streamlining Jack McCornack





12/31/2012
The second attempt at weatherproofing MAX involves a convertible top which flips open to get in or out of the cockpit. Not perfect, but not bad.
8/6/2012
MAX gets a temporary mash-up of old and new style body parts (the new nose is at the fiberglassers' having a mold made so we can make more of them) to get road-legal for a trip to Canada.
6/29/2012
Jack has dismantled MAX's body and is making molds from the body parts, so other MAX-like car builders won't have to duplicate his work.
4/30/2012
The tail end of MAX's bellypan (diffuser) gets tuft tested, and the attached video shows the results. This was the finishing touch that got MAX its 100 miles per gallon on the highway.
3/23/2012
Why pre-1960 race cars were more efficient than post-1960 race cars, and thus a better example for high efficiency highway cars.
9/23/2011
MAX gets a lightweight belly pan under the engine, to further reduce aerodynamic drag.
8/18/2011
On a summertime cross country trip from Oregon to Ohio, I restricted MAX's radiator inlet air a little at a time, demonstrating that very little inlet area (28 square inches) provides sufficient air for cooling.
6/1/2011
By making a pattern and a mold, we can now reproduce rear fenders as needed.
5/4/2011
Using MAX to test a tubing streamlining material, resulted in a significant reduction in drag.
9/8/2010
MAX is getting prepped for paint, and all the essential bodywork is done for the new, streamlined roadster body.
8/25/2010
MAX is back at the shop, awaiting diagnosis and correction of an overheating problem, plus some additional body work before its next venture.
8/3/2010
The clock is ticking and I've been taking some shortcuts on getting MAX ready for Rally Green ... and some have turned into long cuts. I need to work smarter, not faster.
7/22/2010
Results of the long-awaited cooling system test, which shows how little air MAX needs through the radiator.




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