Chapter #24, Mile Post, New Car 1

Proving that we were right all along

4-12-12

As you read these chapters you must wonder “are these guys ever going to get it done and get on with production”?  Great question and I hope the answer is just as good.  When we decided to re-start the construction of the prototype car ,as you have been seeing in the last few chapters, we also understood the clock was running.  We needed to set a finishing goal and make it stick thru thick and thin.  We also had to get started with production so that we could reach out to possible customers and show what we were in business for and be ready to start taking orders.

To this end we made the large decision to begin our first run of cars (pre-production) and make the changes required to get close to the final design and release.  After a couple of our favorite beverages (Rolling Rock brew in lone neck green bottles) Martin said” let’s go for it, lets build 5 cars now”.  Choke, choke but it was settled in a flash.  We shook hands and finished our brews.

There were many advantages, economy in purchasing of bits and parts that were not in question, convenience of the vendors by our approach, the ability to keep the production crew working full time toward the goal.

There was the knowledge that we would need to begin at once with the construction of the next car (P-1) prototype number one.  Many changes were to be added to the design at once and this would require us to finish the car we had started on (I-1) inspiration number one and at the same time build P-1.

I-1 stands ready for the challange of being the “work horse” and test unit as it is replaced by P-1 the first “display” car.

The first BIG change that we made to the design was to add “doors” to the basic design.  This would require a stronger frame and central “tunnel” to add the extra strength to keep the car from folding in the middle when the doors were open.  This required a change to the chassis frame rails to a wider design and shape.  So out came the construction bridge we had used to build I-1 and we started with setting the bell housing and a newer Mazda 5 speed gear box in place.

The new Mazda gearbox sitting in the middle of the new chassis.

The Mazda box was bullet proof and narrower than the 5 speed Toyota that we had used in  I-1, which gave us more room in the foot box area (much-needed).  It also set the gear shift lever back further in the cockpit to a more natural location for the average 5′-10″ driver.  We also made the chassis wider by 3/4″ on each side at the foot pedal location (also much-needed).  Over all the foot box grew by 1-1/2″ on each side at this point but stayed much the same for the balance of the cockpit and engine bay.

The introduction of the “suicide type” doors offered many advantages but will also add a few construction changes which we will discuss in later chapters.

Glen began at once to make “dummy” frame rails to fit onto the bridge.  These will create the new data base line for all changes and up-dates from this point on.  Parts and components will be added to the chassis as we move quickly thru the construction and we will show each addition as we discuss the changes to the over design.

Glen during the construction of the new right side chassis rail and the position post welded into place.

From the point of the “plumb bob” and aft, we have added extra side rail to support the Tail Cone and rear body section.

While this activity was going on we began to discuss a selection of a OEM (original equipment of the manufacturer) engine supplier.  We began talks with JIMS Engines, Ultima Midwest Engines, S&S Cycle Engines.  It is our intension to offer a selected engine (125 c.i.d. or more) as the performance package and a 88 c.i.d. type as the economy version.  We will also offer cars without engine so that customers can have engines already owned by them to be installed (“V” twin cam, EVO type only).  You may wonder why we did not include Harley Davidson.  They are on our short list but having dealt with Harley in the past we know they will be the most difficult to get on our side and get what we need because they always protect themselves and their Dealers from interlopers, good for them but tough for us.  We will need to wait and see how this goes and report to you our progress.

Much much more later.

Carl

Chapter #23, Same Mile Post

“Tail Cone” progress

4-8-12

We knew the Tail Cone would take time and the “Look” must be right to ensure that we were not going in the wrong direction.  We needed to go slow and look at it from many ways and angles to be sure it was right before going on.

We had lost almost 2-1/2 months with the move into a new operation site and were now getting back into the design and construction of the all important body panels.  As you will see in the following photos we had made progress with shape and style and are now down to the “short strokes” with this challenging part of the design.

All  the members of the “Finger Pointing Design Club” have had their say about what to do but in the end we gave the final decision to Steve, who has a good eye for style and line, on what to make the final shape, before the body molds were made.  Hours, hours and more hours were spent developing the final shape on the right side of the body.   Once this is done it will be transferred to the left side and the final few touches will be added.

There were a number of things to keep in mind during this final shaping.  Spacing of the tail lights, location of the licence plate, Logo placement, trunk hatch cover shape and construction, mounting of the total Tail Cone assembly to main body during car assembly and proper support of the Tail Cone weight when loaded with luggage.  A lot of little changes we incorporated into the decisions and then added them to the overall design.

The first thing to do was block the car “rigid” so that measurements could be made without changes.

We then built a “bridge” for the body work which will give accurate measurements and it helped us to create a true “Center Line”.  During this operation we noticed that the car was “twisted” a little and we had to correct this before going on.

After adding some “Bondo” filler we added a body line strip to be sure the line was straight and level front to rear.  Notice the additional filler used around the top edge of the passenger side arm rest.  This was added to give the proper look.

In this view you can see the strip running from front to rear in a natural line.  All of this effort was only for reference.

Because we needed to change the shape of the chassis side rail we made a thin plywood shape to see the difference.  The “bump” over the radius rods is just to hold the plywood together during the fitting.  We did all of this so that we could add 3/4″ width to the foot box area.  A little is a lot in the area.  So the side rail needed to move outboard a little.  We also added a little more height to the side rail for “beam” strength.

This new side rail also allowed us to create a support for the Tail Cone bottom edge (notice the plywood extension on the right end).

The new extension can be seen behind the exhaust pipe (it is now a little wider) and how it will blend into the completed wheel arch.  More work needs to be done in this area but we are on the right track.

A Quick look of the first attempted tail light placement.  The Tail Cone is narrow here and we need to place two tail lights and the licence plate recess in this small area without getting too cluttered.  Notice the “Rolling rail” of the Bridge on the floor, complete with built-in measurement tape.

More to come as we near completion of the Tail Cone.

Carl

The new address and phone numbers are

Cy-Car Inc.

4802 Table Rock Rd., #202

Central Point, OR 97502 USA

Ph. 541-665-3002

Fax 541-665-3001

Our new 5500 sq. ft. facility will be open and operating by March 1st.  We Invite you to stop by at anytime to view our progress and see the latest ideas we have incorporated into the TigerCat Prototype.  Always call in advance to be sure we are around to show you the latest.

Front view of the 5500 sq. ft. warehouse, show room and shops

View from the upstairs Design and business office, overlooking the Medford Airport and the ring road around the runways.  Great location for tea on the veranda in the afternoon.  Just sitting and rocking while watching the airliners land and take off.

View of the fiberglass work shop on moving day (notice we are still building walls) with the TigerCat still on the moving trailer and parked next to Martin’s 1922 Humber Saloon, which will soon be shipped to England to a new owner.  Fabrication shop was too messy to show but you will see the whole facility soon.

Carl

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