Personal Project Summary
Go-Cart2001
TV Footboard2013
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CB-Roadster2007 - Current
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These are the projects I designed and fabricated while at home. As far back as I can remember I had a workshop at my house full of wonderful tools. This is where I spent countless hours figuring out ways of using the tools to fabricate the things that I thought up on a daily basis. At age 16 I was taught how to stick weld and a whole new world open up for me.
Design and fabrication is a big part of my childhood memories which is why I'm so fond of the work that I get to do for a living.
Design and fabrication is a big part of my childhood memories which is why I'm so fond of the work that I get to do for a living.
Go-Cart - High School Home Project - 2001
The summer before my senior year I started building my own go-cart from scratch. This was my first gas powered design with 4-wheels. Prior to this I built two chainsaw powered scooters. As with most of my designs, I started out the go-cart with a blank sheet of paper. I then went to a muffler shop where I bought exhaust tubing and had them bent to my specs. I was told that exhaust tubing wouldn't work well and it wouldn't be strong enough. I didn't listen and continued because I wasn't afraid to make mistakes. I built every part of the cart by hand, including the spindles which incorporated grease fittings for lubricating the bronze bushings.
This is what the go-cart looked like after 5 years of abuse. I even ran it into a tree at one point. The tree was killed for sure, the front tube was only dented, as you will see.
This is what the go-cart looked like after 5 years of abuse. I even ran it into a tree at one point. The tree was killed for sure, the front tube was only dented, as you will see.
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Notice how one of the brake pads is a little too big. I happened to find one off my car that was laying around the shop. Of the many things I learned from this project, the most important lesson was nylock nuts save lives. When a hex nut vibrated loose on the outer end of the steering link, the bolt fell out, the left wheel turned inward out of control, and I ended up in the hospital. Luckily it wasn't serious and I lived to tell the tale.
Progressive Rate Pushrod Suspension - 2004
While riding my pocket bike one dark night I hit a speed bump at full speed. The impact was hard enough to crack my frame. This made me realize how important suspension is, especially seeing how the pocket bike had no suspension at the time and the speed bump nearly sent me flying at 25mph. I decided to add a suspension to cushion the ride and to extend the leg room a bit. It's a site to see me on one of these for sure. I'm 6' 3" in case you were wondering.
The new suspension wasn't a simple setup, shock and swing arm, like most suspensions. I wanted to have some fun and apply the skills I learned in Kinematics and Dynamics, so I built a progressive rate suspension. As the shock compressed linearly the spring force increased exponentially. This design essentially eliminated the possibility of bottoming out the suspension and it provided a very soft initial displacement which worked out perfectly for on and off road bump. This type of design is often called a pushrod suspension and it is used on all F1 race cars. The reverse trike project, shown below, utilizes the same type of suspension.
The new suspension wasn't a simple setup, shock and swing arm, like most suspensions. I wanted to have some fun and apply the skills I learned in Kinematics and Dynamics, so I built a progressive rate suspension. As the shock compressed linearly the spring force increased exponentially. This design essentially eliminated the possibility of bottoming out the suspension and it provided a very soft initial displacement which worked out perfectly for on and off road bump. This type of design is often called a pushrod suspension and it is used on all F1 race cars. The reverse trike project, shown below, utilizes the same type of suspension.
Carbon Fiber Rear Seat Cowell - Added storage space for my motorcycle, 2007
This illustrates the process that a friend and I went through one night to make a rear seat cowling for my motorcycle. The goal was to add some storage space for my motorcycle cover and caliper lock. The cowling is now over 10 years old still in great shape.
CB-Roadster - Reverse Trike Bolt-On Kit
Inspired by my curiosity and desire to improve upon motorcycle safety - Currently in the making...
In 2008 I started participating in recreational motorcycle racing/training events called Track Days. These events teach the novice rider the skills needed to push their motorcycles to the limit. This experience was extremely exciting and, at times, down right scary. Traveling on two wheels requires you to be in control of the bike at all times. One slip in the corner from front or rear tire and you're skidding along the asphalt, wondering what happened. A worse alternative, you high-side, and you're flying through the air. Both scenarios are the nature of the beast when it comes to pushing corner speeds on a motorcycle. Corners are typically where the bike's tires are pushed to their limits.
Below shows the two major outcomes in a corner when traction fails on two wheel. In 2008 I participated in the Grand Sport Speedway (GSS) track day event, shown in the two pictures below. In the very same corner I also lost rear tire traction, but I was lucky to regain control. During the 30k+ miles I've ridden I've low-sided my bike a hand full of times and for this reason my bike stays parked in my garage waiting for my bolt-on kit to be complete.
Below shows the two major outcomes in a corner when traction fails on two wheel. In 2008 I participated in the Grand Sport Speedway (GSS) track day event, shown in the two pictures below. In the very same corner I also lost rear tire traction, but I was lucky to regain control. During the 30k+ miles I've ridden I've low-sided my bike a hand full of times and for this reason my bike stays parked in my garage waiting for my bolt-on kit to be complete.
Hi-Side - GSS, 2008
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Low-Side - GSS, 2008
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"There are old riders and bold riders, but no old bold riders."
- J.A. Jance
I'm the rider up ahead, followed by an instructor with a GoPro. - Texas World Speedway, College Station 2009
Around the time I had the idea to make this bolt-on project a new type of 3-wheel motorcycle had hit the american market, the Can-Am Spyder. This was a reverse trike, two wheels in the front and one in the back. It looked like a great way to enjoy the open feel of being on a bike but with added stability and the ability to slide in the corner without loosing total control like it's 2-wheeled relatives. Unfortunately the Spyder too has its faults, in my honest opinion. The major one I noticed while test driving one was the high center of gravity and inability to lean. When cornering, even at low speeds, it's possible to get the trike up on the outer two wheels if you turn too quickly. After experiencing this first hand during the test ride in a mall parking lot I began thinking of a way that I could improve upon the Spyder's design. I realized that if the Spyder was to lean into the corner like a motorcycle, the CG (center of gravity) would be lower and it would be moved towards the inside wheel. I felt that this shift in the CG would greatly help keep all three wheels on the ground. My hope was to slide in the corner, rather that 2-wheeling and potentially tipping over.
Take a look at the 1 minute mark in the video below and you will see what I'm talking about. Once the Spyder is up on two wheels the rider is forced to quickly let off the gas, straighten the handle bars, or brake to avoid tipping over. When this happened to me I was at much lower speeds and I was anticipating it happening. I've been riding 4-wheelers since I was four years old. My family and I lived a mile from Croom Motorcycle Area of the Withlacoochee State Forest, and over a period of 10 years we spent countless weekends at the park. The Spyder feels and reacts surprisingly similarly to a 4-wheeler.
Take a look at the 1 minute mark in the video below and you will see what I'm talking about. Once the Spyder is up on two wheels the rider is forced to quickly let off the gas, straighten the handle bars, or brake to avoid tipping over. When this happened to me I was at much lower speeds and I was anticipating it happening. I've been riding 4-wheelers since I was four years old. My family and I lived a mile from Croom Motorcycle Area of the Withlacoochee State Forest, and over a period of 10 years we spent countless weekends at the park. The Spyder feels and reacts surprisingly similarly to a 4-wheeler.
I think the Can-Am Spider does a great job of providing a stable and significantly safer platform for enjoying the open cockpit feel of a motorcycle, but it lacks the motorcycle feel of cornering on 2-wheels. My goal of the trike that am building is to more closely resemble the feeling of being on two wheels. If I can reduce or eliminate the possibility of rolling over in a corner it will be an added bonus. In addition, I want it to be able to be bolted onto many types of motorcycles. I feel that there is a market for something like this. Riders often loose confidence in their riding ability and sell their motorcycles after having an accident or simply from one too many close call. I slowly stopped riding my bike because I no longer feel invincible. My hope is provide a way to enjoy the same bike in a safer way, for me and maybe one day for others. I'm not the only one who feels this is a good idea, during the time I have been working on my design someone else came up with their own which resembles the .
The idea I had was to design a bolt-on, dual front wheel kit for my motorcycle that would make it safer to drive in all aspects, yet feel as if I was still on two wheels. There is no replacement for the feeling we got when we learned how to ride a bicycle for the first time, which is why I insist on building in this functionality. I have not included the linkages that will attach the suspension to the motorcycle in the 3D model, mainly because I'm still working out the details.
I started building the frame when I was working at Perry Slingsby Systems. I bent each of the tubes by hand using a Parker tubing bender. I used my phone's clinometer app to verify the bend angles.
The idea I had was to design a bolt-on, dual front wheel kit for my motorcycle that would make it safer to drive in all aspects, yet feel as if I was still on two wheels. There is no replacement for the feeling we got when we learned how to ride a bicycle for the first time, which is why I insist on building in this functionality. I have not included the linkages that will attach the suspension to the motorcycle in the 3D model, mainly because I'm still working out the details.
I started building the frame when I was working at Perry Slingsby Systems. I bent each of the tubes by hand using a Parker tubing bender. I used my phone's clinometer app to verify the bend angles.
To be continued...
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1984 Porsche 944 Restoration - 2012 to 2018
During my senior year in high school, I purchased this beauty for less than $4k. What a bargain I thought. I later realized the car was not maintained well but it ran and kept me going for a little over a year until the maintenance became more expensive than my college budget could allow for. I decided it was best to park it under a tree back home rather than selling it for parts.
Before graduating I had acquired the funds necessary funds to get her back on the road. Unfortunately, I underestimated the amount of maintenance the car needed, and while attempting to get all cylinders to fire the timing belt broke. Being an interference engine this allowed the pistons to crash into the valves causing major internal damage. I was at my wit's end with the car at that point and gladly took an offer of $400 from my good friend that was helping me at the time. Three years later my friend no longer had space for the car and offered to give it back free of charge. Reluctantly I towed the car back home to sit back under the tree.
In 2012 I got the wild idea to restore the Porsche. In hindsight it was a terrible and wonderful decision. Financially not the best decision, but I learned more about cars than I could have ever imagined.
Having a blown engine I opted to upgrade the power plant with an engine from a 1992 Porsche 968. The 3.0 liter engine from the 968 puts out a health 240 hp, 90 more than the 944's 2.5 liter engine. At the same time I bought the engine, I purchased the suspension and brakes from a 1986 Porsche 944 turbo to better handle the added power. The 944 turbo was outfitted with aluminum A-arms and 4 piston Brembo brakes from the factory. This was the beginning of a very long project which I'm proud to say I completed.
Restoration of the 944 was performed in many stages and took place in four different garages before finishing the 6 year long project. Nearly every part on the car was removed, repaired, replaced or upgraded. Not a single piece of rubber had survived the brutal Florida summers and had to be replaced along with the seats and carpets. Seats were replaced by a set from a Porsche Cayman. Getting the driver side seat's controls to function was a bit tricky and required rewiring the circuit board, as you can see below. The original 15 inch wheels were a classic design, but in my opinion, they made the car look its age so they had to go. A set of Porsche Cayman 17 inch wheels took their place.
Before graduating I had acquired the funds necessary funds to get her back on the road. Unfortunately, I underestimated the amount of maintenance the car needed, and while attempting to get all cylinders to fire the timing belt broke. Being an interference engine this allowed the pistons to crash into the valves causing major internal damage. I was at my wit's end with the car at that point and gladly took an offer of $400 from my good friend that was helping me at the time. Three years later my friend no longer had space for the car and offered to give it back free of charge. Reluctantly I towed the car back home to sit back under the tree.
In 2012 I got the wild idea to restore the Porsche. In hindsight it was a terrible and wonderful decision. Financially not the best decision, but I learned more about cars than I could have ever imagined.
Having a blown engine I opted to upgrade the power plant with an engine from a 1992 Porsche 968. The 3.0 liter engine from the 968 puts out a health 240 hp, 90 more than the 944's 2.5 liter engine. At the same time I bought the engine, I purchased the suspension and brakes from a 1986 Porsche 944 turbo to better handle the added power. The 944 turbo was outfitted with aluminum A-arms and 4 piston Brembo brakes from the factory. This was the beginning of a very long project which I'm proud to say I completed.
Restoration of the 944 was performed in many stages and took place in four different garages before finishing the 6 year long project. Nearly every part on the car was removed, repaired, replaced or upgraded. Not a single piece of rubber had survived the brutal Florida summers and had to be replaced along with the seats and carpets. Seats were replaced by a set from a Porsche Cayman. Getting the driver side seat's controls to function was a bit tricky and required rewiring the circuit board, as you can see below. The original 15 inch wheels were a classic design, but in my opinion, they made the car look its age so they had to go. A set of Porsche Cayman 17 inch wheels took their place.
My door panels were in serious need of repair. The plastic water barrier that's normally glued beneath the panel was more important than I realized. Adding new speakers in high school cost me more trouble than I would have ever guessed. The upper brown section of the panels were in good shape and much more difficult to recreate so I kept that portion for the new panels. These were a lot of fun to build and being in my kitchen in the AC was a bonus.
