Tag Archives: Sprint-T

Brief but seriously painful allergy (or something) attack

First of all because of a sliding sleep schedule I was basically out of it except to roll over from 0930 to 1830, then it was too painful to move until 2200, but I got up and got some coffee to drink and took my meds. Then about 0100 I started to feel like eating the plate of dinner Mrs. the Poet prepared. That’s after I consumed about half of the volume of my coffee cup (my cup holds about 800 ml). I’m still getting some joint pain, but greatly reduced from what I was experiencing when I woke up. What was also a problem is I had a case of allergy eyes obstructing my vision, for the first hour or so after I woke up. That has also reduced significantly.

I have been reading an author new to me, and because it’s a female name writing porn (yes, I read text porn, so sue me) I have come to the conclusion the author is a man (or penis owning person). The reason I mention this is because every encounter is from the penis-owning character’s point of view, even if that person wasn’t born with a penis. And I started thinking about how I would write those scenes from the point of view of the other characters who don’t have penises, and I don’t have a clue about how to do that, because I lack the experiences needed to write from that point of view on several levels. All the heterosexual porn I read is written by men, and most of the lesbian porn I read is also probably written by men, for men. It just has the feel of how males see lesbians, including the conquering of one partner by the more dominant one. The porn I know was written by a female author because she gave it to me with her name on it had less conquering and more cooperation. It was very hot, but different, because the women were more into making each other feel good, and also because it described the physicality of sex very differently from people who don’t experience penetration as a normal part of their sexuality. But still this brought home how bad I am at putting myself in another person’s shoes, figuratively.

Also I finally got some chips to let me experience a brand of guacamole that was not familiar to me. We had a coupon for Wholly Guacamole brand and we also bought a brand of chip that we see locally that we didn’t see in either NY or TN, Calidad. I have been scarfing down the chips for years, but Wholly Guacamole was new to me. I don’t buy guac all that often and mostly I get the deli guac from my local grocery, which isn’t bad. I mean it’s nothing special but it isn’t bad. Now I had some guac years ago that was awful, but that was more than 45 years ago in Logan UT. Wholly Guacamole was pretty good. I’m not sure it’s enough better than the deli guac to justify the price difference, but it is better.

And veering on another tangent, I watched a video from Engine Masters that basically proved that for an LS engine at low loads it doesn’t matter what you put in the tank as long as it is gasoline. The combustion chamber in LS heads is highly octane tolerant, you can drive around on an optimized tune for 87 regular and it works The Same, it falls into the range of run-to-run variation on the dyno used as 91, 110, 116, so long as you get the tune right. But if you need that last little bit of power E85 is where you go for the LS engine, which validates my decision to get to and from the races on 87 and race on E85.

And, that’s about all I have to say as I can feel the pollen levels starting to rise now that the sun is up and things are getting uncomfortable again.

Still looking for improved performance for the Sprint-T

I have been looking at the various engines available on a cost/performance basis, and the Gen IV architecture LS family is starting to look better and better. The Gen IV engines come with things like DOD (bad) and VVT (good) to balance performance and fuel economy. I’m looking at the prices for the aluminum 5.3 L engines with VVT that came in trucks and SUVs. They are trending slowly down to something I can afford to pay after getting removed from the vehicle, the oldest being 12 years old now.

The reason I want the VVT is it gives me the benefit of a wide powerband. How camshaft timing affects engine performance and from Richard Holdener Tested-SBC adjustable cam timing. Basically VVT lets the engine controller adjust the cam timing on the fly, with the cam advanced below torque peak, and letting the cam retard as RPM increases to increase upper RPM power. Basically this lets a small cam (short duration) act like a big cam (long duration) at high RPM while retaining the small cam goodness down low. It’s not exactly like a bigger cam, but it makes the small cam better. Since what I’m looking at is making the powerband as wide as possible VVT is what I want. I can advance or retard the cam as needed depending on RPM. I can adjust the cam events to the best time for the rotational speed of the engine.

And I watched the NASCAR Cup race from ‘Dega today, and there were fewer wrecks and the wrecks were smaller than in previous years. Aaannnnnd, congratulations to Brad Keselowski, they had the 9th different winner in 10 races, the playoffs are going to be LIT this year, and the race for the cutoff is going to be cutthroat.

Today was a bad allergy day so I have been thinking

I have been having bad eyes all day along with a runny nose, so I have been doing a lot of thinking about making the Sprint-T harder to steal. Before I started I had “removeable steering wheel” and “hidden start switch” on the list. Now I have “install shifter backwards” and “24 bit binary password” on the list.

Actually the “install shifter backwards” wasn’t intended as an anti-theft measure, I was trying to get the shifter to function like a sequential shifter for a manual transmission. Those function with a pull back to go to a higher gear, but without major mechanical modification having PRN1234 ain’t gonna happen, but 1234NRP is there with just turning the shifter backwards and running the cable through a 180° loop so the cable moves in the right direction even with the shifter in backwards. So, pull the trigger and push the shifter the wrong way until the transmission is in first, then pull back to get to a higher gear. So, people who are familiar with cars would be unable to get the car in gear for at least a few seconds.

Now the other “24 bit binary password” is basically a bunch switches connected so that when the switches are arranged in the correct order it makes a series circuit. I’m thinking I should use the ASCII binary code for R, U, N, 😁 or G, O, !😁 Anyway I need to have a sequence I can remember. The other way to do it is connect the switches to a microcontroller and have it turn on the ECU. Now this can be bypassed by hot wiring, but that requires much longer than what it takes to get police there by cellphone.

And that’s about all I have to say today, so I’ll end this here.

More tree sex messing up my life and more drooling over parts catalogs

I’m stumbling around half blind because of pollen, mostly tree pollen, and I’m looking at the E-Rod packages in the parts catalog I just got yesterday and just drooling in anticipation, wishing I had the kind of money required to order one of those delivered to my garage.

Actually what I really want is an electric powertrain kit with a choice of packs I could install, like the two gas tanks I planned for the LS powered version of the car. Have a big pack for long trips, and a small light pack for race day. As I see it, the small pack could be part of the big pack and the big pack could recharge the small pack when the big pack is reconnected to the car like between rounds of racing. There are already devices made to do this as part of their design, but usually they make everything equal during charging, rather than balancing capacity during use, but most will work either way.

Not much to say about tree sex and loss of vision, most everybody gets to deal with it to one degree or another. For those lucky ones who haven’t (yet😈) what I experience is a white haze obstructing my vision, similar to how my ringing ears obstruct my hearing. Most days it’s more annoying than an actual problem, but then we get days like today when I get intermittent complete whiteouts and zero visibility. The biggest problem with that is there is literally no warning, I can be walking along minding my own business and all of a sudden I blink and the world turns off-white. Usually a few seconds later and I can mostly see again, but there have been times today that it takes several minutes to see where everything is enough to not hurt myself walking. To call it annoying is severe understatement. The only thing I can do is wait it out until I can clear it up by blinking.

I’m still researching the idea of using a motorcycle brake handle to operate a hydraulic throwout bearing to use on a clutch so I can eke out a little more gas mileage and better power transfer out of tight corners. Google is baffled by the concept and sends me articles on converting motorcycles to hydraulic brakes or clutches, but nothing about what I’m asking. There is a guy who has hand controlled a manual transmission car, but from what I’m getting about this is there is a whole bunch of electronics involved with that, especially the clutch. I just want to know if there is enough fluid volume from the MC brake lever for a hydraulic throwout bearing, and is there enough mechanical advantage to work the clutch if there is enough fluid to get enough travel to operate the mechanism. That is a lot to ask for a master cylinder operated by a hand lever.

And I’m still fighting whiteouts from allergies which is making me angry, and not conducive to writing anything because I don’t think good when I’m angry, as in angry makes the aphasia kick in extra heavy. I can’t think of words and make sentences when I’m angry, which makes writing difficult. So, between not being able to see, and anger-induced aphasia making it hard to write when I can see, I think this is a good time to quit while my laptop is still functional.

Got a new catalog, let the drooling commence

I got a new GM Performance Parts catalog link in my email today and they include a lot more data than they used to, basically where they used to just have peak numbers for torque and HP, now they have a graph of the data for most engines. Something else they do is they show the stuff they used to sell, but for one reason or another don’t sell anymore. This is good for those of us with projects that have dragged on over the years, so we can update the build sheet. I’m still looking at a junkyard engine, but I like to know what I can reasonably expect from one. Also they have a controller that can be tuned and also works with the variable valve timing on the GenIV engines, and comes with a base tune for the most common GenIV engine I’m likely to find in a junkyard.

Other things, we did the report for unemployment thing for the woman who used to live here again. She brought stuff again, and we ordered Whataburger, again. I’m going to have to get my teeth done soon, because it’s almost impossible to bite into my burger anymore. That single incisor on the upper jaw just isn’t cutting it anymore. Literally not cutting through the food any more, and uncomfortable trying.

Other than that I really don’t have much to say, there hasn’t been much going on to speak of.

The AC is running and other things that may (not) surprise you

We have the thermostat set at 76°F to turn on the AC, and this is the second day in a row that the AC has kicked on near sundown. The high was about 80° and the current temp just hit 77° on the way down. About the best thing I can say is we have escaped severe weather this year so far. No hail, no high speed straightline winds, no tornadoes. I like this kind of boring, this is the nice cheap kind of boring without property damage.

Other than that nothing much of interest is going down at or near Casa de El Poeta. We are very boring these days. I buy books either through Amazon Kindle, or direct from the authors. Then I read the books. Rinse, repeat. I did learn something interesting doing this, epic porn stories from the same author get boring after a few thousand pages. Much like any other kind of story repetition kills novelty. And it’s not like there is any way around it.

And what I mentioned in the previous paragraph is one of the things I dread when I’m writing about the Sprint-T. There are only so many ways to describe Tab A and Slot B no matter how different the tabs and slots are from one set to another. And unless I do something wild like the minivan engine and transmission in the back for a mid-engine bucket the tabs and slots don’t change much, just the size changes. And speaking of that configuration, even though there isn’t a need for it because that engine was never mated to a manual transaxle, putting the drivetrain behind the passenger compartment made tons of room for a clutch pedal because there was no part of the drivetrain competing for space with the driver’s feet. There was 26″ inside the body behind the firewall and the only thing connected to the engine was the gas pedal, and there was a brake pedal and a steering column behind the firewall meaning I had about 13″ of room if the passenger’s feet are allocated equal space to the driver’s, or 14″ or 15″ if the need for the driver’s movement is taken into account and the lack of same for the passenger. But that engine went bye-bye with the vehicle it was in several years ago.

That drivetrain was also the reason why I ordered the front axle wide enough to make the wheel surface of the front hubs 66½” to match the width of the rear hubs with the engine in the back so the car didn’t look funny from the front. I kept it because I had already spent the money and because as long as I didn’t hit an apex cone with the front tire I was pretty much guaranteed not to hit that cone with the back tire, because the front tire would track slightly closer to the inside than the rear tire as long as the car was driven in a no-slip condition, and as a yaw angle was taken the back tire would track further away from the front track, and the rear tire would have to track over 3″ over to the outside of the turn for the rear tire to hit a cone the front tire missed on the exit from a turn. On a car with 100″ wheelbase a 3″ yaw would be about 2° yaw. So maybe I go a little easy on corner exit.

And it is way too late and I should be sleeping.

Wow did a lot of things happen after I finished the last post

First and foremost, I have an appointment for my COVID vaccine. I qualify for all the ones available, so I’m getting whatever they have. My preference would be the Jannsen single dose, but if I have to come back, I’ll come back. If I get the shot, I’m good with having to get another one.

The other thing was I got a quote on the quick change from the manufacturer that was less than the prices quoted for the fabricated 9″ Ford axle. Not much, about $10 less, but still that’s still less for the preferred bits than the “make do” bits. It won’t be available for a few months because of parts shortages, but I’m in the line and will definitely get my axle.

Also I’m getting lots of pictures from women who have grandpa fetishes and want me to fulfill them. The pictures are in varying amounts of clothing as some want to take care of me and some want to “take care of me” to other degrees. Once again the author of my story is writing a porno, which at this point is “meh” for me. On the one hand, pictures of scantily-clad ladies young enough to be a grandchild if my kids had kids at the same age as I did. On the other hand, I have problems with that particular physical activity since the time I injured my other hip. Other things I can do, but not that one. But I still would enjoy the company of women of that age should such be offered. Not that I would solicit anyone for that activity, but I wouldn’t turn it down either.

But, let’s get back to that axle. Strong enough for almost any engine I could feasibly install on the Sprint-T, and at a price I can afford. And it looks cool, too. What more could I ask for? I mean besides free, but I’m talking realistically, what more could I ask for? It looks like I’m going to use the 11 set of spur gears for racing, and the 8504 helical gears for quiet, low RPM cruising on the Interstate between races. If my numbers are correct I should be rolling down the road turning 2382 RPM in 3rd or 1667 in OD. Or I could save a few bucks by only buying one 8503 or 8504 set of helical gears and just use the rather tall gear to work for the Goodguy’s and SCCA and also for the Interstates. I could do that with the 4l60e because of the 3.06 first gear and the 0.7 OD gear.

Or, I could use the tallest gear with a Powerglide for cruising down the Interstate at 2382 and use a 10A set for racing with the 1.82 low gear, or if I can stand the gear whine flip the 10A and get 2255 RPM cruise and not shift out of low until roughly 87 MPH if I let it run until redline. Or on the other hand if I leave the race gears in I shift at about 47 and cruise at 4200. Math is fun! But cruising 60 MPH at 4200 RPM is not fun for very long because I would go crazy stopping to fill the gas tank because of the consumption of running 4200 RPM in a big V-8, not to mention the noise. So if I run the PG I would run the 8503 gears on the Interstate and the 10A set to race. But the thing is if I use the quick change I have the option to use the PG without running 4000+ RPM on the Interstate.

Now, one thing that has to be taken into account is I don’t have welding gear that works on the aluminum axle tubes on the lightweight QC. So I either need to make clamp-on brackets, or farm out the welding to someone who has the equipment. One will take much designing and fabricating, one will take money. Guess which one is in shorter supply around here? But that is a minor problem compared to finding the rear axle at a price I can pay. Not going to say “affordable”, but I can pay that amount.

This was a good day, and this is a good place to end this post.

Got my toes done

I should have done it three weeks ago, but it’s done now and I feel so much better. I feel the need to explain this every time because I never know when I’ll get someone dropping in here completely new, or who reads so infrequently that they never see a post about my pedicures and why I get them, but basically I’ve been getting pedicures ever since I discovered I can’t fold up enough to reach the pinky toe and the piggy that didn’t have any roast beef. My injuries from the wreck and other injuries since then have accumulated to the point that putting my shoes and socks on is a struggle. I don’t like to keep harping on the same subject especially about how I can’t do stuff anymore, it feels like wallowing in self-pity. But I also feel like I need to justify why I’m doing something so self-indulgent as a pedicure instead of just cutting my own toenails. The two are contradictory feelings, but this time my need to explain things won out over my feelings of self-pity over not being able to manage basic grooming on my own.

I have been looking at rear axle assemblies, and the cost difference between the Ford 9″ and a basic quick change, both having floating hubs is actually a very small amount. The part that makes either one really expensive is the fact that I need a differential for street driving, and it has to be limited slip for autocross. If I could get by with a spool I could spend between $300 and $400 less depending on the brand and assembly. I could also cut a lot of unsprung weight if I used an aluminum spool in place of a steel differential. Seriously an aluminum spool weighs about 3 pounds, a limited slip about 15-25 depending on case material. For unsprung weight, that’s a ton, well, a lot but not literally 1000 Kg. That difference is pretty much the same for both types of axles.

I should explain also what “floating hubs” are. It’s not that if I drop them in water they don’t sink, it means the drive axles don’t support the weight on the rear axle housing meaning they can be lighter and less likely to break. The hubs run on bearing races on the housing tubes, that shave a tiny bit of weight off the total assembly. But what is really important is the floating hub housing is lighter and stronger than the semi-floating housing that is most common because it’s cheaper.

Anywho, the Ford 9″ housing with floating hubs is about $900±, the good street centersection is about $1100 for an assembled cost of roughly $2K. A quick change with a limited slip and floating hubs is $2300±, in the overall scheme of things that’s not a very big difference between “good enough” and “perfect”. So, which would you get, “good enough” or “perfect” when the difference is $300 on top of $2K?

Unlocking the technobabble of the Sprint-T frame description

I admit to using probably Too Many Words™ to describe the frame for the Sprint-T, so now I’m going to use more words to try to clear up any confusion. And yes I thoroughly understand how using More Words To Clean Up Too Many Words™ is a Moron With The Strength Of An Ox™. And if you got that last ™ statement, you may have seen Sheep in the Big City. Also happy Coronaversary, the one year anniversary of the Pandemic ending in March, on March 376 2020.

I’m a wordsmith, but sometimes words fail when I’m trying to describe technical stuff. What I’m trying to do now is take car of one of those failures by using more words to fill in the gaps left from using Too Many Words™.

The frame for the Sprint-T is described as an exoskeleton space frame around a fiberglass T-bucket body from Speedway Motors, that is loosely based on a raised rail sprint car chassis.
What loosely inspired this build, loosely interpreted (not this particilar chassis)

What is actually used (in concept) from the frame in the picture is the frame member that runs from the front of the frame over the roll hoops to the back of the car. That is the “raised rail” of a raised rail frame. The idea is to increase torsional stiffness by increasing what is known as the Radius of Gyration, a theoretical concept that describes resistance to twisting by basing it on the volume the structure encloses. I know it sounds like a bunch of hooey, but there is a direct experimental correlation between this measurement and resistance to twisting.

What I’m doing that is different is because of rules I’m making the front and rear hoops actual hoops of one continuous piece of tubing per hoop. In my case they are one length of 1.5″ diameter 0.120″ wall DOM steel. And they are identical front and rear, basically up and across and back down all in one piece to make an upside-down “U” that runs from one lower rail to the other. The rear hoop has multiple diagonals to stiffen it laterally and prevent deflection from loads coming from the side, and to provide a place to mount the shoulder harness straps. The front hoop will not have any bracing above the base of the windshield so forward vision is not obstructed. But there will be bracing below the windshield to make the front hoop more resistant to bending from side loads. There will also be bracing from the top of the roll cage to prevent side to side motion from side forces applied at the top of the front hoop.

Part of that is a brace that connects the front-to-rear frame member (the top rail), that runs over the top of the frame, to the front hoop. To go with that is a brace that runs around the inside of the top of the cage to the inside of the top rail but at the same height to reduce the deflection of the top of the cage. Basically this is another loop closer to the centerline of the frame that connects to the rear hoop directly and to the front hoop and the top rail indirectly through additional braces of lighter material (allowed because this is not a regulated part of the roll cage). This braces the roll cage but is really intended as torsional bracing to keep the frame from twisting under load.

Now the words to describe how to make the top rail of the frame, because that is the tricky part of this build. The top rail runs from the front coilover mounts to the rear of the frame. I mentioned in an earlier post it doesn’t run to the rear spring mounts because those are on the rear hoop, but there will be bracing from the place where the top rail ends to the rear coilover mount on the rear hoop, with multiple braces to triangulate this mount in multiple planes so it doesn’t flex under load. The top rail runs straight between the two hoops with the bends needed to point it at the front and rear terminations starting before or after it passes the hoops. The center of the bend is right on the front face of the front hoop, and the rear face of the rear hoop.

An interesting thing about the front coilover mount is it is determined by where it has to be to keep the front tire used for transit (the tallest of the tires used on the car) from hitting the lower rail of the frame when the tire is at full bump and full lock. I will find this by drawing the tire at full bump and then making the bottom of the lower rail tangent to the tire in the straight ahead position. This will prevent the tire from hitting the frame when the tire is turned because the top of the tire moves away from the bottom of the lower rail as it turns because geometry. As the tire is turned the part that is closest to the bottom frame rail moves forward because the inside edge of the tire gets ovalized in profile, basically turning from a circle into a line when the tire is parallel to the axle. And since the tire can’t get parallel to the axle it becomes a skinny oval safely clear of the frame rail. I guess that to make sure I should draw a rectangle tire parallel to the axle and make sure the outer edge of the tire clears at full bump. And as the SCCA tires will stick out more than the transit tire I should probably check them, too. They are shorter but wider, so there is a chance they could rub a bit if I don’t take that into account.

And I’m starting to do the composing equivalent of babbling, so I’m gonna call this a good time to quit.

I had an idea about something to sell

So I checked and there’s like a jillion people making this already. I’m smart enough to know that I’m rarely the first person to have an idea, and I always check to see if someone else is selling it already.

Another thing I had an idea about was getting those dentures that use implants to anchor them so I can bite into my food again, and maybe be able to chew it. Hey if you’re going to dream, dream big, so I’m dreaming about being able to not have to swallow my food whole, hopefully before my digestive system is unable to process it in that condition. I think I told my Facebook friends what’s going down, but in a nutshell what teeth I still have after the wreck are also falling out because reasons and most of my uppers are gone except for one molar on each side and one incisor that also got broken below the gumline and is now starting to get loose. I knew this would happen eventually and seeing how this year is the 20th anniversary of the wreck I think I did pretty good at dealing with something that usually causes tooth loss within a few months.

I’m going to go with just an upper plate this time as except for the molars most of my lower teeth are intact, if a little hard to get clean. I mean sure, they will have to go later, but I’m hoping by then I’ll be on Medicare and can get insurance to pay for it. But for right now I have to see if I can get the good upper with the implant anchors.

No car news because I was doing things™ at the bank. I had a check to deposit to Mrs. the Poet’s checking account and transfer some money to my account, and the lobby was open and had tellers today so I didn’t have to stand outside at the full-service ATM that can take deposits. I’m going to make the suggestion that the ATM outside the lobby be changed to one that can take deposits like the one in the drive-thru, so that people can come in out of the weather to do their after-hours banking. I don’t know how well that will be received, but I’m gonna try it.