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Video: Jamal Hameedi Interview
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<blockquote data-quote="Tob" data-source="post: 14566119" data-attributes="member: 83412"><p>From <a href="http://www.ijmer.com/papers/Vol2_Issue5/BU2534223428.pdf" target="_blank">here.</a></p><p></p><p></p><p></p><p></p><p></p><p></p><p></p><p>From <a href="http://www.scielo.org.mx/pdf/jart/v10n6/v10n6a2.pdf" target="_blank">here.</a></p><p></p><p></p><p></p><p></p><p></p><p>From <a href="http://www.performancecomposites.com/about-composites-technical-info/124-designing-with-carbon-fiber.html" target="_blank">here.</a></p><p></p><p></p><p>[video=youtube;hjErH4_1fks]https://www.youtube.com/watch?v=hjErH4_1fks[/video]</p><p></p><p></p><p></p><p>In the video below, fast forward to 11:02...</p><p>[video=youtube_share;kaoq8Mc4xxw]http://youtu.be/kaoq8Mc4xxw?t=11m2s[/video]</p><p></p><p></p><p><img src="http://f80.bimmerpost.com/forums/attachment.php?attachmentid=917388&d=1379997207" alt="" class="fr-fic fr-dii fr-draggable " style="" /></p><p></p><p></p><p>Just an example of what BMW is using CF for,<a href="http://www.caranddriver.com/features/dissected-2015-bmw-m4-feature-every-bragging-point-counts-page-3" target="_blank"> here.</a></p><p></p><p></p><p></p><p>I'll stop. So Ford couldn't get a CF shaft that was "stiff enough?" <em>Come on.</em> I would have been less disappointed with a response like "when we weighed the overall benefit of using a CF shaft in this specific application we found that a two-piece steel shaft was able to meet our performance goals and come in at a much lower cost which is in keeping with our philosophy about producing a vehicle that provided the best bang for the buck."</p><p></p><p></p><p>Thinking through the '15 transmission/driveshaft philosophy (which may or may not have influence on the GT350 in this case), I wondered about the use of a "Guibo" joint and what role it played in conjunction with a CF shaft. I wrote Kelly at BMR this morning looking for a photo of his joint as I knew had added an aluminum driveshaft to his 2015. Of note, and as Kelly put it "that guibo is only on the Performance Pack Manual trans car.....the auto GT does not have that joint." Here's a photo of the joint which Ford is using between the front of the driveshaft and the fixed flange at the rear of the transmission. Many aftermarket shaft manufacturers are eliminating this joint when adding their shafts. It is assumed there would be an NVH increase.</p><p></p><p></p><p>[ATTACH=full]615441[/ATTACH]</p><p></p><p></p><p>Any, I'm thinking that the use of a CF shaft in this application would indeed negate the use of a guibo joint as the material properties in the CF shaft have an inherent damping capacity as well. A CF shaft with a guibo may have been counterproductive. So what could be the issue? The rear subframe is isolated (and hence the axle gear case) from the body via bushings (which are presumably stiffer on the GT350). The transmission has been reworked for this application. But the engine needed a lot of attention due to the FPC design. I'm just not seeing a "stiffness" issue that couldn't have been overcome (putting cost aside for the moment which may not be entirely fair). Was Jamal hinting at some sort of "delay" at high rpm when shifting due to the CF's ability to twist and recover? Was the "feel" of it just not right?</p><p></p><p>I hope he can elaborate.</p><p></p><p></p><p>ON EDIT:</p><p></p><p>I see that BMW's CF shaft maintains use of a guibo.</p><p></p><p></p><p><img src="http://f80.bimmerpost.com/goodiesforyou/m/m4/f82/workshop/components/BMW_M3_M4_Technology_Days_dj1087.jpg" alt="" class="fr-fic fr-dii fr-draggable " style="" /></p></blockquote><p></p>
[QUOTE="Tob, post: 14566119, member: 83412"] From [URL="http://www.ijmer.com/papers/Vol2_Issue5/BU2534223428.pdf"]here.[/URL] From [URL="http://www.scielo.org.mx/pdf/jart/v10n6/v10n6a2.pdf"]here.[/URL] From [URL="http://www.performancecomposites.com/about-composites-technical-info/124-designing-with-carbon-fiber.html"]here.[/URL] [video=youtube;hjErH4_1fks]https://www.youtube.com/watch?v=hjErH4_1fks[/video] In the video below, fast forward to 11:02... [video=youtube_share;kaoq8Mc4xxw]http://youtu.be/kaoq8Mc4xxw?t=11m2s[/video] [img]http://f80.bimmerpost.com/forums/attachment.php?attachmentid=917388&d=1379997207[/img] Just an example of what BMW is using CF for,[URL="http://www.caranddriver.com/features/dissected-2015-bmw-m4-feature-every-bragging-point-counts-page-3"] here.[/URL] I'll stop. So Ford couldn't get a CF shaft that was "stiff enough?" [I]Come on.[/I] I would have been less disappointed with a response like "when we weighed the overall benefit of using a CF shaft in this specific application we found that a two-piece steel shaft was able to meet our performance goals and come in at a much lower cost which is in keeping with our philosophy about producing a vehicle that provided the best bang for the buck." Thinking through the '15 transmission/driveshaft philosophy (which may or may not have influence on the GT350 in this case), I wondered about the use of a "Guibo" joint and what role it played in conjunction with a CF shaft. I wrote Kelly at BMR this morning looking for a photo of his joint as I knew had added an aluminum driveshaft to his 2015. Of note, and as Kelly put it "that guibo is only on the Performance Pack Manual trans car.....the auto GT does not have that joint." Here's a photo of the joint which Ford is using between the front of the driveshaft and the fixed flange at the rear of the transmission. Many aftermarket shaft manufacturers are eliminating this joint when adding their shafts. It is assumed there would be an NVH increase. [ATTACH=full]615441[/ATTACH] Any, I'm thinking that the use of a CF shaft in this application would indeed negate the use of a guibo joint as the material properties in the CF shaft have an inherent damping capacity as well. A CF shaft with a guibo may have been counterproductive. So what could be the issue? The rear subframe is isolated (and hence the axle gear case) from the body via bushings (which are presumably stiffer on the GT350). The transmission has been reworked for this application. But the engine needed a lot of attention due to the FPC design. I'm just not seeing a "stiffness" issue that couldn't have been overcome (putting cost aside for the moment which may not be entirely fair). Was Jamal hinting at some sort of "delay" at high rpm when shifting due to the CF's ability to twist and recover? Was the "feel" of it just not right? I hope he can elaborate. ON EDIT: I see that BMW's CF shaft maintains use of a guibo. [img]http://f80.bimmerpost.com/goodiesforyou/m/m4/f82/workshop/components/BMW_M3_M4_Technology_Days_dj1087.jpg[/img] [/QUOTE]
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