Re: My Vintage Schumacher Daytona Project...
Posted: Tue Dec 26, 2023 4:16 pm
Another small update....
I've been working on the gear mesh ever since I mounted the Irvine engine. When I sent it to RJ for him to play with, I sent up Nitro 10 versions, which come with smaller clutch pinions (25T in this case). The Nitro 10 range have pretty much set ratios (pinion and spur pairs), so I needed to provision accordinglty. However, 25T in the Daytona would only equate to a top speed of 22mph (35kmh), which would mean too much acceleration, and plenty donuts (with my terrible driving skills).
The Daytona does, however, have it's own optional pinions available - 47T and 53T. These should be able to give some much nicer top speed, and I'm sure I can sacrifice a little acceleration for such a good cause! They are fairly rare parts, but luckily for me, I have new spares of each, and so picked out a fresh 53T bag from the collection.
Then the problems started......
- I couldn't undo the clutch pinion nut to save myself! It was so tight, and would just turn the motor. This caused a delay for a few weeks, as I tried to work out how best to get the barstool nyloc nut to disengage! Thankfully, advice from a few good mates put me on the right track (eventually), and I was able to lock the engine up enough to disengage the nut, and remove the smaller pinion. After that, the 53T one went on like a breeze.... well....
- Unfortunately, once I tightened down the 53T, it was found to be fouling on the engine mount, so that had to be loosened aff, adjusted, and then the whole shebang was tightened up again. Result! The pinion now spins (relatively) freely.... will fully free up after some running.
- So next step was to mount the spur to match (89T, according to the gear chart). This is where the next issue presented itself.... the combined spur / pinion total for the standard gear ratios is 120 (i.e. 95T spur, 25T pinion). Given this figure, the 53T pinion would require a 67T spur, in order to fit in the allowable space! The gear chart says use an 89T spur though, which gives a combined count of 142T..... NEVER going to fit in the space! This is where I realised why the Daytona chassis has an extra set of engine mounting holes... so the engine was unmounted AGAIN, and put in the now correct holes. Would be good if there was some sort of instruction to mention this
The build came together further from this point, with the installation of the reactor plate and engine tie rod next on the agenda.... and here, the next issue showed itself. The engine tie rod is a brace that mounts from the rear shock tower to the top of the engine mount, and consists of a threaded rod with a rod end at one end, and a pair of nuts at the shock tower end. The one I have..... would suit the engine mounted in the stock position.... to use the larger pinions, I need one about 10mm longer! Dammit..... back to the shed tomorrow, to start looking through parts for a suitable shaft / threaded rod / turnbuckle.
Maybe tomorrow I'll look at mounting the exhaust, and running the fuel pipes as well.... and then I can start on the radio gear. Coming together..... I foresee wheels and tyres before the end of the year!
I've been working on the gear mesh ever since I mounted the Irvine engine. When I sent it to RJ for him to play with, I sent up Nitro 10 versions, which come with smaller clutch pinions (25T in this case). The Nitro 10 range have pretty much set ratios (pinion and spur pairs), so I needed to provision accordinglty. However, 25T in the Daytona would only equate to a top speed of 22mph (35kmh), which would mean too much acceleration, and plenty donuts (with my terrible driving skills).
The Daytona does, however, have it's own optional pinions available - 47T and 53T. These should be able to give some much nicer top speed, and I'm sure I can sacrifice a little acceleration for such a good cause! They are fairly rare parts, but luckily for me, I have new spares of each, and so picked out a fresh 53T bag from the collection.
- I couldn't undo the clutch pinion nut to save myself! It was so tight, and would just turn the motor. This caused a delay for a few weeks, as I tried to work out how best to get the barstool nyloc nut to disengage! Thankfully, advice from a few good mates put me on the right track (eventually), and I was able to lock the engine up enough to disengage the nut, and remove the smaller pinion. After that, the 53T one went on like a breeze.... well....
- Unfortunately, once I tightened down the 53T, it was found to be fouling on the engine mount, so that had to be loosened aff, adjusted, and then the whole shebang was tightened up again. Result! The pinion now spins (relatively) freely.... will fully free up after some running.
- So next step was to mount the spur to match (89T, according to the gear chart). This is where the next issue presented itself.... the combined spur / pinion total for the standard gear ratios is 120 (i.e. 95T spur, 25T pinion). Given this figure, the 53T pinion would require a 67T spur, in order to fit in the allowable space! The gear chart says use an 89T spur though, which gives a combined count of 142T..... NEVER going to fit in the space! This is where I realised why the Daytona chassis has an extra set of engine mounting holes... so the engine was unmounted AGAIN, and put in the now correct holes. Would be good if there was some sort of instruction to mention this
Maybe tomorrow I'll look at mounting the exhaust, and running the fuel pipes as well.... and then I can start on the radio gear. Coming together..... I foresee wheels and tyres before the end of the year!
Were the internals upgraded for the Daytona? Released in 93, so Cougar 2 Works internals, perhaps?
