Separate the driver from the fuel system, the engine and the exhaust.
Nomex honeycomb sandwich panels with CFRP skins, lined with gold heat shielding film around the exhaust area. CR26I measured 187 C in the exhaust bay and 38.5 C in the underseat at the end of a half endurance, which is what these panels achieve.
No part-specific design process is documented. The Frame subsystem design process applies: 1. Kinematics supplies the pickup points and an LLTD range; the intersection of the frame-stiffness curve with that range sets the torsional stiffness target (CR26E: 1651 lb-ft/deg design target, from an LLTD target of 41.6% within a 39.5-42.5% range). 2. Model in SolidWorks 1D beam element FEA: couple moment across the front axle, rear upright points fixed, actuation geometry as trusses, representative engine tubes, displacement measured at the front upper pickup points. 0.5 in mesh spacing after a convergence study. 3. Physically test on the torsional stiffness jig: solid dampers installed, rear spindles fixed, front spindles on a pivot beam, weights hung at known distance. Historical FEA error 2.94% (CR22), 10.23% (CR25), 19.60% (CR26E). 4. Analyse each suspension tab for bearing stress and bending at its critical load case. 5. Weld in CNC-milled 6061 jigs with dowel pins; heat treat suspension nodes; FARO the finished frame.
CFRP and Nomex honeycomb sandwich, gold heat shielding film. CR22 driver firewall schedule: 0-90 Textreme (76 gsm), +/-45 stitched (150 gsm), 0-90 stitched (240 gsm), Nomex honeycomb core (0.25 in), 0-90 stitched (240 gsm), +/-45 stitched (150 gsm), 0-90 Textreme (76 gsm). Engine firewall: 0-90 Textreme (76 gsm), +/-45 stitched (150 gsm) x2, 0-90 Textreme (76 gsm).
None recorded. This part has no entry in Knowledge_Transfer/Issue Logging/Fault Vault.xlsx, in either Issue Log.xlsx, in CR22/Issue Tracking/Shakedown 7-15-23.xlsx, or in any design review issue list found in CrimsonStorage or Box.
Nothing in CrimsonStorage covers these yet.