Tag Archives: Sprint-T

Saying is one thing

Doing is another. Apparently telling myself to not think about building the T-Bucket is about as effective as telling my senators to not vote for a serial sex abuser for the Supreme Court. And that is about as much as I’m going to say on that subject. Anyway, even after I decided to stop I still thought about building the Sprint-T. As in thinking about how much power the JDM EJ20X Subaru engine made stock, 260 on 93 octane at 12 pounds of boost, and the factory compression ratio is a very 87 octane friendly 9.5:1 for driving around at zero boost. So the plan to tell the engine to leave the waste gate open and dump boost with 87 octane and pump up the jams with tons of boost on E85 is sound from an engineering perspective assuming the ECU I buy is compatible with that 2 map scenario. I know the Microsquirt has a second fuel/air table that can be mapped to boost as in a separate table that starts at 100 kPa (sea level atmospheric) and goes to whatever the MAP sensor I install stops reading, which with the GM 3 bar MAP is 300 kPa (100 kPa is the same as 1 bar) and the Microsquirt comes from the factory calibrated to the GM 3 bar sensor. This would result in off-boost using the 87 octane fuel map, which would be leaner than what would be best for full power with E85, but there’s no way around that except swapping $314 controllers for racing or buying a controller that costs more than buying two $314 controllers. Incidentally one of my overboost control schemes is pushing the injector pulse width to 100% to possibly stop the engine from firing because of too much fuel, or to at least make it run really bad and keep it from blowing up. This is a “Last Stop” scenario, as in last stop before the engine destroys itself. A good engineer tries to prevent disasters before they happen by doing what I do best, thinking about things, in this case things that could go wrong and what could be done to either prevent it or undo it.

I was also thinking about the gas tank/fuel cell some more, specifically how much room I had to the left of the centersection of the quick change rear axle. This is important because I need to have clear access to the centersection to change the spur gears to adjust the final drive ratio and tune for the course. I made the executive decision that rear overhang was not an issue as long as it was stuff that wasn’t heavy for racing, regardless of how much it weighed for normal street or in-transit driving. Also thinking about range between refueling and that possible transit across Wyoming for whatever reason, I made the SWAG that the Subaru engine in the Sprint-T would get 27 MPG highway. I did that from 2 data points, my old Hyundai with a 4 speed transaxle without overdrive got 33 MPG driving to and from Nashville from Dallas back in the early ’90s, and even the Hemi engine in a Ram pickup is rated at 22 highway. With the QC rear axle I could pretty much select my cruise RPM no matter what transmission I eventually got so the big problem would be the drag of the exo-frame around the bucket body. And I bundled all that and extrapolated 27 MPG. My sitting limit is about 5 hours depending on how supportive the seat is and how hydrated I am, so I really want to have about 5-7 hours of range, just in case, and tossing all those numbers in a blender set on Puree gives a range of tank size of 12 to 20 gallons, with the cheap and available 16 gallon cell falling right in the middle with 430 miles from full to tank dry. And with the product I intend to use for the fuel pickup tank dry is really tank dry.

I really, really want this car built, and I want to be the project manager for the build. And I want to race it at Goodguys and SCCA regional and national Solo races after driving it there without putting it on a trailer. Trailers are for cars that are not really street cars.

And this is the twelve pack of microfiber cloths I bought at Harbor Freight.
pack of microfiber cloths for washing things


When you don’t want to write about the only thing you can write about

Yep, I’m hitting the wall on the Sprint-T. I have a ton more content to write about, but just writing and not building is starting to get to me, as in frustration that nothing is getting done. This is a familiar scenario for me: planning for something for years and then having to drop it when it becomes inescapable my finances are not going to stretch far enough to allow completion of the project. I thought this time was going to be different, because I had a large reservoir of money to draw from when I bought the body. Then my parent’s house sold for about 1/3 of the appraised value and I lost $125K instantly from the budget, which was about 4 times what I had budgeted for the project. Projects don’t go very far when your budget goes more than $90K in the hole before you even get started. Then it looked like we were going to get a chunk of the money back, not all, but enough that I could finish the car, and I bought a few more parts like the axle and steering arms, and things beyond my control tanked it again. Now if I’m lucky I’ll have enough money to keep paying the taxes and insurance on my house until I’m no longer able to live here.

So, I don’t want to write about the car, because I’ll never even get a decent start on the car, much less drive it. Which makes writing about it rather pointless, don’t you think? Until I get enough money to finish it writing about it is a work of fiction. Low fantasy fiction, a fabrication of words instead of steel, aluminum, fiberglass and other stuff. It’s at this point that if I was sane I would be tearing out my hair in frustration, but since I’m already crazy I’m past going crazy from frustration. I’m so tired emotionally I just can’t muster the energy to pitch the fit I need to pitch to clear this from my system. Yay depression, saving the world from my anger. 😛

Considering the length of time I have been wanting this, and the cumulative time I have been planning this (this is the fourth go-round for planning this build since 1987) experiencing frustration should be considered normal. I have a sketch of what I was planning at work in 1998 back when I was working as much as 20 hours a week overtime and hauling down some big bucks working for TI making logic chips. but that job went bye-bye. Then I had the MiniMax ultralight airplane project to distract me for a while, plus I was a spoken word poet (Opus the Poet was my stage name for years) for several years, and I built and sold custom bicycles for about 4 years until that dried up in the recession of 2006. So I had some creative outlets to distract me. And as the saying goes, want in one hand and poop in the other and see which hand gets filled first. So wanting is not enough, learning fabrication skills is not enough, writing incessantly about the project for years is not enough, none of it is enough if you don’t have the money. It all comes down to money, which is something I have only a passing relationship with. As in I wave as it passes by.

So, what long-term subject should I write about now? Covering bicycle wrecks almost pushed me over the edge sanity-wise, can’t go back to that. Brain damage killed my ability to rhyme and use scansion, so poetry is out. And in spite of how depressed I am I’m not going to commit suicide. There’s a really good reason why my character in Shadowrun is nearly immortal. And getting killed really hurts as I know from experience. I can’t seem to get a coherent narrative going for writing fiction that isn’t about building an imaginary hot rod, but I do seem to have a decent ability to world-build and outline. I just can’t write dialog to save my life. So, gentle reader I implore you, what’s next? What should the Witch on a Bicycle who can’t ride a bicycle anymore write about? Anything but politics. 😛

Not doing much but I did do something

Yesterday was nothing special, but I did manage to get some things done. I got a massage, finally, and my leg feels great because of it. I also dropped by the local Harbor Freight and got a couple of things I needed to get, including a 12 pack of microfiber wash cloths, the big ones we can use in the shower. The ones I got over the summer are more like face cloths and are just a touch too small for use in the shower, but these are 4″ larger on either dimension so we can stretch them behind our backs and over the shoulders for cleaning where we can’t touch directly. I also picked up some super glue for repairing the Hummels the cat knocked off the shelf, and what is called a flap disk for prepping metal for welding, that fits in the angle grinder. I have a project for my camping friends that requires welding on a steel drum covered in what appears to be powdercoat that will require a lot of mechanical cleaning. This is not a secret project, I’m just repairing the smoker/grill that has a rusted out firebox, so we can have smoked brisket again.

On the Sprint-T front, I have discovered a local source of Subaru JDM (Japanese Domestic Market) take-out engines, cheap. As in complete engines with everything except the ECU for <$1000. I will have to find a flywheel and clutch to use a manual transmission, but really this is a great deal. Now if I only had the $1k and a means of getting it home. And from the same vendor they have the same model engine except for a manual transmission, complete with the Subaru manual transmission all ready to go into another AWD Subaru for <$1600. I contemplated using the OE Subaru to have AWD on the hotrod, but that would require stranding the straight tube front axle and all the money I dropped into prepping it. And TBH while it would probably be faster I'm not copacetic on how legal it would be for Goodguys autocross. I think it would be legal for SCCA Solo racing in A-Mod or E-Mod with ballast, which I would have to use for balance anyway because I can't move the powertrain right to balance the driver. And speaking of balance the front-to-rear balance would be off because the engine would be hanging in front of the front axle, ahead of where I would normally mount the radiator. That's a whole bunch of weight moved way forward of where it would be with the RWD setup, plus a lot of ballast to get to class weight that I could probably set right in front of the rear axle to get the weight back without increasing the polar moment too much but still because I would have to add about 1200 pounds of ballast to make class weight. There is a penalty for both super or turbocharging, and a penalty for AWD, and the weight penalties stack, plus a minimum weight for the class that I will be drastically under anyway. So, all things considered I will probably not install the unit as AWD and probably convert it to RWD by welding the center differential or replacing it with a spool and removing the front drive components. This will probably end up being the cheapest and quickest to build option I have, along with the most reliable and repairable, as all the repair parts are available at my local Subaru dealer.

The fun part comes with buying a standalone ECU to control all the performance functions on the engine. The engine has variable valve timing on both intake and exhaust that can be either bang-bang controlled or PWM controlled to get smooth transition between the available timing settings as RPM increases. Bang-bang control gets the same end performance benefit with a hard transition between modes at a set RPM that can vary depending on if the RPM is increasing or decreasing and is simpler to implement at the controller and for some ECU bang-bang is the only available mode. The downside is the abrupt change in engine power as the valve timing is changed. PWM uses the same engine hardware as bang-bang, but changes the control from either all the way off or all the way on to a little on that gets more on as RPM increases and less on as RPM decreases and gives more power than bang-bang control during the transition. The PWM control starts at a much lower RPM than bang-bang and usually doesn't get fully engaged until a higher RPM than the bang-bang control because the RPM parameters for bang-bang are chosen for the best average power, resulting in too much timing or too little depending on which side of the bang point you're looking at. So PWM gets more power than bang-bang during the transition, which is important for Autocross and SCCA Solo Racing. So I have to look for a controller that has PWM on the output channels that would be used for what Subaru calls AVCS. The fun part is ECU that have PWM valve timing control start at ~$900 and just keep going up from there . The Microsquirt controller is cheap ($314) and has bang-bang control but is a major pain to set up especially for the valve timing control. But for the price I could live with it especially compared to the Holley ECU. About the only thing the Holley could do that the Microsquirt can’t is PWM control over the variable valve timing, things it can do better are pretty much all related to the number of outputs the Holley ECU has that the Microsquirt doesn’t, like individual control of each injector and ignition coil because where the Ms has control of two injector drivers and two ignition drivers for 4 cylinders, meaning they have to be batch fire and waste fire respectively for a 4 cylinder engine, the Holley has 12 of each, meaning there will be at least 16 useless connections on the Holley, but better control over ignition and fuel. Also the Ms controller requires a software upgrade of about $100 on the laptop side and $209 in additional hardware to set the variable valve timing control and a few other variables where the Holley comes with all the software needed to control all the things (and at that price it better come with all the bells and whistles). Either one is going to need harness modifications to connect to all the things that require connections.

And of course whichever one I get will require dynotuning for anything more than just getting it to run, especially the engine speed to change the cam timing, so add a few hundred $ for that for both ECU.

Yesterday was very nice

We finally managed to get to the upscale burger place for my free burger after taking care of various errands at the bank and other places where we paid bills. Then we set about the circuitous bus ride to the burger place, and about an hour later we had covered the 2.9 miles between the bank and the restaurant, arriving just before 1700. This is the route that doesn’t run on weekends and why we didn’t go on my birthday.

Mrs. the Poet got the free burger and I spent my money on the MadLove Burger which is quite a mouthful. This was yet another ½ pound burger this month, after the one we had in the restaurant in Lewisville the week after our grandson’s birthday when the family friend visited from England, and also the ⅓ pound burger from Whataburger this week, so I think I have had my allotment of ground beef patty for the month. To go with the burger was what they call “bottomless” fries, and I got two rounds and the waitress offered another round of fries and another round of my Diet Coke to go. This was after we had a chocolate sundae big enough to split for dessert. When I got home I was pleasantly stuffed.

I am still thinking about the T-Bucket, and how to power it. I’m still flexible about using a FWD power unit as a mid-engine unit because I’m not sure what will fall into my lap. Now obviously I will not be legal for Goodguys autocross that requires the engine to be sorta close to the stock installation, which is not what I would have with the FWD power unit mounted in the back. But, I would have a SCCA A-Mod legal and street legal T-bucket to drive and race. I fact I was planning on doing just that with the 3.8l V6 and automatic transmission a few years back that I almost got from someone who wanted to get rid of a minivan that wouldn’t pass safety inspection. I think Mrs. the Poet managed to talk the van owner out of letting me have the vehicle because she didn’t want a mess in the driveway. But since I really need something for a RWD drivetrain, to be Goodguys legal, I’m hoping I get something I can at least convert easily to RWD if it doesn’t come that way in the car. And my research has shown there are many such engines available and I discussed some of them before in this blog. So I have to remain flexible about potential candidates for the engine, especially with the (extremely) limited budget. So if you know anyone with a car or truck with a running engine who needs to get rid of it and is somewhat local to me, have them contact me at this blog with a private comment (I think that is still an option with the plan I’m using) about how to get it.

And I need to get off the computer now, so bye until later.

Weather has ruined my B-Day celebration

Well weather and DART scheduling. The restaurant that’s giving me a free huge hamburger for my birthday, doesn’t have bus service on Saturday, which is my birthday. So we rescheduled for tonight so I could still get the free burger and also share dinner with Mrs. the Poet. Weather forecast for dinnertime is flooding of Biblical proportions with temperatures around 80°F. Obviously Mrs. the Poet is not going to walk the 0.4 miles (0.64 km) to the bus stop in the rain, wait for the bus in the rain, wait for the bus for the trip home in the rain, then walk the 0.4 mi home from the bus stop in the rain. Ain’t gonna happen, Mrs. the Poet is almost 5 years older than I am and has suffered through more physical jobs than I had, and her body just does not work that way anymore. It hurts her and she won’t put up with it anymore.

Now this offer can be redeemed until the end of the month so we might try to do this next week, when the weather forecast is better. I have a card that is good for the place we are going that will cover her meal and my drink and dessert so all I need to cover in actual money is the bus too and from.

I stopped thinking about the engine for the Sprint-T, because I was thinking about the aerodynamics. Specifically I was thinking about the underbody aero, and the design requirement that nothing hang lower than the tire bead at normal ride height to prevent damage in case of a flat tire. The specific issue is streamlining the center section of the rear axle while leaving room for the axle to droop to full travel. I have to leave room for 1.5″ droop plus a little extra for the drain plug or access to allow the gear oil to drain when changing the quick change gears. According to my catalog of rear axles of the likely choices the Ford 9-inch is the one that comes furthest from needing a hole because it already hangs 5½” below the axle centerline eating up the entire 2″ travel and clearance, but everything else is worse. The V8 QC center section hangs 5.75″ below centerline, and the standard sprint QC center section hangs 6.0625″ below axle centerline. The belly pan hangs just 7.5″ below the axle centerline and the axle droops 1.5″ so anything hanging more than 5.9375″ below the axle will need a hole to pass through or it will make a hole on its own for me. The other alternative is to let the bellypan terminate where the center section would protrude, or use a different rear axle.

I’m bad at managing devices

I have been having issues with devices running out of battery power. I need to conserve the laptop for doing things that need a physical keyboard, and use my other two devices for reading Twitter and webcomics. I have my phone that only connects to the Internet via WiFi to use for web browsing and also playing Klondike solitaire, my actual phone I can call people on for that and Twitter, and this laptop for actual things involving many words with actual letters and not emojis. If I work it like that I have enough battery life to do everything, otherwise I end up missing posting to the blog because the only device I have with charge is the phone I play solitaire on, with the really crappy on-screen keyboard.

I’m still thinking about the Subaru engine installation in the Sprint-T. One thing I have been thinking about is intake packaging with the turbo not behind the engine, and setting the car to run on 87 octane regular for transit and 100 octane E85 for racing. Now if I get a junkyard 2.5 engine and rebuild it to run on 87 octane as a NA engine with a huge waste gate that basically only allows ~ 1 pound of boost when open and set it to be always open, then install a water to air intercooler with an ice reservoir for running boost then I can tune for best mileage with the regular gas. I just need to have a way to switch between the two tunes at the track so I can tune for best power at all RPM points for the E85 tune for the Goodguys autocross, then switch back to the 87 octane for the trip home after running out the E85 to prevent it from going stale in the tank. Basically I’m looking at a storage tank in the tire trailer that holds the transit gas after it gets pumped out while changing from street tires to autocross tires, then pumps the transit gas back into the transit tank to use after the race gas is burned from the race tank on the way home. Yes, this system will have two gas tanks, a big one that weighs lots when full and gives me the range to get to races even when I have to drive through I-80 in Wyoming or western Utah and eastern Nevada where there can be hundreds of miles between gas stations. Not that I expect there to be any events that require such range, but it’s good to be prepared for that and not need it rather than need it and not have it. As I was explaining this the thought came that I could use the storage tank in the trailer as a range extender if the situation arose that I was crossing vast gasless wastes. When the transit tank gets low enough pump the extra fuel stored in the trailer into the transit tank.

I just realized I never mentioned why I would use the water to air intercooler rather than the stock Subaru air to air intercooler. Well there is the ducting issue, a water to air intercooler can be installed in the manifold plenum and get fed directly from the turbo, and as I can use icewater as a coolant the possibility of having an intake charge colder than the outside air inside the manifold can be used to enhance performance, combined with the fact that water to air intercoolers flow air almost like they weren’t there to maintain unboosted airflow for better transit gas mileage. In a new installation without previous parts all of these advantages really add up. To summarize, lower weight, less restriction and colder charge temperature compared to air to air at a similar cost even including the pump and ice tank. That’s if I get a junkyard engine without all the intake stuff.

And as I was composing this post we had another mass shooting with a confirmed 4 injured and unknown number of dead, in an industrial park in MD the third mass shooting in three days. As per usual the GOP response is “Too early to talk about new laws, we are sending thoughts and prayers to the victims.” That is great guys, how about sending paid in full for their medical bills since you have been doing fuck all about preventing these events? At least that would be accomplishing something!

Not a good day, but not a bad day

This is a bad weather day, pretty much rained all day with a small pond in the back yard. The cats had interesting reactions, Clyde went out and played in the rain and mud, while Clint moped around the house and complained about the rain like an old man. Whatever, it never got above 80°F all day between rain pulling cold air from the upper atmosphere, clouds blocking the sun, and a weak cold front passing through.

Now the circle on the Sprint-T has come back around to the LS engine with the possibility of winning the LS1 engine from the Dale Truck Pulling the engine on the Dale Truck From reliable sources on the internet (assuming the scale in that YouTube video was accurate) the engine weighs 400 pounds ± with fluids and exhaust headers. This is a scoshi bit more than the Subie with the T5 transmission, and does not include the fact that because of the weight I can’t offset the engine far enough to the right to make room for a clutch pedal, so I will have to use an automatic transmission which adds 162 pounds with fluids for one designed to mate to an LS engine, or if I can find a bellhousing that will fit an LS they make 70 pound Powerglides. That would require running a ridiculously high final drive, and basically result in a car that never gets out of first gear in town, or on the autocross course, but I could make it work. Running the numbers though I think I could get better race times with the 162 pound transmission as well as better gas mileage. Also going back to the V8 means a slightly heavier frame to support the larger engine because the engine mounts are wider apart than on the Subaru.

We also went grocery shopping today, and as Mrs. the Poet keeps saying, we need to stop eating. We bought a few things we could probably do without but still including feeding the cats for the month we spent $70 this week for just two people. But if we limit just to the cats and poor people food we still spent over $50 this week on essentials, and the cheapest essentials at that. Food has gotten stupid expensive around here, no kidding. Both the discount groceries on this side of town shut down a few years back, but at least we aren’t stuck with a Whole Paycheck as the only close option, just a Neighborhood WalMart and a Tom Thumb that are close enough for the ice cream not to melt before we could get home on the bus, and the WalMart is pushing very hard on that time limit depending on the time of day.

Something interesting I have noticed is all my earbuds have frequency response that changes with the volume setting on my phone, I get more bass the higher I crank it, and when I have just enough volume to hear I get mostly midrange and higher. Very odd, that. I don’t know if the phenomenon is because of the earbuds physical size, or because of the fact I have 60 YO ears and I spent a lot of time around unmuffled racing engines and machine guns in addition to getting my bell permanently rung in 2001. It could be a mix of the two. Anyway current writing jam is a little heavy metal Grieg by Apocalyptica, Hall of the Mountain King, on YTM. It’s on my public playlist Violent Songs, and short of using actual people as percussion instruments it doesn’t get more violent than this performance.

Seventeen years dead, let’s partaaaayyyyy!!

As I type this it is exactly 17 years to the minute that I died from getting hit by a truck going 60 MPH. The fact that 2 minutes later I was complaining to the people scraping me off the street that the upper end of my femur was broken is why I celebrate that.

Mrs. the Poet thinks I’m way too morbid about getting killed, but I keep trying to explain I’m celebrating the coming back, not the getting killed, but also you can’t have Easter without Good Friday, so why not have a party for the day I got killed. And since we be p’ (can’t buy a vowel poor) the party is coupon burgers at the Burger King. The rest of you celebrate however you like, don’t mind what I do.

Also I’m taking a shot at the LS1 engine that Cleetus McFarland is giving away so I have an engine for the Sprint-T. FYI Cleetus is a YouTube channel that defies description beyond “rednecks having too much fun with cars”. Garret Mitchel is the guy playing Cleetus and he’s a decent drag racer and project manager and the current project is re-engining the Dale Truck, an old Craftsman Truck Series (Cabella’s Truck series starting next year) race truck painted to resemble Dale Sr.’s #3 race car he was driving when he was killed. Anyway he’s swapping the LS1 that replaced the small block race engine when the truck was converted for street use to an LS7 with about 50% more HP. The LS1 would be a great engine for the T, first and foremost because it would be an engine I would have in my hot little fist(s) and I could build the rest of the chassis around it. I need to buy something off the web site to qualify for it but I really need another hat so that’s not a problem.

And that pretty much covers it.

Things are good

The Wi-Fi router is fixed, the new computer is connected to the router, and I’m back to over-thinking the Sprint-T. So everything is perfectly normal (there is a clip from one of the Addams’ Family movies where Wednesday says that but I can’t find it on YouTube). Anyway there was some kind of software problem with the router, the Frontier tech did an update through the Internet, and everything is fixed now as far as computers are concerned.

Now on the Sprint-T there is a problem. I was reviewing the rear axle I selected and discovered a potential problem. The axle tube is held in the center section by set screws, 4 of them, and there is some debate on how well they would stand up to resisting the entire rotational torque of the system reacting against the right side tube retention. Because as the rear suspension is designed now the anti-rotation link for the drive is on the right side only. I have one opinion that if I drill and thread the axle tube for the bolts to go all the way through the wall of the axle tube and use Grade 8 bolts it will hold up forever, and another that says I’ll need to replace right side tubes once or twice a season because they aren’t built for that kind of stress, what with the reaction torque in two directions getting planted against the road, all through the wall of the axle tube and 4 little bolts where is enters the center section. There is room for debate on both sides of the question, even from the people who make the axle. The other option is to attach the torque link or arm to the center section because it is designed to resist the force internally. but that really eats into the passenger side of the interior…

Also I have been having problems getting to sleep at night as the discomfort I have been having with the wrecked leg has been just enough to keep me from sleeping. Actually once I get to sleep I have no problems staying asleep, I just get to stare at the walls until sunrise waiting to get tired enough to sleep. That has been annoying as well as missing most of the day in bed because I’m so tired. I woke up at about 1300 and it felt like I hadn’t been asleep at all. I mean it doesn’t hurt-hurt, it is just annoying enough that I can’t sleep without getting exhausted. And I drag around all day in a daze. I could be worse, but I could be a heck of a lot better. And speaking of dragging around in a daze I had to type the last sentence 3 times before I could get all the words to make sense, so I’m going to take a pain pill and a sleeping pill and try to get up at a decent time in the AM. I am having serious problems seeing to type or to read the screen to make sure what I thought I typed is what is going on the screen. So off to bed for this old blogger.

Well I have good news and bad news

The good news is there is nothing wrong with my new computer. The bad news is I need to get a new Wi-Fi router. I checked the FCC compliance sticker and it has a 2010 date, which is equivalent to late paleolithic in computer years. So now I get to talk to Frontier FiOS about getting a new router.

In other new computer news I spent $20 + tax on a 128 GB USB flash drive, loaded all my books and pictures from the Chromebook on it, and still had 114 GB free space on the drive. Seeing how I have about 100 GB in graphic novels alone, that’s some heavy-duty data compression there. This was a discounted unit originally priced at $80 and is over 1000 times the size of the hard drive of the computer I was using at Y2K that cost about $2000 for the original buyer, a 486DX2 with 640KB RAM and 100MB storage. For you young’uns that was an engineering workstation at the bleeding edge of technology when they bought it, and still pretty cutting edge when I bought it. Now I have a phone with more RAM than the computer had storage and a faster processor and a higher resolution screen, that I picked up for $28 when I upgraded to a new line. And that I use mainly for playing Solitaire these days since I upgraded to a better phone last year when I started having issues updating the OS because it lacked storage and wouldn’t move the files to the SD card I bought to give the damn thing some breathing room. I moved the card to the new phone where the OS finally recognized the card was for things like pictures and porn video files.

On other things, I’m still working on that steering box mount for the Sprint-T and increasing the triangulation in the front end. Basically by running another light tube (0.060 wall) from the upper corners of the front roll hoop to the center of the front diaphragm, making a Warren truss of that face for more torsional rigidity, to go with the Warren truss of the front diaphragm, and the modified Warren truss of the bottom face and the side faces together. Never. Stop. Thinking.