In the last post I mentioned I had a model of the Pentastar V6 for designing the frame. I want to emphasize this is a drafting model of the space the engine occupies during operation, so that I leave enough room to get components out of damage range when the car is being driven. The actual engine is not that big. I’m just trying to make sure the car can be controlled while I’m driving it.
Tag Archives: Pentastar V6
I was getting ready for another test walk to see if the Sweatcoin step algorithm changed depending on what level of membership you selected. It totally does, but that’s another post. I decided to trim the nail on the toe that has been hurting when I walk on the assumption that that was what was causing the pain, and it was, but I also discovered I had a small callus on the end of the toe. Not on the bottom like you would expect, but on the very end of the toe, under where the nail sticks out when it needs cutting. I find this slightly bizarre, to have a wear callus in an area that does not normally get wear. Another sign I need to buy larger shoes, perhaps? Along the same lines I was going through some of my “Left-Over” shoes and noticed that while they were all the same US size most were 42.5 European while the current set is 42 European. The European sizes 42 and 42.5 both translate as 8½US depending on the manufacturer, but I actually need that .5 to keep from rubbing the end of my toe next to the big toe, the piggy that stayed home in the children’s game.
On the Sprint-T front, I have made a model of the Pentastar V-6 for designing the frame. I’m still a bit fuzzy about oil pans, and may just make a low-profile pan of my own when I build the actual car because I have a ton of space left to right and forward from the rear of the block, just not much room to let the bottom of the pan extend down below the block. So anyway the current space-occupying model is based on the rear face of the engine using the crank centerline as the datum. The left side of the block extends 9.5″ from the crank, the right and bottom of the block are both 8″ from the crank, and the block goes to 27″ wide centered on the crank (13.5″ left and right) from 8.5″ above the crank centerline to 21″ above, and everything goes forward 20″ from the rear face of the block. I know this is not accurate but it does cover all the bits that hang off the side of the engine. Now the front is another can of worms but there’s nothing hanging off the front that I need to build around as the structural bits and controls are on the left side of the frame and it appears the potentially interfering item is on the right side. Now If I was going to keep the AC the story would be different because the AC compressor hangs down close to where steering columns and shafts usually go. Working from the inside and sliding the engine as far to the right as it will go this still leaves 8.5″ at the firewall, and a full foot just 10″ behind the firewall. Now I need to recalculate how much offset I can get, with the inside width of the firewall being 26″ and the right side of the bellhousing being 8″ from the crank that makes the crank 5″ to the right of center which is about 0.3″ to the left of balancing out my weight in the driver’s seat. So I’ll still need to hang something off the right side of the frame to get balanced.
And I need to wrap this up, and check e-mail etc.
Well here’s another snippet. I finally got to see a Pentastar V6 in the wild, installed in a Charger base model. I didn’t have my phone with me or I would have shot some pictures, because there were some things about the installation that I wanted to show. One thing in particular was that I could see the carpet of the Automobile Building looking at the firewall and transmission at the back of the block, because the 8 speed automatic transmission is just that small. Too bad it weighs almost as much as the engine it’s bolted to.
To get technical the Pentastar comes in at 326 pounds. The 845RE transmission weighs in at 198 pounds. Still only 524 pounds for 305 HP with a flat torque curve from 1000 to 6200 RPM mated to an eight speed transmission with extremely low parasitic drag, or about 20 pounds less than the base 290 HP 350 SBC crate engine without a transmission.
And my hand is acting up again, so this is the end of this post.
Mrs. the Poet has been complaining about how I’m “not helping” her throw away my stuff when she does it during the part of the day when I’m still asleep. I don’t understand this. I don’t complain that she’s not helping me write when I start composing stuff at 0300 when the Internet is fastest locally and I can get to reference materials most quickly.
So we reached a compromise, in that Mrs. the Poet will not start throwing my stuff away until I get up, and because we both have things to do over the weekend I will start helping her on Monday afternoon after I have had coffee. There is something in the garage that she calls a “box full of rusty metal stuff” that I’m almost afraid to open. Then we don’t go into the garage again until after I get up Friday.
On other things I’m playing some more Shadowrun tomorrow, and there is a late race on Sunday, the Las Vegas race for the Monster Energy NASCAR Cup. And now that I have a new tube of GOOP™ I can continue to mock up the Mini Sprint-T street version. I haven’t found a model kit that has the Pentastar V6 as an option so kitbashing is right out. But I have that first wheel glued up and ready to test fit to the tire when the glue dries. I’ll probably do that Sunday while I’m watching the race during commercials.
Billed @€0.02 Opus the Unkillable