GRM Exclusive Reveal: Exocet Spec-A

$4500 is reasonable if you're buying parts from someone who has incurred development costs. You sure won't do an LS for less.

The NC is an unrelated car to the NA or NB. PPF is not compatible, an MZR swap would be no easier than any other make of engine.

I don't think "low 1300" is a reasonable wet weight. We'll see, but Locost guys tend to land there with lighter frames and no subframes.

Keith Tanner wrote: $4500 is reasonable if you're buying parts from someone who has incurred development costs. You sure won't do an LS for less. The NC is an unrelated car to the NA or NB. PPF is not compatible, an MZR swap would be no easier than any other make of engine. I don't think "low 1300" is a reasonable wet weight. We'll see, but Locost guys tend to land there with lighter frames and no subframes.

Assuming you went tubular where you could on subframes/arms, Is it safe to say that you'll be sub 1400lbs? If the exocet that ran at UTCC was 1515lbs on the scales wet w/ turbo, wings (no idea how much those weigh), and standard subframes, shouldn't you crack into the 1300lb range with a sport exo with a non boosted k20 and no wings? (Assuming the subframes being used are not heavier than the stock frames). Btw, I see that one of your customers has gone completely mental and is going with a cts-v LSA exocet build; I hope his life insurance policy is in order. You have a ballpark idea where the weight as well as the distribution will end up?

I'm just not quite sold on a mildly boosted miata powered exocet when I can potentially get equal power and equal if not lower weight from another NA motor. Granted you'll spend a whole lot more. However I am sold on the concept of the exocet as a whole. Need to sell some toys first...

In reply to HAZZARD:

http://www.motoiq.com/MagazineArticles/ID/1519/Project-MiataBusa--Part-1-What-The-Hell-Are-We-Thinking.aspx

$4500 was quote from guy developing k20a/k24a swap complete. I already have the v8roadster.com subframe so $3500 away for me.

I remember reading 1400 lbs for an NA 1.6 Exocet on their site. My best guess is you could lose 100 lbs if you really try. To be 50/50 you really need to lose about 30 to 40 lbs off the front. I will not reach 1300 lbs with steel floors, double diagonals & sport frame.

I'm guessing 25k in price total.

I prefer to do instead of speculate. I'm always skeptical on weight claims. Pulling 100 lbs out of an Exocet would not be a trivial thing to do, it's not as if they're loaded down with 50 lbs of sound insulation in the trunk for example.

Based on what I've seen (and built) of Locosts and what I've seen of the Exocet frame, I believe that 1300 lbs (which to me is 99 lbs lower than 1399 lbs, not equivalent) is very optimistic. By my calculations, the iron block of the Miata motor is only about 15-20 lbs heavier than aluminum - I forget the exact numbers. The tubular front subframe is 10 lbs lighter according to the manufacturer, I've not measured. I don't know of any tubular control arms that are both lighter than stock and equally as strong.

As for the LSA-powered XXXocet, it will weigh what it weighs. I won't get into estimated weight or balance because, well, that takes time away from actually building it!

I'm confident the subframe really is 10 lbs.  Control arms claim yo be 4 or 5 lbs a corner, FlyinMiata lityle big brakes, light wheels, driveshaft, etc.. etc.. It could get close & it could get expensive.  

My goal is this season to make the best of my healthy 1.6 Miata I already have & do a comfortable modest chassis upgrade for autocross & some street use (maybe a hill climb and a track day).  Stage 2 next winter get more aggressive with the chassis & decide if the Honda motor is needed (who doesn't need more power, less weight, & higher RPMs)?

In reply to Keith Tanner:

How is that crazy Exocet coming along anyway? XXXocet? I like that name.

Keith Tanner wrote: $4500 is reasonable if you're buying parts from someone who has incurred development costs. You sure won't do an LS for less. The NC is an unrelated car to the NA or NB. PPF is not compatible, an MZR swap would be no easier than any other make of engine. I don't think "low 1300" is a reasonable wet weight. We'll see, but Locost guys tend to land there with lighter frames and no subframes.

Thanks. It is a shame as they are at least cheaper engines than K series and if the Zetec is similar to the Miata 1.8 in weight the Duratec would be a nice reduction. Focus Zetecs with CI block,AL head and plastic intake manifold were 40 lbs heavier than 2.0 liter Duratecs with all AL block and head plus plastic intake manifold.

While I too prefer the light weight, simplicity and reduced heat issues with a nice 200-250HP NA 4cyl I think I will have to reconsider a turbo/Supercharged Miata motor set up. Well at least it keeps the costs down and you gain so much torque.

I think the weight numbers quoted for V8R control arms are for the earlier versions, which were not failure-free. They've been beefed up, but that comes at a cost of more weight. I'd confirm before using them if weight savings in your primary goal.

The XXXocet frame is under construction. We've got the engine, though.

I was working on my dad s2000 this weekend and started having bad thoughts about what that engine and trans (best shifter ever, sorry miata) would be like in an Exocet.

mrvwcastner wrote: Is anyone else local to Portland building an Exocet?

I'm semi-local: Tacoma. I actually bought my donor in Portland.

@warren - how is the body work coming along? The Exocet is being wired up this week (including head lights, tail lamps and and should be running and tuned by this weekend (along with corner balance and alignment). Safety gear going in as well. Test drive in the next 2 weeks!

The hood has been the test piece for the method. It's a matter of iteration, and we're at the last steps of filling and rounding the gaps. The surfaces are all continuous, smooth, and beautiful, which is usually what takes 90% of the time when building bucks. Now it's just a matter of perfecting the details.

That's a picture Kevin took on Friday. The joints are all filled and it's primed now.

As I write this, the last application of Evercoat Lightweight filler is curing. We'll do a quick sand, then prime it again, fill any last imperfections with Dolphin Glaze, and then it's time for pictures and the female mold. The other bucks are just a few steps behind. Trunk is next.

im gonna whore

Warren. Can you please let me know when the body parts are ready. i need to buy a hood and front bumper to put away. i have a container coming over later this year to put it in.

hey Grant. You should put in your order with Kevin asap and get on the list. We project being able to do 4 sets a week once we get rolling, but we have dozens of sets to get through before we can squeeze in à la carte pieces.

i can wait. no rush :) take care of the guys that need it first.

Any Exocets going to be at the Mitty?

Yes.

Picking up your kit with a donor: bonus points. That said, we definitely don't recommend comically tiny motorcycle trailers.

That's awesome. Many bonus points.

Hard to make it out, but are those west Virginia tags? If so, they got a good ways to go. Props for pulling that tow off...doubt they are hauling anymore than 1,000lbs.

West Virginia, actually.

Brought my SLR to work, so pictures today. Hood buck is at the final iteration of fill/level before the final coat of primer. The light splatter is Dolphin Glaze, the lightest body filler used in the process. It's curing overnight and most of the area will be lightly sanded off. After that, I'll radius all the edges, shape the last parts of the flange, then spray the final coat of primer. From there, wet sand, polish, wax, and female layup.

For a timeline reference, here was the hood on Thursday:

Trunk from earlier this morning (I forgot to take a pic before I left):

In-progress shot of the fender leaves drying after a good steaming:

As a bonus, here's Kevin being a doof:

Gosh those are looking good. They are coming along very nicely! Can't wait to see the final product.

Soo, we had significant trouble assembling one of the skeletons (the nose). Basically, it was designed for plain carbon steel with tight tolerances, but along the way we got upgraded to galvanized steel when it was laser cut. The 0.03" difference in thickness was just enough to prevent it from lining up perfectly.

We made the call to our laser cutters yesterday afternoon asking for a re-cut, and the president of the laser cutting division just personally delivered our parts. This nose skeleton was cut with their best-quality fiber laser (like our frame components) in bare carbon steel. It went together in about 20 minutes. Tyler is welding it up now. If you ever need trailer parts, please buy them from Tie Down Engineering. Holy cow.

I love when real-life parts look like a render.

I like that nose just as it is (in grid). Forget the skin and cast the grid in plastic...

Any chance that Exocet kit in the background is headed to Wisconsin? ;-)

Jim