shapes and also the steel frame structure.  Steve began to build a wood structure to hold the foam and Bonbo overlay.  This included a support which will hold all of the weight in the proper place and insure a solid structure to work on.

Because the foaming is a time consuming process and there will be changes as we go, we will just show a number of photos for your review.  The shord descriptions will give the required information.

NOTE … the steel structure is still in place to insure that the tail cone is properly alighned and spaced just right.

Rear view of the start of the wood support structure

The steel fram is removed and the wood structure is supported by the rear wheel.

Rear view of supported wood structure

Left side view of wood structure , ready for foam.

Putting the shape cardboard back on the tail cone.  It will be sandwitched between foam blocks and act as a guide for sanding.

First we “glop” foam blocks onto the tail cone frame work.

Then we begin the “shaping” process.  Holes and missing chunks will be filled as we go.  The whole tail area will then be covered by “Bondo”.  The bondo surface will be shaped with detail and design features.  NOTE … the white foam is denser than the orange but both do the same work.

More to this chapter later.

Carl

Chapter #21, Mile Stones 30, 31 and 32 (Decisions)

It only has three wheels, what will it look like from the rear?

10-6-11

10-16-11, REV. A,   Additional photos

With the addition of the front fenders it was time to begin creating the rear tail or rear body structure and skin.  This simple body section is more important than any other because it is the most creative and visible section of all.  The main body and cockpit are somewhat controlled by the needs of the cockpit, windshield and firewall.  The tail is not only a fender but also the tail light pod, trunk, license housing, rear chassis cover.  It is the “thing” that everyone will look and give an opinion, good or bad.  It is also required to be made removal-able as is the sub-structure steel framwork, for repair and replacement.

There was a definite look we were trying to achieve as seen in these drawings.  The look of the 32’ Ford Roadster but designed with the third wheel in mind.  This was going to be a challenge.

We knew that we were going to need to take small steps and KNOW what it was going to look like as we went along.  We decided to build the tail section “on the car”.  This was so that at each step we could look at the results and move forward or make small changes and then move forward.  There were going to be many changes and we knew that when we started.  So we started with double layer cardboard and a box knife.  The next few chapters will cover only the beginning processes and the work it took to get underway.

Smiling Steve was given the project of developing the tail from the drawings provided by Mark Ashcraft and because he has a background in fiberglass construction.  The balance of the crew was going to stand around and point fingers at his best efforts and give advice even when it was not ask for.  At this point we thought it best to remove the car from the general shop and place it in an “undercover” location (two doors down the complex) so that Steve could work in peace.

First we created cardboard bulkhead for the seatback and the tail light pod which will be a seperate part with lights and ect..

Then we created the interior of the trunk/storage compartment to be sure we had proper tire and wheel clearence.  We will add additional storage space later in side pods and cubby holes.

Steve began a number of tail cone shapes (4) until we got the right look.  This one was all wrong.

Once we got the correct shape we started to add additional 3/D formers and size into the tail cone.  This was only the beginning of many hours to follow.

We had to add this photo of the Builder (Steve), the Designer (Mark) and Fabrication, (Glen) acting like members of the “Finger Pointing Design Club”.  Oh that elusive 32′ Ford look being reviewed.

“Upon closer inspection I think we should change this curve, what do you think”?              Is Steve rubbing his chin or picking his nose?

One of the things we know is that designing for production and bulk assembly is much different that just building one car.  Some of our desisions seem strange but we are looking down the road to the day when we have five cars on assembly stands in the production department, and parts, sub-assemblies and systems are arriving all the time to be placed into the final construction.  Small things will add to a lower cost and quality construction values.  Stick around and see if you can find the problems that we are bound to have as we move along.

In the next chapter we will begin filling the spaces with foam and filler so that The  tail cone can be shaped.

Carl L. Myers

Chapter #20, Mile post #25

“To fender or not to fender that is the question”

9-15-11

As part of the general body design concept, which was to follow the “32” Ford Hot Rod look, a number of things were still in a “flux”.  One of these items was the Front Fenders. A number of the “Finger Pointing Design Club” where in favor of “No-Fenders”! I pointed out that it rains every now and then even in Oregon and some kind of front fender would be nice. Grumble, grumble, grumble was heard from the Club.  From the back of the Club came the remark “……It’s a Hot Rod and no fenders are required” So, the owner can take them off he they want to go “fenderless”, and re-fit them when they wanted I replied.  Silence!!! I am not sure I won that argument.

When Jack and Mark Ashcraft had a done a number of design drawings of the concept TigerCat there were always front fenders.  In most cases the fenders were “cycle” or “flying” fender types. Some with lighting installed and some much more modern, see the drawings of Mark’s fender ideas.  It was decided that at this point in the prototype build we would go for the simplest styles and a strong but simple mounting system.

A selection of modern fender designs and a new concept Harley engine Air Cleaner (lower left) designed for side facing engines.

A pair of 15” dia. trailer fenders were chosen and purchased.  It was then that we found out that not all trailer fenders are created equal.  Some had flat tops and some were built right but were ugly.  After a good search we found a local source for a steel fender with good shape and fit the size and width of tires we had chosen earlier.  We also wanted a design which would fit with 13”, 14” and 15” dia. wheels. This would give the owner a wide selection of wheels and tires to fit and make the final assemble more custom.  In the following photos the wheels and tires are 13”.  The mounting design will allow us to make a simple change the mounting bracket to fit all three sizes.

At this point the project was handed over to Smiling Steve design and fabrication.  He fumbled and fumed around the Fab shop cutting this and welding that and now and then trying to fit his masterpiece to the wheels.  After few hours his face lit up with delight and he started to whistle his favorite song “The day the Merry-Go-Round broke down” (Loony-Toon Theme).  At this point he call us over to take a look, we rubbed our chins and hymned and hawed a little and then shook our collective heads in approval.

Steve setting up the first of a few designs, but he is on the right tract.

His design has a number of good options besides the simple assembly shown in our photos.
• The tubing mounting struts can accept wiring if we decide to add lighting.
• The tubing mounting struts can also be made to allow the fender to “hang” from the strut and allow the fender to be removed from the struts for plating or painting a different color.
• We can use strong steel struts and aluminum fenders if we option item #2
• The strut angles and be changed to eliminate any vibration and fender shake if detected.

Simple mounting, and strong, I think the bracket is on the wrong side of the spindle top mount, what do you think?

For now the solid welded assembly will work well and allow for a testing program without any maintenance or re-design.  You will notice that the fenders are not the same.  The struts are at different angles to test for the vibration and shake monster that may be lurking somewhere in the assembly.

The fenders were painted grey to signify that they were standard parts and not in question at this time.  You will notice parts of different color on the car.  Grey means, design work done for car #1, Blue means, parts to be an option or accessory, Brown (primer) means, Parts being added to or subject to change for car #1, and Black means, the part or assembly (body as an example), is in basic form and will change.

Clean look of the fenders and mounts will always please the driver and his look over the “Front End”

We think the simple but good looking fender installation add to the strong front end view with more to come.  Note … we can see Huey the shop dog looking over things  so he can give his opinion.

We will be talking about the ever important “Tail Cone” and “Main Body” in the next two chapters.  This is where the fat hits the fire, because if we get them right we will have a winner on the board.  Looks will be a big subject as we move toward the finish of the first car.

Carl

Prototype Design, Design Log #2, 8-12-11

“We have heard from the Dad, now let’s hear from his son”

When we first had contracted with Jack Ashcraft to do a series of TigerCat concept drawings in 08’ we were pleased with his output. Early the next year Jack was contacted again to consider making a second series of drawings to concentrate on certain aspects of the project and as a continuation of the drawings he had done the year before. Jack told me was moving down to California to do exclusive work on an aircraft project and would not be available. This was a shame because he just lived 8 houses away from me. Be that as it may, I ask would he have any suggestions and he said why not contact his son Mark who was moving into Jacks house in about a week and he could pick up where he had left off. I of course ask “Mark who”, and Jack told me that Mark was a car designer who was also an Instructor at the Pasadena Art Institute, and had done work in Sweden for SAAB. Since he would only be living 8 houses away I decided to give him a try.

Mark and I meet the next week and worked out a plan on what we were looking for and told him to get started. Two weeks later he presented me with the drawing package you will see in this Design Log #2.

#DL2-2   The 3/4 view shows the real strength of Mark’s design.  More like the 30/40′s era Ford Hot Rod we were looking for from the beginning.

You can see the style difference but the same clear thinking was there. His approach was to get more mechanical and brought to the table a number of design elements that we put into the build plan at once. Mark also added a few fresh concepts that we could consider for future model variations and a newer modern style we had not considered.

#DL2-3   The 3/4 front view is the “showroom” view that will win hearts and minds at trade shows and driveways across our great land.

#DL2-4   This exciting new idea car is the “AvenueCat“.  With simple fiberglass body panels attached to the Basic TigerCat 3vV2 you have an all new look and feel.  Watch out New York City here we come!!

#DL2-5   Four wheels, yes.  Due to a strange Federal law everone is allowed to purchase one “Non-Complient” vehicle in their lifetime.  That means special four wheel designs based on the 3V2 chassis and main body structure can be developed for a small market of street legal four wheelers.  WE like the concept as a Pick-Up because every one want a Hot Rod Truck.  Meet “The BeachCat” (left), “SkamperCat” (top) and “SkatCat” (bottom)

#DL2-6   To answer the one question we hear most at trade shows and events is “will there be a convertible top available”?  We think that we have a few different options which will work better than canvas and bow ribs.  All of the designs done by Mark will fit into the standard TigerCat design and chassis structure.  Most can be add-ons and available as options for after sales purchase.  The ever changing Cat will have many looks.

In our next Design Log artical we will discuss additional ideas put forth by Mark Ashcraft and his busy drawing pencil.

Carl Myers

Prototype Design,  Design Log #1,    8-11-11

“Design Ideas from the beginning”

In the beginning we were aware that good design and graphics would go a long way in helping us develop a Marketing Glide Path (MGP).  Martin and I had both done some start up drawings and had used them to show to friends and vendors.  Martin’s drawings were way better than mine and he was spot on with these early layouts.

While keeping Martin’s ideas upper most in my mind I ask a friend, Jack Ashcraft, who is a professional auto designer, to review what we had done and where we wanted to go.  Jack had shared with me a number of good three wheeled car designs that he had done over the years for customers and as concept projects.

#DL1-1   With Jacks first drawing we began to make changes, such as adopting his Logo design for Cy-Car.

Jack understands the challenges of the three wheel car and it shows in each of his design drawings.  With this as a background I then ask Jack to make a series of TigerCat layouts.

#DL1-2   This layout seemed to be too modern for the general 32′ Ford look we were trying to achieve.  We also have recieved comments about the “boat” influence.  Some elements may be looked at in the future when we start to review hard tops and cabin styles.

#DL1-3   With this drawing we knew that we wanted a center instrument cluster and simple windshield posts

#DL-1-4/5   The closeable storage compartment (trunk) was anice plus for a small car.  We only had ask for a place to store two motorcycle helmets.  This design had an odd fuel tank location and fill metho which we rejected.

#DL1-6  The “Rail Tail” look will be incorporated into the final design as an option.  Great for touring when luggage space will be limited.

In review Jack’s drawings helped us stay on the MGP that we were looking for.  These drawing lay outs also helped us make a number og prototype construction decisions.  We have use the Cy-Car logo a numbr of times in printed material, banners, emblems and internet I.D.  Good work Jack, now how does you son Mark look at this project?  Who is Mark, find out in Design Log 2.

Carl Myers

“So, you don’t like my idea”?   “You weld while I watch”

Glen Norton rode his BMW based three wheeler by to show our crew.  This car has over 140,000 miles on the odemeter.

1 of 3   While we were not looking a new un-finished three wheeler showed up at our shop to be completed.  Built more like a Dune Buggy, but it was a good runner with a Honda CR 1000 engine.

2 of 3   Wide open cockpit with enough room for driver and 35 passengers, at least that is what we were told.

3 of 3   The business end of the well built super reverse trike.  Speaking about reverse, were is the reverse gear?

“Ring Toss anyone”?  These mystery parts are part bf the swingarm assembly, but where?

While working on the exhaust system and pipes we decided to make a “Snorlel” model and sell them TigerCats to Scuba Divers!!

“Getting ready to scratch”

Short Biography for Martin Waide – a spirited engineer!

7-30-08,

Martin Waide

The Britain I knew in the 1950’s was a great place to grow up, with the dawn of the jet age, literally dozens of new individual car companies were coming to the market, and roads that had yet to be straightened out. I, along with hundreds of other young engineers who joined the auto industry in Coventry, didn’t predict that those influences were to generate a rapidly growing motor sports industry. The Lotus Car Company, and its racing team, Team Lotus, became my working home for over ten years. During that period, no less than five Formula 1 World Championship wins were achieved by that team, together with several adventures to the Indianapolis 500, one of which resulted in a win. Driver input and vehicle handling, the finer points of suspension geometry, structural design and aerodynamic effects all played together during that period, 1957 to 1973, now much improved upon with today’s technology.

Travel in the USA and my interest in working in California resulted in a few years of work with S&W Engineered Products on spring and shock absorber developments for Touring and Competition motorcycle suspensions. However, the emerging unmanned aircraft industry was becoming quite an attractive work opportunity, indicating it was time to move on, and by the early 1980’s, I was firmly established in the aircraft industry.

This was another learning experience, working on aircraft of increasing size and complexity. I designed and developed lightweight power plants, propeller drives, landing gear and flight controls, etc, all requiring more analysis, more attention to quality and detail, more testing and the expenditure of far more money than was ever possible in the days at Lotus. The practical output of some of my efforts, along with the inputs of many other engineers and designers, can be seen flying today in the shape of General Atomics “Predator” and the Boeing unmanned helicopter, the “A160T Hummingbird”. However, work in the aircraft industry comes at the price of some detachment; much of the satisfaction of seeing a design from first lines through to successful use is lost in the size and complexity of the companies themselves.

My need to get back to some engineering basics and a growing interest in specialty vehicles has resulted in the TigerCat 3V2. The ability to design and build a three wheeled car which is in fact a Motorcycle in most states of the USA includes the best of “The idea” to combine a little science, a little art and a lot of engineering experience into a simple CycleCar that will give as much enjoyment to the owner and driver as the process of designing and building does to me. By combining good first principles from a long way back, namely the Morgan’s of the 1930’s, and adding some of the elegance of an American hot rod in the ‘50’s & 60’s era and, finally, good engine and transmission techniques of today, I hope to have captured the simple essence of the past and made it an experience for others to enjoy today.

Here Martin is explaining a few TigerCat details with an Engineer friend of the project Glen Norton (who also made a BMW based three wheeler).

Rev. D, 8-7-11

“Getting ready to scratch”

Short Biography for Carl L. Myers – A wild and crazy sales guy

7-30-08

Carl L. Myers

As a teenager my days were spent with my BSA B33 (as well as 7 other motorcycle makes and a Crosley Hotshot) tearing up the streets of the Smokey City, Pittsburgh PA.  Racing on the weekends in local Scrambles and Enduros was my life.  Then a five year stint in the Navy as an AMS-2 (Tin bender) prepared me for entry into the motorcycle business.

Starting as owner of my first motorcycle shop, Pittsburgh Honda Inc., then on to U.S. Suzuki as a District Manager, I wanted to be in the motorcycle business.  I then went back into the retail world of Honda with my next dealership, B.C. Sports in Medford OR. After the sale of that dealership I went to work with Bombardier Ltd as the Director of Spare Parts in Montreal Canada.  Five years later of mostly deep snow, I moved on.  My next stop was S&W Engineered Products in Anaheim California and that is where I meet Martin Waide.  Five exciting years spent in the motorcycle aftermarket and located in Southren California would again have me working with Martin Waide at Leading Systems, an aircraft company and the maker of the early U.S. Airforce Predator RPV.  Two additional jobs allowed Martin and I to work together.  I spent three more years in government contract purchasing and on the side creating two of my own toy companies making ride-on pedal airplane and pedal cars.  Looking for a new location to operate found me in Oregon once again.

This rapid movement through the motorcycle industry, and purchasing gave me a background unique in the trade. My next major project was to start my own small mail order and internet business for selling PanaVise Products (panaviseonline.com). After 30 years in the motorcycle and aero trades I was ready to settle down.

In 2004 while helping Martin work on the introduction of an aircraft being brought to the Sport Aircraft market, I made a suggestion to Martin that we team up and create Cy-Car LLC.  The basis of this idea was to pull our talents and introduce a three wheeled car which had solid engineering and style while maintaining a strong retail and dealership program and concentrate on the sports car and motorcycle market.  With Martin’s knowledge and skill in engineering automotive systems and engines and my knowledge in sales and marketing, I thought we were a good match. So began the early talks and design ideas which have been the basis for the TigerCat 3V2 Cycle Car.

In the summer of 2008 two companies were established. Cy-Car, Sales & Marketing of which I am the owner, and Cy-Car, Components, which is owned by Martin Waide. These two companeys will join and become Cy-Car Inc. at a future date (Cy-Car Inc. became a reality in March 2011).  The joint working relationship will have this three wheeled project designed, tested and on the road in early 2013.

Attracting the best of two worlds, automobile and motorcycle, the TigerCat 3V2 will gather great attention.  Designed to be a fun two passenger cruiser and touring car, with a design element that is known and loved by American auto and motorcycle enthusiasts everywhere.  Designed to have the best of Cruiser motorcycle and Hot Rod automotive style and performance the TigerCat is sure to please.

Carl riding his Segway which was purchased to design accessories to sell on his internet site www.segwaymart.com

Rev. B,  8-2-11

“Getting ready to scratch”

TigerCat 3V2 Specifications, Rev. B 6-3-11

All prices and specifications subject to change without advance notice

Estimated Retail Price, turn key complete car with engine, $35 to 39K
Estimated Retail Price, turn key complete car without engine, $29 to 31K
Prices are estimated on the lowest price for complete car without additional accessories and selection of engine type and size.

Engine selection: Harley Davidson “Evolution 80 c.i.d.”, or Twin Cam series 88 c.i.d.
(Other Harley Davidson engine sizes and brands available upon request and selection)
Type: V twin, OHV Prototype #1
Bore X Stroke, (w times x, Evolution, y times z Twin Cam)
Compression ratio, OEM standard
Valve train, hydraulic lifters
Main bearings, two
Displacement: 80 c.i.d.(Evolution) 88 c.i.d. (Twin Cam)
Any Harley Davidson aftermarket replica engine model, i.e. S & S, Revtech, etc..
Horse Power range: 45 to 120
Torque range: 55 ft. lb. to 135 ft. lb.
Fuel System, gasoline, thru gravity feed carburetor (one) or OEM Electronic Fuel Injection.
Lubrication System, dry sump, positive pressure pump, with oil tank (Cy-Car propritory design oil tank, clutch housing)
Total oil capacity including oil tank: 3.5 US Quarts
Electrical system, 12 volt, with 45A alternator, voltage regulator and gel-cell battery.
Exhaust system, twin header pipes, twin mufflers, with balance tube connector.

Transmission, Toyota 1-ton, 2-wheel drive Pick-up truck gearbox, 1984-89
Type: five speed (preferred) or four-speed (option), manual shift. (Optional automatic 4 speed available).
Toyota Gearbox family G40, 57, 58
Toyota Part Numbers 33030-35390 / 35400 (5-speed) and -35370 / 35380 (4-speed)
5-speed gearbox ratio in overdrive 5th. Gear: 0.85:1
4-speed gearbox ratio in 4th Gear: 1:1

Drive line connection from engine to PTO:
Engine to transmission via clutch, flywheel, oil sump casting, direct bolt connection to transmission.
Transmission to PTO, open propeller shaft torque tube with two “U” joint spiders (slip joint at Gearbox end)
Torque tube length: 22” (Shortened Toyota pick-up truck Forward shaft and “U” joints.)

Power Take Off, (PTO):
90 Degree angle change, propeller shaft-to-pulley shaft.
Type: GM 7.625” Hypoid Ring and Pinion, standard aftermarket replacement gear set
Ratios: 2.73:1 (41-15 Teeth)
Housing: Custom light-alloy cast housing with mounting features to chassis.

Output sprocket (primary):
Type: “Gates” toothed belt compatible, 14mm Pitch, 1.5” Wide.
Number of teeth: (Optional) 50 to 54 depending on desired overall gear ratio

Drive sprocket (secondary):
Type: “Gates” toothed belt compatible, 14mm Pitch, 1.5” Wide.
Number of teeth: (Optional) 68 to 70 depending on desired overall gear ratio

Final Drive:
Type: “Gates” Kevlar-stranded toothed belt, 14mm Pitch, 1.5” Wide
Number teeth on belt: 130
Engine RPM to Road Speed: 3,200 RPM at 75 MPH in overdrive 5th Gear.

Steering:
Type, rack and pinion, chassis-mounted, height/tilt-adjustable steering column
Turns, lock to lock: 1.75
Turning circle (between curbs): 29 ft.
Brakes
Front wheels:
Type: hydraulic, disc and caliper options available
Disc diameter: 10.3” (for 13” Dia. wheels)
Total sweep area: 72 in2
Rear wheel:
Type: hydraulic, disc and caliper options available
Disc diameter, 11.4”
Total sweep area: 77 in2
Parking/Emergency Brake (rear): 7” Dia. Leading/Trailing shoes drum brake located inside front pulley, operated by dashboard-mounted cable handbrake.

Suspension
Front:
Tapered-tube dropped beam axle: rubber torsion springs (two) with telescopic dampers. Four radius rods to chassis attachment
Rear:
Double-sided swing arm with cast aluminum torsion box, rubber torsion springs (two), with air over telescopic damper (one). (Monroe “Air-ride” or equivalent)

Wheels and tires
Front:
13” Dia X 5.5” Rim, 155-R13 -78T Tire, 11.2” Rolling Radius
Optional Front:
15” Dia. X 5.5” Rim, 175-50 R15, 11.2” Rolling Radius
Wheel attachment:
4 studs, 12mm on 100mm Pitch
Rear:
17” dia. X 7, 8” or 9” Rim Width. Tire Section selected on traction requirement:
245-40R17 on 9” rim = Max. width accommodated by swing arm
225-45R17 mounts on 8” Rim; 205-50R17 mounts on 7” Rim.
Wheel attachment:
5 studs on 110mm Pitch

Weights, Capacities & Measures:
Wheelbase: 92”
Overall length: 117”
Overall width: 63”, 47″ cockpit width at passanger shoulder
Overall height: 52.5”, at top of roll bar
Front track: 57”
Ground clearance: 4.5~6″
Estimated curb weight: 950~1000 lb. with ½ fuel, full oil, and no occupants
Fuel tank, 6~8 gal. U.S.
Oil system total capacity, (including oil cooler and filter canister): 3.75 US Quarts

Chassis:
Type: side rail, with structural firewall, side impact tubes, propeller shaft tunnel as torsion member, tubular (square) roll bar, “T” type and “Low” type. 3-point or 4-point seat belt harness attachment points.
Construction method: Welded steel.

Calculated Data:
HP per c.i.d. 0.56 (Touring) 1.1 (Café)
Weight per HP, 21 lb/HP (Touring) 8 lb/HP (Café)
Weight per c.i.d. 10.8 lb.
Engine RPM to Road Speed: 3,200 RPM at 75 MPH in overdrive 5th Gear.

Prototype construction

Chapter #19, Mile post #23 & 24

“Put a body on that thing, it looks naked”!

7-15-11

When we re-started the TigerCat project about a month ago we had decided to attend a local Hot-Rod show called the “Medford Show and Shine”. About 300 cars and owners come from Oregon, and Northern California to attend and have their cars judged for trophies. We have attended this show before and we always have a good time and the attendee spectators are all local people. Because the show is in a local city park and it is free to the public you always get a good mix of “lookie-loows”. The mix also includes automotive business people and hobbyist as well.

Our reason for attending was to determine if we were still on the right track with design and construction. This was a big question in our mines because the car had been in storage for almost two years and we wanted to know if the market was changing due to the economy and other factors. This would also be our first outing with the car when some body parts were installed. We would be in a rush to make the first body parts and get them installed in only two weeks.

We already had the body shape “plug” made on a CNC router by our friend Gene Mills in Fallbrook CA. The complete main body section from the firewall to the cockpit surround behind the seats was made out of hi-density foam. This plug was taken to our fiberglass man at Rick Fitzgerald’s AeroCraft FiberGlass here in Medford for the first parts to me produced. It was decided to only make the top ¼ of the main body so that the parts could be fitted to the chassis and make adjustments where required. Martins design for the mold included a 4” extra center section running down the center of the car and along the front edge behind the firewall. This would allow for proper fitting of the parts to the chassis and still allow trimming for fit.

#19-1   This photo shows the foam body mold being cut by  a CNC router.  It took 8+ hours to cut this one part mold.

#19-2   Here are the first photos of the top body parts being fitted by Steve. It is a good thing that Martin added the extra 4” of width to the mold in the center and at the front because when we fitted it all together the first time we only removed 1” from each side of the fiberglass center section. We even left the extra 4 inches on the front and used that as a ledge to fit behind the firewall surround. This action became a natural fit and the leading edge of the hood fitted well.

#19-3   After “Smiling Steve”  had the two half’s matched and fitted. You can see the trim lines we had put into the mold as a guide.
With the seat moved forward to the center lock point, Glen who has long arms likes this feel. We all like the longer hood look and would like to keep this if possible. When we install the steering column we could move the wheel forward or backward is we chose. Using Glen again because he liked the distance of the wheel we had him check the distance to the shift knob, and he said “it’s comfortable”. We can also move the hood and make it shorter because this maybe the longest it will get.
We then ask ourselves the next question. With the steering wheel in position where would the front edge of the “Scuttle” (cowling) surround be? In the pictured position we have used 100% of the length Martin put into the mold, how do you like the position of the wheel in relation to the Scuttle? At this point the steering wheel is 3.5” from the leading edge of the wheel to the scuttle at the 12 o’clock wheel position. It is 3” away at the 9 o’clock wheel position.

#19-4   Steering wheel to Scuttle edge seems about right for Mr. Average.  This shows a 13.5” dia. Steering wheel in position with lots of clearance.
The next day Steve will be joined the two half’s together. The other thing he did was to shorten the side rail (the body section that fits over the top chassis rail at the side of the cockpit) by what ever it takes so that the plastic fits neatly over the rear chassis top tube. This was done so that the roll bar (light bar) can be installed thru holes which we will need to cut into the fiberglass.
Steve still needs to install the fuel well and cap cover before the show (Note … it did not get done in time). When the windshield brackets are installed the fuel cap cover will be very close to the scribe lines in the fiberglass. We still think it will be OK
This firewall surround is the same one we used at the Hot Rod show 2 years ago but it fits right for the fiberglass. The new surround that I designed is at Rick’s fiberglass shop being prime painted. This prime will do OK for the show and we can make a mold later if everyone likes this design.

#19-5   The final fit of the top section of the main body and old firewall

#19-6   Some local Girls showing off the TigerCat ,with style.
Final question, how do you like the new design Firewall Surround with the parking lights installed into the upper corners?
Carl L Myers