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The Bench Racers Journal
Chapter 120

I could not get home quick enough. Thinking about some of these articles had me stoked. I just hope it doesnt get all political like those other articles in Karting World magazines had been lately.

The whole reason to stop by Franks was to get some input from him about the piston ring grooves. But he seemed so upset about nothing fitting like he had expected, I didnt even bother. Guess I am on my own for now. I just dont want to set up all three engines the same and they fail when we make our next race.

Let me think about this. Maybe leave the other two engines alone. Both Chris and Steves engines will have the E-65 pistons with all three rings. I will use my engine for finding out what does or does not work so well. The one backup engine can be left alone too. That way, in case my engine bombs, I wont be out of play for all three of the heat races.

So tonight was a total bust, except for the borrowed magazine I picked up from Frank. I am still uncertain on which way to go on the test piston in my engine. There wont be much chance of getting any sleep until after reading Franks magazine cover to cover either. But I sure dont want to wake up more engines blowing up again in my dreams like last night.

Frank actually ordered all of the upgrades we had talked about. Well everything I had suggested. I did spend a bunch of time checking out the kart tests and every ad having anything to do with either the Super-K or A-bone even before considering my recommendations to him. Unfortunately that did not amount to very much.

I remembered reading about one kart test for the Rupp Super-K in last years May 1960 issue of HOT ROD. It was probably the best information for what I was wanting to find out. The article had actually suggested shortening the wheel base on this first version. After testing it on the track, in the drivers opinion the wheel base was way too long.

There were some other issues that plagued the test kart. The tread width was too narrow on the rear. Some oddball drum brake did not hold up so well. But Herb Rupp(aka Mickey) had mentioned in the article this first model had been built over the winter and not track tested yet. Seems they had a massive snowfall in early spring laying down three feet of white fluff.

According to the article Rupps only attempt of testing the new prototype Super K was inside a huge gymnasium. Maybe like an FFA arena or something along those lines. There was nothing more specific. I didnt think you could get much feedback driving on a flat hardwood basketball court.

I wonder why Frank had figured all of upgrades would just bolt right on without any alterations? Hmm, with that engineers mind of his, I think he would have asked a whole lot of questions when ordering the parts. He did say how tight he was with Mickey Rupp, aka "Mic" if you are Frank. Maybe I am missing something here.

After calling it quits for the night, I spent my time focused on this February 1961 issue of Popular KARTING. One thing I immediately noticed is how out of date most of the articles seemed to be. A lot of them were similar to others from  last year in the very first magazines I had even read. Many of the ads were still advertising karts with dead axles.

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Popular KARTING Feb 1961 cover

Well this is a February issue. It would likely have articles carried over from last year to fill up the pages over the winter. Some less than premium filler articles and reports not worth using during the racing season. The crash helmet article was not so informative like I had hoped. But I did learn that 19 of the 33 entrants at the 1960 Indy 500 Race were wearing McHal helmets.

This article also mentioned that the SCCA rules had made Bell helmets mandatory in all events. They just recently come out with the new 500 model. Sure looks cool. But way to pricey for me right now. I will stick to the old drabby colored Buco that Frank sold me cheap enough.

The next article was coverage of the inaugural Pacific Coast Championship Endurance Race at Vaca Valley Raceway just outside of Sacramento, California. Wow that sure was a mouth full. This has some very good information relevant to running a long distance race. Useful ideas and problems worked out by the drivers during and after the races.

Some of the other articles were not so much worth reading right now. Mostly boring or out of date already. The one surprise was about that WESTBEND Soup-Up. Well if you could call it that. Some of the things that were done did make good sense. Well from Frank, that would be good smarts. But I sure would have not even considered modifying the intake and exhaust ports the way these were done.

The modifications consisted of mostly bolt on parts. They used the Go-Power intake manifold with stuffer. This is probably the one most important improvement that made the engine run so much better. This article must have been written back before the newer style intake manifold like the engine comes with now.

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Westbend stock intake manifold

The early style manifold had no stuffer. It was just flat with either a 4 or 6 petal reed. Frank made sure to inform me his engine was a deluxe model. It should have the 6 petal flat reed and newer model Tillotson. But still only a flat plate with no stuffer.

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Westbend step 2

The new style Westbend intake manifold has a full stuffer and also their own style V-reed four petal cage. It is a lot different from what Go-Power copied from Homelite and sells now along with the new 6 petal pyramid reed.

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Westbend step 2b

Another modification is filling the voids with epoxy on the side cover similar to what is done on the Clinton engines. Most articles I have read consider this a good improvement. But the epoxy does not seem to like alcohol, if someone were to go with alcohol or different exotic fuels.

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Westbend step 2b  

Replacing the stock piston with a higher compression style sure didnt hurt. It still has the thick rings like the stock piston tho. I know there are thin ring pistons available. But I am betting this is a much older article that never got chosen to be published until now.

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Westbend step 3

For some weird reason the mechanic that did the modifications chose to square the ports only on the bottom. Does that even make any sense at all? I guess when the piston is all the way down, it must be below bottom of ports. As per the article, these ports were lowered 1/10th inch and squared off just on the bottom. But the tops were left stock and still round. This sounds goofy screwed up to me.

At least the ribs were narrowed a little bit, but not nearly as much that could have been done for all out modified. Well I am bench racing again, since only going by the pictures of the work done. So I dont actually have a Westbend of my own that runs, then may be wise to keep my opinion to myself. But what fun would that be?

There have been plenty of articles about fully modifying these Westbends. Some very impressive looking work on the ports too. Unfortunately this article would not even qualify for a consolation price. So no chance of this article making it to the main event. It is that bad, based on my limited knowledge about kart engines I have picked up on in the last six months.

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Westbend step 4

I went ahead and put pictures up of the work done in the journal here. This looks too far out for someone to believe not actually seeing the proof. I now wonder why Frank had this article circled on the cover. Then he suggested I read up on it to enlighten myself. Just from everything else I have read about modifying engines, this way is not the way to go.

Now the engine builder did change over the earlier model stock HL-15 carburetor to a Delorto. I sure dont know much about them. But it does have a 3/4 bore. It is also a slide valve, so there are no restrictions when the carburetor is fully open. No choke, butterfly, or shaft to restrict flow. This is one thing that can make a huge difference, even if the porting is all wrong. But that is just my not always so humble opinion.


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Westbend step 6

I realize over the last couple of years, I have become a lot more opinionated about certain things. I get into arguments with adults over particular subjects. I know I should respect my elders. Everyone but Frank, of course. Things I know I am right about. But arguing with Frank, well after a few run-ins with him, I decided it was a complete waste of time.

Even when I was right trying to argue with Frank, which has been every time so far, I found out soon enough it makes more sense to subtly put the idea out there. Get him to take the bait. You know like ask him for advice or his opinion, then ask him about other ways I have seen. Then let him make the decision or figure out for himself, instead of just going at it directly. Unfortunately he usually misses the boat and sinks.

If I drop a few hints from time to time, or even express my opinion about something without arguing against him, he sometimes comes around to what makes more sense. But I do get impatient way to much of the time. Its like when I spent all that time fixing his kart at the track after he spent all that time fixing it himself.

I had asked him about some of the things he improved on at his house before going to the track. But his answer made sense up until it was proven wrong on our last practice day. I really wanted to throw it in his face about all the time I wasted fixing his mechanically challenged improvements.

But I also learned so much by working on his kart that day. Then getting to actually drive his kart after the work was done. Well, I would have bet my next bologna and cheese sandwich he never had any intentions of letting someone else ever drive his kart. He is that anal about it.

Now Frank made a point for me to read up on this article. I dont think it is a good way to modify the engine. Well at least the porting is not the way I would ever try. I wonder what his angle is here? I am going to keep my mouth shut this time and see where he goes with it.

If Frank does quiz me on what I thought about the modifications, then just play dumb. I will try to get it turned around to find out what he thinks about the mods covered. If I get him talking, he will tell me everything quick enough. That is one thing he is predictable about. He likes to talk about himself and his exceptionally gifted brain with that store bought education.

So back to reading articles in this magazine. The next one is about building your own kart. But this one seems to be a few years out of date like most of the others. It is the basic Go-Kart 400 kit. Simple enough for people without any equipment needed to do a very early model style frame build. So that was sort of a waste of time to read. I have read better articles in HOT ROD and Rod & Custom from 1958.

The general welding article was not too much good either. Basic information for someone that has never welded before. Those semi-inexpensive home kits for the real do-it-yourselfer. The information given would be best served to someone that never actually follows thru and buys one.

Unfortunately without some initial instruction, then a ton of practicing, any new guy has little chance of welding thin wall tubing successfully. Then that chance of building a decent kart frame is more of a pipe dream. Or most likely a pipe nightmare burned thru. Just a nightmare full of holes.

The kart test is finally something I thought worth reading. Except for what I assumed are mistakes in what is given as the specifications. After reading the article I did figure out this is their first kart test. Tho is written as ROAD TEST No. 100. It should have been 001.

As I spent more time checking over the pics with a big magnifying glass, the kart has some good ideas. But a few things not so great. One very obvious thing is the steering shaft is 1/2 inch. Another negative is the welded 3/4 round steering wheel. Can you say bad idea and cheap?

At first I thought it more closely resembled the Hornet S-85. But after seeing a good side view in the 100 miler race, it looks like this frame may be slightly closer to the one of the Bug kart frames. It is also cool to see there were a few of these entered in the 100 mile race at Vaca Valley. One of them finished second in the B-Super class.

What makes this a potentially good kart, although with some serious flaws, is there were 106 entries but only 42 actually finished. That means the kart is probably well built, but with several things I would change. Me and Steve have learned a ton of things since last spring. But it has been probably been more than a year and a half ago since that race even took place.

A whole lot has changed just over the last year. I dont know when this race was run, but had to be no later than in the summer of 1960. After all of the information from Mr Jack Peck about what they learned from traveling to the 1960 Nationals in Azusa, it makes a lot of sense to me right now.

From the Nationals in 1959 all of the competitive production karts changed over to live axle. One year later, tread widths and wheel bases were always changing out and trended more toward shorter and wider now. This years karts are getting even shorter and actually handling so much better without having to use all of that body language.                                          

Man, the more I read this magazine, the more I wish I was already asleep tonight. But I do have to read all of it before putting the magazine down. They have a KARTS MARKET PLACE for new items. One thing I had to read again, just to make sure it was for real.

Solving the problem of driver identification while on the track for scoring has been an issue since the beginning. Especially for larger number classes and long races. Jim Rathman, yes that Jim Rathman, has solved this very problem.

There are not any good places for putting your numbers on a kart. But Jim came up with a solution. He has devised a unique fix for this by mounting a number panel using suction cups on top of any helmet. Yep you read that right.

You have a 6 by 8 inch number panel sticking up on top of your helmet. Now everyone can see what number your kart is as it buzzes around the track. It has been track tested to 125 miles an hour according to the information given. So these have been out for more than a year now and this is the only time I have seen any information.

Now back to that article covering helmets. My original assessment was not so great. I read the first two pages, then got totally sidetracked with the 100 mile race coverage that followed. After catching up to the rest of the helmet article in back of the magazine, it turned out to be very informative. A lot of good information covering things I knew nothing about.

Well I have school in the morning. Oops, it is already morning, just the sun has not come up yet. I need to catch some z's before it does make a showing. Then finish this week of school. Hopefully some afternoons that I wont have too much homework. My brain really needs to keep focused on getting our engines finished.

I will try to make another run to Franks house in a few days offering some help again. If he needs bushings for the steering shaft, they can be made on my lathe. That is if he didnt already pick them up at the hardware store first. Maybe he wont be too juiced up this time. Well it is lights out for now.


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.jpg   Popular KARTING Feb 1961-1.jpg (Size: 1.01 MB / Downloads: 48)
.jpg   Westbend stock manifold with carb.JPG (Size: 476.02 KB / Downloads: 49)
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.jpg   Westbend soupup Step 3.jpg (Size: 257.45 KB / Downloads: 46)
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Chapter 121

After school today, I spent some time going over how the fixture needed to be built so the carburetors can hopefully be bored out fairly soon. I sort of worked out something in my head, but still not sure about the details just yet. There needs to be some type of plate to bolt the carburetor down regardless of how I build the fixture. Which as of now I am completely in the dark. So at least this is something that can be made at home tonight for starters.

One piece of that scrap aluminum I picked up last week from Mr Sadeskey is 1/2 inch thick plate. I am fairly certain this one part of the fixture wont change so much before figuring the rest of it all out. There will be two sets of small holes drilled so the carburetor can bolt to from flange side and from the air horn.

There will be a hole drilled in the center large enough for that one long tapered reamer to pass thru. The size and shape of this plate is not important yet, just so long as it is larger than the carburetor bolted to it. For now it can be square or rectangle and should work. Then cut down any excess after I figure the rest of this fixture out.

While the flat plate was clamped in my small drill press vice, something hit me like a ton of rocks. Lets say that figuratively so it doesnt cause a major headache or concussion. I mean just like that I saw something without it being there in plain sight. This prompted me to hurry up and finish drilling out the two sets of bolt holes and a large one in the center.

My first thought was hoping this drill press might use number 3 Morse tapered mandrels just like most of the larger drill bits and reamers I am using to bore out the carburetors. With this flat plate now finished, I see how easy it might be to use the drill press on very low speed to modify the carburetor bodies.

Before destroying a good carburetor, I should do a test run with a junker first, just to make certain it does work. If successful, I can finish these tonight. Then just chuck up on the lathe and polish the air horn blending it in to the venturi.

After some in depth thoughts in my head, I realized all that needed to be done is set the travel of whatever reamer or bit being used. Then swap out carburetors one at a time. The flat plate gets clamped in my small vice and carburetor body is centered automatically when reamer is fed down. So long as depth is correct, then all three carburetors will end up exactly the same.

First by feeding the reamer down, it centers to existing bore, then I clamp the vice in place on drill press table using a big C-clamp. So much for semi mass production techniques on the shops lathe in school. Of course this looks like it will work, but I am still thinking about the rough sketch Mr Sadeskey had drawn out for me. Something is making more sense now that I have part of the fixture worked out like he was trying to explain to me at school.

Now that I am seeing things more clearly, this fixture really isnt that complicated. What I kept missing on is how the carburetor body would be centered when chucked up in the lathe. The carburetor still needs a way to be moved around on the fixture itself to get centered to the throttle bore or air horn.

I decided to scrap the idea of using the drill press tonight. Instead go ahead and work out any bugs on the main fixture. It sure isnt complicated as I first made it out to be. So long as there is enough adjustment, nothing even has to be running perfectly true when mounted in the lathe chuck. Well it does need to be close. I will try to make it run true as possible with what there is to work with here at home.

It amazes me sometimes how much work can be done without constant interference and distractions. Tonight I managed to complete the fixture and so far should work great set up on one of the lathes at school tomorrow. Using my small lathe here in the garage, there is too much guess work and compromises trying to hold those big reamers centered, since they dont fit the tail stock. Otherwise I did manage to work thru all the steps and figured out how to do everything on the scrap carburetor.

OK, I know what your next question is. You want to know why I am going to all this trouble if I have already bored one out on the small lathe here. Well that first carburetor was all guess work. I was doing the work in small steps. So nothing was set up for a repeat performance, so to speak.  With the fixture and now sure of which tools I need have eliminated any problems attempting to repeat what I already tried on that first carburetor.  

This morning I am waiting for Mr Sadeskey to unlock metal shop. He accidentally locked the keys in his car. He did say a spare car key was hidden, but did not tell where. With last nights confidence boost, I am really hoping to finish these carburetors today before school starts. The teacher finally returns and now it is time to show him the fixture.

Mr Sadeskey looks over everything and studies the fixture closely. I had already bolted up a carburetor body so he could see exactly how it fits together. While he kept his focus on the rectangular plate, I explained about the over sized holes and bolts that hold it together.

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carb fixture 2

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flat plate

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carb fixture 1

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carb plate screws

You may wonder why I went to so much trouble cutting these bolts down to work. Why not just drill the hole oversize instead? Well that is what I had planned to do. But while digging in my big bucket of bolts and beyond, I found these and thought how cool. They should work perfectly.

When the fixture is chucked up, I use either a center in tail stock or even a reamer that fits in one end of carburetor body to make sure it runs true. Then tighten the two special 1/4-20 screws that holds the plate. The shank of screws are undersized and holes in plate are drilled out larger. So there is some movement to get carburetor centered. You tighten the screws and start boring it out.

This is very well thought out Rick, urr, uh his brother. Sorry uh....Terry. You did a good job figuring out how to set it up and work around potential issues. I think you are on the right track to reaching your goal.

[Image: attachment.php?aid=5161]reamers

So these are tools you are using to machine out the carbs?

Yes sir. On the left is one just for throttle bore. The next one is for venturi. These next three will open up the air horn in stages. That big tapered one is only used to flare out the end of air horn.

With what I brought here today, the carburetor bodies should be all done with nothing else but finish work. That can be done at home if I run out of time here in school. I almost short cut the fixture and planned to use just that flat plate on the drill press last night at home. But ran into some snags and afraid they might not all turn out exactly the same. Or worse even messing them up.

It is good you thought all of this thru so there will be less chance of ruining them. You show good mechanical aptitude. I think your little project is going to work out well from what I can see looking over this fixture here.

If you want to go ahead and set this up and start, then get busy. I have some school work to attend to. But I will be back to see how things are going. That is unless you need my help directly.

No sir, I dont want to hold you up. I have worked out most of the problems in my head and dont expect any major issues than cant be addressed. If I do need your help, will you be around somewhere?

Oh yes, I will either be in the attendance office or next door in the teachers lounge. If you do need me, I can help you out, not a problem at all. Dont hesitate if something is amiss. That paperwork is not nearly important as teaching you kids. Well in my eyes it isnt, but the school secretary might not always agree with that.

Once again, I was left alone in the shop to work this morning. The last time here in the shop Mr Sadeskey actually spent most of the morning showing me how to operate this lathe and giving me ideas on how to build the fixture. It would not take too many mornings with his help to find out just how useful this shop could be for most of my other projects.

I looked over my shoulder and reminded myself of the near disaster where the chuck key was embedded in the wall. So chucking up the fixture in lathe, I used one of the reamers to center the carburetor. Then tighten up those two screws. Checking over everything again, making sure the fixture is secure in the chuck, AND setting the chuck key down on the work table first, it is time to power up the lathe and make some chips.

Working thru the usual trial and error, again heavy on the error part, I figured out it was better to bolt the carburetor on flange side first. The reason for this is to machine face of air horn to make sure it is flat and square to the bore. It seems that surface is not exactly square to anything.

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Machine air horn

Next step is run the 13/16 reamer in and open up the venturi. As of now the biggest carburetor venturi is still at 3/4 inch. So this one is bigger. Follow that up with the 15/16, then right behind using the one inch reamer to open up just the air horn. This diameter stops then transitions down sharply right at the base of venturi.

I am using a slightly larger reamer next that dad thinks originally was for kingpin bushings on something. Not sure if a big truck or could even be for a forklift. He did not have a clue. This reamer is only 0.015 inch larger and tapering smaller right before blending into where the venturi chokes down.

[Image: attachment.php?aid=5159]bored out air horn

This is followed up with a #4 Morse tapered reamer. It is only used to taper the outer part of air horn. Just a slight angle like a funnel shape. This makes it a lot easier to blend everything together later using course Emory cloth. Then following that up with some finer grit for a smooth finish.

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throttle bore

With the face of air horn now machined square to the bore and flat, I can flip the carburetor around and run a long shallow tapered reamer thru to open up the throttle bore measuring just over 7/8 of an inch. This is big as these chainsaw carburetor bodies can be opened up before breaking thru the low speed fuel chamber. The long shallow angle of reamer will taper down and blend smoothly to diameter of venturi.

Normally most carburetor throttle bores are cut in straight with just a square edge. Since the air flow is from the other direction may not affect anything if done this way. Well that is what I am assuming since all of the Tillotsons are machined the same.

So I took a stock Tillotson like used on most chainsaws over the last 5 or 6 years opening the original throttle bore from 13/16 to just over 7/8 inch. The venturi could be 1/2, 9/16, 5/8 or 11/16 diameter on any of these carburetors. Now this one measures just over 13/16 inch when finished. The tapered reamer used for throttle bore blends to the 13/16 diameter that was first done and opens it slightly larger.

The most obvious difference in appearance is how much the air horn is enlarged. On all of these stock carburetors the air horn is 7/8 inch. After getting bored out, the air horn starts at 1.015 and tapers out larger to 1.030 inch. So nothing restricting air drawn in to venturi then pull fuel thru metering circuits.

I had just over an hour working in the metal shop here at school this morning. Mr Sadeskey left me to my desires. I have been successful in modifying three more carburetors today. There was enough time to use the Emory cloth and blend the different angles and transitions from venturi out to the face of air horn.

Mr Sadeskey came strolling back in shortly before the first bell even rang this time. I was already cleaning up the lathe and boxing all the reamers and parts back up. As he approached I handed one of the now finished carburetor bodies to him for final inspection.

I am very impressed Rick. Uh, anyway this looks like excellent work. It is a shame you are not enrolled in my shop class this semester. Your project would definitely get very high passing marks. I hope you put this much effort in other endeavors. If so, you should have no problem overcoming obstacles than may fall your way in life.

I will be very happy to help you in the mornings when I am available. Which is usually most days. I really enjoy working with students that come to school to actually learn things. Just give me a heads up when you want to use the shop. I am already looking forward to having you in class next semester too.

After the carburetors were bored out I made sure everything was cleaned and put away. Then wiped down the lathe with oil. I heard the first bell ring and decided it was time to head out. After washing my hands, I thanked Mr Sadeskey,  loaded up my toys then walked across the hall to draw more stick pictures in Drafting.

When we jumped off the bus after school, Steve followed me home again and in to the garage. Not so common on school days, but I can tell he is itching to get back out to the track and race again. He had time to finish most of his homework on the bus ride home. Any more progress? Steve asked me this since we normally sit together, but the bus was already at capacity and we were at opposite ends today.

Heck yea more progress. We are on the home stretch Steve. I hope by this weekend it might be possible for at least a practice at the track. I wish there was more time to do a couple more sessions, but I want to go race. The last few weeks with all this work is getting old.

Even tho I am enjoying working on the engines, it is time to put some laps down. I think everything is ready. Just need to bolt the engines together. I worked thru most of the holdups and will find out if everything actually works or not. I am leaning towards it working tho. Like in a big way.

OK, the carburetors are finally bored out so they can be put back together. Do you want to work on those today?

Heck no, I dont want to get near those things. There are too many little parts inside to screw up or loose. No, you keep up the fight, I will be here for moral support. And if you got a Coke or something, even a Mountain Dew, then I can grab a couple for us to drink.

Tell you what Terry, I will bust my butt when engines are ready to bolt up to the karts. I will even put your engine on for you. That is how nice of a guy I am. Hey man, got any more M&M's left? I sort of got a sweet tooth today. You know maybe trade for some work?

Wow Steve you are so helpful some times. Just hardly ever when you are over here for some reason. I reached in my pocket and pulled out a hand full of change from coke bottle deposits. Here, go double up on everything while I get busy. Steve snatched it out of my hand really quick. Dont open up my M&M's and eat any of them this time. Make sure not to put them in you pocket either, I dont like mine all melted.

Gee, you sure are bossy today. Maybe I should go home and come back over later in case this is a Twilight Zone moment taking place right now. Steve ducked outside and disappeared as I tried to take a swing at him.


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.jpg   Reamers for carb mods.JPG (Size: 486.39 KB / Downloads: 24)
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Chapter 122

Steve came back from a quicky trip to 7-11. Then decided he needed to leave so not to be late for supper. He does not like missing any meals, especially mom made meals. I snacked out on some warm M&M's and a not so cold Mountain Dew. Fortunately this is one soda I could drink hot or cold if no other choice.

I had to call it quits early tonight because of school work. Mom does not usually press me for doing homework unless she has that sense I am slacking. Or that fateful report card agrees with here sixth sense. So tonight my head is in the books.

Much as I have grown to hate Algebra I, my brain still wants to figure out how to do it and what the heck I could use this stuff for. There has to be something I can put to use with all of these equations. If just one thing I could apply to say like the kart stuff, then my brain might absorb more of it and I can finally decipher its encrypted meaning and function.

Another great project I have been putting off is that English assignment. Originally I had planned to skim off last years Language Arts project. Just do a rewrite on my story and call it all good. But after looking over my choices, something came to mind. It naturally would have something to do with racing. Well karts in particular. That is one subject I wont get tired of for a while yet. Maybe never.

Instead of writing a bloviated story about our short time in the realm of karting last spring, I was thinking more about an advertisement or something like a presentation. Unfortunately this particular choice would involve doing an oral report in front of the whole class. Yuck!

So not only the printed advertisment, but at least a five minute oral report to boot. Now why would I waste this extra time when I could get away with just a written story? Obviously there is some motive here and I am putting the details together as this is being written down in the journal tonight.

For my assignment, doing an oral report means less paper work to turn in. Also less grammatical errors to get down graded by. So this may be a winner taking the extra time in front of class. To make sure the oral presentation is decent, this means time in front of the mirror practicing until satisfied with my performance. Then a trial run in front of Steve or even Chris. Chris would enjoy learning about anything kart related, but Steve will be a lot more critical about my presentation.

To kill two birds as they say....... I will do my assignment on building up and modifying the Clinton engines. But not just any Clinton. No, I am talking about one of the rarest of them all, The BLACK PANTHER. Yes that very engine. The one they said was never sold over the counter. It is so rare I might have the only one known to exist, or that was never even made. Well that is after I build the first one.

I will make an in depth pitch to the class about this engine. Sort of like a presentation about the Special Racing Division of the Clinton Corporation. Wow this could actually work. I can get into making good grades for building engines for the karts. YEA HA!

Introducing a limited production engine already fully modified from the factory. Wow, this will allow me to pull off playing on our kart stuff later into the night and put all that effort on getting the engines closer to finished so we can go race. Just think about receiving an A+ for all of the work already done to one of the Clintons so far.

To really top it off, I can paint this special engines all fancy in Satin black with the ghost outline of a Panther on the shroud. OK brain you are on a roll tonight. Lets make this really happen. So all I need to do it put a portfolio together more or less detailing my project and turn it in tomorrow by the time English class is over. It is the deadline.

So I do an in depth write up of the modifications done to the engine compared to the stock one. I could just clip out some ads from magazines with detailed captions or ... Wait for it ... What if I actually build up an engine just for the presentation, having a completely stock engine for comparison sitting side by side. The engine does not have to even run, just look fast.

To make it even more believable, ad some dyno charts to show how much difference in power output the modified engine has over the stock one. Now this is how teaching should be. Apply it to something actually useful so that students would stay interested and apply themselves.

But I was just thinking about someone else doing this based on something they might be interested in too. I sure dont want to listen to some girl raving on about ballet dancing and how exciting it is to be on stage tippy toeing around in pink tights wearing a tutu.

Mom dragged me to a recital to watch the neighbors kid one time. She said I needed some culture. Watching them dance really looked painful to strut around all stiff like on the tips of your toes. Some of the dancers had their hair drawn up so tightly in a bun, causing what looked like facial disfigurement. The skin was stretched so much they had a forced smile like Howdy Doody and could not even close their eyes.

At the recital when this one girl would breathe, I could see her nostrils flare open really big. Its like she had just sniffed a bunch of pepper and trying not to sneeze. I started a fake cough then excused myself before laughing too much and upsetting the parents.

Fair enough, if someone can sit thru my presentation, I can give the same respect back. Well I can sit there and tolerate it just so long as I get a good grade on my assignment. When that day comes, I will be sure to volunteer first, just to get it over with. After that I can drown out anything too boring or just plain lame. Maybe work on Algebra or sketch out some ideas for the Hornet S-85. Yea I got this.

Well I dont remember if the portfolio is a major grade or even being graded. Just something the teacher can get a feel for when the actual assignment is due. If the portfolio is counted for even 25% I would have to put a lot more effort into this tonight. Tomorrow another day in paradise, err I mean school again. Good night journal, for now.
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