The Lightweight Cars Competitors And Their Structures Engineering Essay

The Light toilett ever soyplace Cars Competitors And Their Structures Engineering EssayThe constituent effigy strain was prevailed to determine the pass judgment of its global deformational cruelty. This value was calculated to be 1330Nm/deg. This value was to be improved upon by the pastime methodThe creation of a Finite Element ignorantline trial impression model using MSC Patran/Nastran softw be comp atomic number 18d favourably with the physical test results with a complicatednessal stiffness value of 1352Nm/deg for a mass of 47 Kg and an faculty of 88g/Nm/deg.The discussed modifications had been suggested to Atom upon sign appraisal of the bod were incorporated into this baseline model and resulted in growings in twain torsional stiffness and readiness.Further, the programme improvement learn performed resulted in a maximum torsional stiffness of 6448Nm/deg, an append of 377% over the baseline model. A maximum incr salvage in efficiency of 286% to 23g/Nm/d eg for a mass of 148.3Kg accompanied this increase in torsional stiffness. pastime optimisation of the model to gain minimum mass for a stiffness of 6000Nm/deg a torsional stiffness of 6030Nm/deg was realised for a mass of 127Kg, giving an increase in efficiency of 322% over the baseline model to 20.99g/Nm/deg.ACKNOLEDGMENTSFirst, I would handle to thank my parents for their support and encouragement through step up my university railway gondola elevator rail scotch autoeer.I would same(p) to sincerely thank my supervisor Mr. Mike Dickison for his continual support and enthusiasm for this thesis. Thanks to Brunthinthorpe Car Ltd for providing a real interesting normal realize and great support throughout.Finally, a special thanks to all my friends at Coventry who have made this such a great year.presentation1.1 Bruntingthorpe Sports Cars LtdBruntingthorpe Sports Cars Ltd has been involved in the Light studyt cable elevator automobile industry for a telephone itemize of years. They have produced flirt for many other companies.1.2 Aims of ProjectThe purpose of the invent projectTo perform a torsion test on the proto role mannikin to determine its torsional stiffnessTo create a finite cistron model of the tropeTo incorporate a design improvement study and note the issuings on the global torsional stiffness of the var.To approach an optimisation for maximum efficiency.The fol imprinting limitations are assignn for this projectThe consistence shape is fixed and then the general external shape of the material body must not be alteredOverview of Chassis TypesDefinition of a ChassisThe signifier is the swanwork to which everything is habituated in a fomite. In a ultra new(a) vehicle, it is expected to fulfil the fol littleing functions proffer ascent points for the breaks, the steering mechanism, the locomotive engine and gear stripe, the final drive, the fuel tank and the seating for the occupantsProvide rigidity for accurate hand lingProtect the occupants against external imp effect.While fulfilling these functions, the chassis should be light enough to reduce inertia and offer ok effect. It should as well be tough enough to resist fatigue dozens that are produced collectible to the interaction surrounded by the driver, the engine and male monarch transmittal and the road.Ladder frameThe level of the ladder frame chassis dates screening to the times of the horse drawn rail simple machineriage. It was usaged for the building of body on chassis vehicles, which meant a separately constructed body was mounted on a rolling chassis. The chassis consisted of 2 parallel beams mounted down each side of the car where the front and foundation axles were leaf sprung beam axles. The beams were in general channel sections with sidelong soft touch members, hence the name. The main factor influencing the design was resistance to bend dexter unless there was no consideration of torsional stiffness.A ladde r frame acts as a grillage bodily structure with the beams resisting the fleece forces and deflection commitments. To increase the torsional stiffness of the ladder chassis cruciform bracing was added in the 1930s. The torque in the chassis is reacted by placing the cruciform members in plication, although the connections between the beams and the cruciform must be rigid. Ladder frames were use in car construction until the 1950s yet in racing whole until the mid(prenominal) 1930s . A typical ladder frame is shown be natural depression.ladderFig. 1 Ref. 2Twin value-added taxeThe ladder frame chassis became obsolete in the mid 1930s with the advent of all-round independent prison-breaking, pioneered by Mercedes Benz and elevator car Union. The suspension was unable to operate effectively due to the lack of torsional stiffness. The ladder frame was modified to overcome these failings by making the side data track wooden- maneuvereder and boxing them. A closed section has ap proximately one cat valium times the torsional stiffness of an commit section. Mercedes initially chose rectangular section, later work shift to oval section, which has utmost torsional stiffness and high bending stiffness due to increased section depth, while Auto Union used movenular section. The original Mercedes design was further improved by mounting the cross members through the side rails and welding on some(prenominal) sides. The efficiency of twin tobacco pipe chassis is usually low-spirited due to the weight of the large tubes. They were still in use into the 1950s, the 1958 Lister-Jaguar being an example of this type .Fig. 2 Ref. 2Four tubeAs designers sought to improve the bending stiffness of a chassis, the twin tube chassis evolved into the four tube chassis. The original twin tube design was modified by adding two some(prenominal)(prenominal) longitudinal tubes that ran from the front of the car, around the cockpit opening and on to the rear of the car. Th e run and bottom side rails are connected by vertical or diagonal members, essentially creating a very deep side rail and thus improving the bending characteristics. The two sides are joined by a series of bulkheads, normally located at the front, foot slowlys, dash region, seatback, and rear of the chassis.A signifi groundworkt increase in bending stiffness was realised however there is miniscule increase in the torsional stiffness due to the lack of triangulation causing lozenge of the bays. jackpotus21formula1_1961Fig. 3 genus white lily 21 Ref. 4BackboneThe backbone chassis has a long hi fabrication in automobile design with its origins credited to Hans Ledwinka, an engineer with Czech car maker Tatra. Ferdinand Porsche worked with Ledwinka in the 1920s and arguably learned untold of his craft from him. When a chassis derives its torsional stiffness from one large central tube ladder the length of the car, the resistance to twist depends almost entirely on the cross-sec tion(a) area of that tube. Clearly, that cross section fecal matter be much bigger than the typical drive shaft tunnel. Depending on the vehicle configuration it is likely to arrange for an approximately rectangular tube of substantial dimensions. This arrangement fits in well with conventional side-by-side seating, with the large central spine forming a gist console. Such an arrangement was utilised by Colin Chapman on the sacred lotus sprint .backbone_elan_1962Fig. 4 1962 Lotus Elan backbone chassis Ref.4SpaceframeAlthough the spaceframe demonstrated a logical development of the four-tube chassis, the space frame differs in several linchpin areas and offers enormous advantages over its predecessors. A spaceframe is one in which many smashing tubes are arranged so that the loads experienced all act in either tension or compression. This is a major advantage, since none of the tubes are subject to a bending load. Since space frames are inherently stiff in torsion, very little material is needed so they dope be lightweight.The growing realisation of the need for increased chassis torsional stiffness in the years hobby World War II led to the space frame, or a variation of it, becoming world(a) among European road fly the coop cars following its appearance on both the Lotus Mk IV and the Mercedes 300 SL in 1952. While these cars were not rigorously the first to use space frames, they were widely successful, and the attention they received popularised the idea.lotusmarkVI_1952Fig. 5 1952 Lotus Mk.IV spaceframeStressed clamberThe next logical step for chassis development was the stressed clamber design. This is more difficult to construct than a spaceframe with the accurate folding, forming, drilling and riveting of sheet steel or modern complex materials. The less(prenominal)ons learnt in the channelisecraft industry do not usually check directly in automotive practice. The loads on aircraft are widely distributed the lift that holds a plane up, for example, is spread over the entire area of its wings. On a head for the hills/sports car, the loads are much more concentrated, being focused on the suspension mounting points.Even when a method is developed to bring forces and spread them over a load bearing skin, it becomes extremely inconvenient to make any modifications and may unconstipated require a major redesign. Analysis of the stresses in stressed skin construction is more difficult.The continuous protrude considerably complicates access for amends or replacement of the cars mechanical elements. This may overly explain wherefore stressed skin construction was virtually unheard of in race cars before the modern mid-engine configuration. The majority of mid-engine race cars end their stressed skin construction at the back of the cockpit, with either a space frame or the engine itself forming the lodgeder of the structure. For all these drawbacks, stressed skin construction can potentially outperform any other f orm of race car construction in terms of torsional stiffness.Load CasesA chassis is subjected to three load human faces bending, torsion and dynamic loads.The bending (vertical symmetric) load drive occurs when both wheels on one axle of the vehicle encounter a symmetrical bump simultaneously. The suspension on this axle is dis put, and the compression of the springs causes an upward force on the suspension mounting points. This applies a bending moment to the chassis active a lateral axis.bendingFig. 6 Bending Load case Ref. 2The torsion (vertical asymmetric) load case occurs when one wheel on an axle strikes a bump. This loads the chassis in torsion as well as bending. It has been found both in theory and in practice that torsion is a more severe load case than bending.torsion2Fig. 7 complicatedness Load case Ref. 2The dynamic load case comprises longitudinal and lateral loads during acceleration, braking and cornering. These loads are usually ignored when analysing structura l performance.A torsionally stiff chassis offers a number of advantagesAccording to vehicle dynamics principles for predictable and safe handling the geometry of the suspension and steering must remain as designed. For instance the camber, castor and toe angles could change with torsional twist or the steering geometry could change causing bump steer. formerly again fit in to vehicle dynamics principles a suspension should be stiff and well damped to obtain good handling. To this end the front suspension, chassis and the rear suspension can be seen as three springs in series as shown in Fig. 8. If the chassis is not sufficiently stiff in torsion then any advantages gained by stiff suspension will be lost. Furthermore, a chassis without adequate stiffness can make the suspension and handling unpredictable, as it acts as an undamped spring.Rear gapFront SuspensionChassisFig. 8 Chassis and suspension as springsMovement of the chassis can also cause squeaks and rattles, which are unac ceptable in modern vehicles.Simple Structural SurfacesThe wide-eyed structural climb ups method SSS originated from the work of Pawlowski and is described in the notes by Brown and the book by Brown, Robertson and Serpento. These references should be consulted for a thorough understanding of this approach.The SSS method provides a simple way of determining load paths through a structure. Each surface is assumed only to have in-plane stiffness and no out-of-plane stiffness. Each surface is acted on by forces, e.g. the engine mounts. For equilibrium, adjacent surfaces must provide reactions. This demonstrate is continued throughout the structure and determines the load on each SSS. It can then be realised if an SSS has insufficient supports or reactions and therefore determines the continuity of load paths and the structures overall integrity.ssssssFig. 9 Ref. 2 Fig. 10 Ref. 2As can be seen in the SSS example in Fig. 9 the box structure is loaded in torsion by the moment Ms, which causes the shear forces Q1 and Q3. All the surfaces are in complementary shear, and the structure is stiff in torsion. If one shear surface is removed, none of the complementary shear forces can exist.The torsion load is then transferred to the floor of the box via the edge forces Q, so the floor panel is loaded out of plane rather than in complementary shearThe Lightweight cars competitors and their structuresAtom Car Atom car is a brilliant example of the lightweight sports car philosophy. You strip out all the heavy crap that sits in the big fat sports cars, trust in a weeny, light but occasionful engine, and you have something you can have tremendous fun in. The Atom, like its fellow lightweights the Caterhams and the Elises, delivers high thrills for low costs. This is a brilliant weekend car, a trackday car, that you can go very fast in very easily. And I like doing that (on the track obviously) which is why this takes my third and final garage space.Ariel Atom five hundre d V8 reinforced to lionize 10th birthdayTo mark the occasion, Ariel employees assembled an example of their upcoming Ariel Atom ergocalciferol V8 high performance car in a personal take of five hours, fifteen minutes. The Ariel Atom 500 V8 is a highly-anticipated ultra light-weight sports car that has been in the making for around two years. The car, although its not your conventional car perse, is more of a superbike with four wheels. Ariel has confirmed the car will use a 500 horse index thats 373kW V8 in the car that will weigh around 500kg. With a superbike like power-to-weight, the Ariel Atom 500 V8 is sure to be the scariest car ever to hit the market. The engine will be a 32-valve Hartley 3.0 -litre V8 which was derived from merging two Suzuki Hayabusa 1300cc superbike four-cylinder engines together. The engine is said to spin to 16,500rpm, like a superbike. And with a gearbox that allows flat-shifting, like a superbike, Ariel says the car will easily achieve 0-160km/h in under six seconds and go on to a top speed of 270km/h like a superbike. In a recent Autocar report, Atom designer Simon Saunders summed up the Atom 500 V8 build in a few words, The GT-R is the daily driven car that performs excellent everywhere. The Zonda F is the supercar for the long exploration trips through Europe. The Atom is the little insane car for scaring the crap out of yourselfLOTUS EVORNhttp//www.blogcdn.com/green.autoblog.com/media/2008/09/evora-chassis.jpgLotus is progressively building on its 60 year history of creating more with less with all its recent drives on electric and hybrid drive cars. to a fault the power train work, Lotus has business deal of experience with lightweight structures. The in style(p) evolution of that is the architecture of the new Evora sports car that debuted at the London tug Show this summer. Lotus has now won an award for the aluminium chassis of the Evora at the Aluminium 2008 trade fair at Messe Essen in Germany. The Lotus archi tecture is comprised mainly of aluminium extrusions combined with some casting. The components are in initiate riveted together but are primarily joined by adhesive stick to. Lotus developed much of the technology while creating the Elise and has created structures with greater strength and lower weight. With the combination of aluminium structures and the expertness that Lotus also has in advanced involveds, car makers can tap into a lot of technology to help reduce weight and improve fuel efficiency.Lotus provides an automotive structure with a unique approach. They combined adhesive bonding techniques with mechanical joining, resulting in innovative and creative solutions. Lotus used their expertise in lightweight materials to complete this structure, achieving a low weight and a high structural stiffness and therefore ensuring a major daze on environmental and sustainable performance. The Lotus Evora demonstrates an accumulation of our core competencies in atomic number 13 and composite body engineering, jointing techniques and vehicle systems integration. Lotus pioneered the technology of bonded aluminum extrusions for use in road vehicles and has success generousy developed high performance cars for other car companies around the world. One great advantage of our low volume vehicle architecture technology is that it can be used by one car manufacturer looking to develop a range of niche products, or by a group of car manufacturers looking to share investment, but still retain a high degree of end product separation. The Evoras chassis is an evolution of the Lotus vehicle architecture from the Lotus aluminum crossover concept vehicle previously showcased at the Geneva Motor show, and allows for the development of a range of vehicles up to a gross vehicle weight of 1,900 kg. This architecture has been designed to be more applicable to mid-volume applications by utilizing low capital investment manufacturing processes. The Evora structure progresses t he Lotus bonded and riveted technology used in the Elise family of vehicles with unique extrusions and folded panels, whilst providing contemporary ease of ingress/egress, build modularity and improved, lower cost repairs. The Lotus Evora employs a composite roof as a stressed structural member to give an exceptional vehicle stiffness of 26,000 Nm per degree, thanks in part to the seatbelt anchorage frames secondary function as a roll over structure, and partly because the high-tech composite body panels are stressed items. However, disdain this high stiffness, the complete chassis and modules weigh just 200 kg (prototype weight), helping to keep the weight of the whole car to just 1350 kg (prototype weight). To deliver this high performance structure, bonded and riveted high grade aluminum extrusions and simple, handsome folded sheet elements are used in the lower structure, which complements the stressed composite roof upper structure. Attached to the high strength central tub a re sacrificial energy absorbing sub frames of extruded aluminum at the front and lightweight welded steel at the rear. These sub frame modules also offer advantages in terms of convenience and low cost of repair, and during manufacturing can be brought to the production line fully assembled, ready to be attached to the fully assembled tub.LUSO LM23Luso Motors is a Portuguese car design and development crime syndicate which has brought us a lightweight sports car LM 23. This design invigorate from the Lotus 23b. The Luso Motors 23 is powered by a 150-horsepower 1.0-litre Honda CBR1000 engine, is mated to a six-speed sequential transmission. According to LusoMotors founder Ernesto Freitas says customers can choose a number of different engines, including a Subaru turbo boxer. This sport car features a steel tube frame chassis, double skin aluminium alloy sheets, riveted and glued with upcountry foam reinforcements, the outer skin is made out of fibreglass and ascorbic acid fibre c omponents. It weighs just 881 pounds, a lightweight sports car, and 150 hp The car will start at 15,000(about $23,600).Deronda G cd(http//www.sportscarzone.com/deronda-g400-a-race-bred-exotic-sports-car/)Close your eyes and build the ultimate two-seat sports car. Start with a lightweight, tube-frame chassis and then add race-bred suspension and large brakes. Wrap the vehicle in an aero-inspired carbon fiber body shell, but keep the generous cockpit open for wind-in-your-hair enjoyment. Lastly, wedge a huge, torque-laden, tire-shredding engine into the centre of the chassis, and tune the exhaust note so it scares the gophers out of your neighbors front lawn. Now, open your eyes and take a look at the Deronda G400.We recently had an good afternoon with this exceptional hand-built brute in the mountains above Malibu. With a mid-mounted V8 sourced from a Chevrolet Corvette and the book weight of a Smart fortwo, the Deronda seems powerful enough to move the economy. Whats the story be hind the car? Who makes it, and how? Most importantly, can the Deronda be tamed? guide our full adventure after the jump.The Deronda was originally developed in the get together Kingdom by Andy Round, a successful aeronautical engineer. Round cherished to purchase a lightweight high-performance road car, but was forestall and dissatisfied with what he found after looking at offerings from Caterham, Ultima and Westfield. In a bold move, Round decided to build his own sports car using the most advanced components and materials he could get his hands on. crusade dynamics and safety were key priorities, while styling was to be influenced by enactment 1 and Le Mans Series race cars. The first prototype, manufactured by Fabrication Techniques, was called the Deronda F400. Powered by a turbocharged Audi 1.8-liter four-cylinder rated at 210 hp, Rounds new open-cockpit sports car made its debut at the 2004 Auto sport International hie Car Show in the UK.At this point, Auto sport Devel opment, a North American manufacturer and importer of unique pathway and race cars, was sufficiently impressed with the engineering and design of the Deronda that it wanted to build it. Discussions ensued, and the company accredited the counterbalances to build and sell the car on this continent. Before production started, the team up of engineers at Auto sport made a few changes in order to appeal to American drivers. The small 1.8-liter Audi engine was dropped, and a Corvette-sourced 6.0-liter V-8 took its place. To take the much larger power whole kit and caboodle, the team stretched the wheelbase by five inches (increasing overall length by eight inches). The brakes were upgraded, and the suspension was modified to accept the new running gear. The finished product was called the Deronda G400. Available directly from Sirius Motorsports, it is sell turn-key and according to the company, it is 50-state street legal (when licensed as a component car).Each Deronda begins as a pile of two-inch diameter (.095 wall) 4130 chromium second tubes. Stronger and more durable than standard 1020 steel, chrome moly is steel that has been alloyed with small amounts of chromium and molybdenum to increase its strength. The tubing is precisely cut and placed on a large jig where it is TIG-welded by hand. Safety is principal, so the frame is engineered with double side-impact protection tubing, and double rollover hoops (four in total). scatter structures are built into the front and rear for additional occupant protection. Once complete, the intricate frame weighs 650 pounds bare.A custom suspension, comprised of unequal-length control arms with level mounted shocks, is bolted to the rigid platform. Massive cross-drilled Baer rotors are installed with dual-piston caliper Corvette C5 brakes up front (CNC-milled with the Deronda logo) and single-piston C5 calipers on the rear. Aluminum alloy front wheels measure 18-9-inches (wearing 235/30R18 rubber), while the rears m easure 18-10-inches (with 285/35R18 tires).Placed mid-engine in the chassis is a new 6.0-liter LS2 engine (as used in the Corvette C6), mated to a durable Porsche G50 five-speed transaxle, with power delivered to the rear wheels. With stock headers, and environmentally-friendly catalytic converters, the engine is rated at 400 hp and 400 lb-ft of torque. A 14-gallon foam-filled ATL fuel cell keeps the power plant fed, and increases safety (a tank-fed fire-suppression system is optional). The exhaust is fitted with a muffler, but it still lets plenty of the engines anger out the back end.The skin of each Deronda is comprised of a pastiche of fiberglass and carbon fiber body panels. The head rest, dashboard, rear wing, and fenders are all carbon fiber. Twin minimally-padded fiberglass seats with six-point harnesses are installed, and the windscreen is DOT-legal single-piece of laminated glass with a windshield wiper. The entire build process, from tubing to a finished vehicle, takes about eight weeks. The final curb weight is a mere 1,890 pounds.Simple, heretofore functional, is the best way to describe the cabin. The dashboard presents only the most critical information. While the vehicle obviously lacks doors and a roof, rut arrives from air spilled around the front-mounted radiator. Small vents, not unlike ports found on light private aircraft, are able to bleed fresh air into the foot wells. Modeled with dimensions similar to the Porsche 996, the cockpit is accommodating regular for someone who is 62 tall or taller. The seats and pedals are both adjustable for a custom fit to accommodate nearly everyone.After a equivocal process of flipping switches and pushing buttons, the brawny V8 spins to life and settles to a smooth idle. clove pink Corvette headers dump hot gasses into the cats before they are expelled out twin howitzer-looking mufflers. The give way that penetrates the air is a deep irate rumble that will consecrate chills up your spine.With the clutch fully depressed, we slip the milled aluminum gearshift into first gear and slowly release the clutch. Without drama, we pull away. Lacking power steering, the small, flat-bottomed Sparco steering wheel is very heavy at low speeds. The driveway to the main road is steep, but the needle nose of the Deronda offers surprisingly generous ground clearance. As the commerce breaks, we pull into traffic pointing the car down Californias famed Mulholland postulate towards the Santa Monica Mountains. Warned about the power under our right foot, we treat the gas pedal as if it were a made from pursy glass we dont need to spin this vehicle just outside the gate. With the road clear, we goose the hit man. It is immediately apparent that this could be the quickest car weve ever driven.The engine spools to the called-for throttle input as if the transmission is in neutral, yet the car is firmly in gear. A light touch on the gas pedal is met by the white needles on the primary gaug es rapidly sprinting clockwise around their dials. Behind you, the bellow of the LS2 seems to scorch the pavement like the DeLorean in Back to the Future. Gearing doesnt seem to have much effect on the acceleration, either. Whether the transmission is engaged in second or fifth part gear, 400 lb.-ft. of torque propels the lightweight G400 as if it were being launched from a 12-gauge shotgun.On public roads, with the wheels wrapped in street tires, the Deronda is seriously challenged for grip (the car is equipped with an adjustable electronic traction control that can be completely defeated). The wide Toyo Proxes T1R rubber on the rears immediately spins under full throttle initiating the electronic reigns, so we simply avoid the last 40% of the accelerators travel. Even driven at only 6/10ths, the car offers more power than nearly everything else on the road. The company doesnt have cited official 0-60 miles per hour times, but under the right conditions were sure its comfortabl y in the low three-second range. Deronda says the G400 runs out of gears at an ample 183 mph well above the top ends of most minimalist competitors.Redline is a tick under 6,000 rpm, but you simply dont need to go there. The car pulls all the time, regardless of the engine speed or gear. Lug it around town in after part at 1,200 rpm and it will deliver enough torque to repeal the random Subaru WRX that begs to race. For all of its power, the engine is surprisingly tractable and easy to control. Drive it gently, and you flow with the traffic without concern. Step on the gas and the Deronda growls before it rips your head off. Rarely do you find a car with a prickle that so just matches its bark.Blinding acceleration aside, the overall impression is that the Deronda drives much more like a race car than a street car. Without power assisted steering or brakes, the primary controls find out much heavier that those on any high performance road vehicle. Both hands, and both feet, are constantly interacting with the wheel, clutch, brake, and accelerator. Involving would be a supreme understatement.derondafd 02 opt Deronda G400 A race bred exotic sports carAfter time spent following the roads curving through the mountains, we became much more flourishing in the Deronda. Excellent front visibleness allows the driver to precisely place the wheels exactly where intended. While the steering was a chore at low speeds, the effort eased as our velocity increased. The lack of assist soon becomes an asset as the steering feels quick, accurate and very direct.Our insatiable appetite for the accelerator pedal kept us off the brakes, but eventually traffic forced us to call them to duty. As our speeds were relatively low (50-70 mph in the canyons), we couldnt get a lot of heat into the pad compound. The initial application of the pedal seemed futile as the drilled rotors continued to dislocate between the pads. Only when our foot really got on it hard did the Corvette- sourced stoppers feel strong. This car is fitted with generous rotors and track-ready pads, but it was clear we were underutilizing them. It also needed softer street pads (while there is a cockpit-adjustable brake-bias knob, we didnt touch it).Open to the world, the cabin was surprisingly comfortable at speed. The driver and passenger sit low in the chassis, and the large, canopy-like windscreen does an excellent job deflecting the slip stream around the cockpit. It was cool outside, but we could feel some warm air spilling into the foot wells. Rearward visibility was poor, even through the tunnel-vision exterior mirrors, and all you can see is the jet carbon fiber wing (visibility really didnt matter, as nobody passed us). However, even though the Deronda is smaller than most of the other traffic on the road, we neer had an overbearing feeling of being undersized. Quite the opposite, actually, as the incredible power delivery and nimble handling made us feel as confident in traf fic as a squirrel running from a small child.We never tired of darting through the canyons in the needle-nose Deronda. In fact, we entangle like a fighter pilot. Our forward view was through a large glass canopy, we were strapped down with thick shoulder harnesses, and the engines loud roar filled the void left by our wake. Like a jet, the G400 is agile, powerful, and built for speed.Without a doubt, a prepared Deronda would dominate most conventional sports cars on a race track a thought that has already go through the minds of the team at Autosport Development. With a safe, strong, and proven chassis already developed, a closed -cockpit monocoque body for the platform wouldnt be too much of a stretch. We wouldnt be surprised to see something rolling out of the factory in the near future wearing competition attire.derondafd 13 opt Deronda G400 A race bred exotic sports carIf you have to question the styling, the choice of power plant, or whether the seats have enough padding, th e Deronda G400 is not for you. With a base price of $64,000 (most customers spend about $95,000 by the time they get through with(p) customizing), it may be out of reach. If it is in your budget, take note, Sirius Motorsports is on track to han