Building A Steam Loco These Days Is Nothing But Hacks

January 1, 2026 by Tyler August 12 Comments

The Pennsylvania Railroad (PRR)’s T1 class is famous for many reasons: being enormous, being a duplex, possibly having beaten Mallard’s speed record while no one was looking… and being in production in the 21st century. That last fact is down to the redoubtable work by the PRR T1 Steam Locomotive Trust, who continued their efforts to reproduce an example of these remarkable and lamentably unpreserved locomotives in the year 2025.

They say that 2025 was “the year of the frame” because the frame was finally put together. We might say that for the PRR Trust, this was the year of welding. Back when the Baldwin and Altoona works were turning out the originals, the frames for steam locomotives were cast, not welded. There might not be anywhere on Earth to get a 64′ long (19.5 m), 71,000 lbs steel casting made these days. Building it up with welded steel might not be perfectly accurate, but it’s the sort of hack that’s needed to keep the project moving.

The cylinders, too, would have been bored-out castings back the day. Getting the four (it’s a duplex, remember) assemblies cast as one piece didn’t prove practical, so T1 #5550 will have welded cylinders as well. Given modern welding, we expect no problem with holding steam pressure. The parts are mostly machined and will be welded-together next year.

The giant wheels of the locomotive have been cast, but need to be machined. It’s not impossible to believe that locomotive #5550 will be on its frame, on its wheels, in 2026. The boiler is already done and the injectors to get water into it have been reinvented, which can perhaps be considered another hack. Continue reading “Building A Steam Loco These Days Is Nothing But Hacks” →

Modernizing A Classic Datsun Engine

December 30, 2025 by Bryan Cockfield 36 Comments

Although Nissan has been in the doldrums ever since getting purchased by Renault in the early 2000s, it once had a reputation as a car company that was always on the cutting edge of technology. Nissan was generally well ahead of its peers when bringing technologies like variable valve timing, turbocharging, fuel injection, and adjustable suspension to affordable, reliable vehicles meant for everyday use. Of course, a lot of this was done before computers were as powerful as they are today so [Ronald] set out to modernize some of these features on his 1978 Datsun 280Z.

Of course there are outright engine swaps that could bring a car like this up to semi-modern standards of power and efficiency, but he wanted to keep everything fully reversible in case he wants to revert to stock in the future, and didn’t want to do anything to the engine’s interior. The first thing was to remove the complicated mechanical system to control the throttle and replace it with an electronic throttle body with fly-by-wire system and a more powerful computer. The next step was removing the distributor-based ignition system in favor of individual coil packs and electronic ignition control, also managed by the new computer. This was perhaps the most complicated part of the build as it involved using a custom-made hall effect sensor on the original distributor shaft to tell the computer where the engine was in its rotation.

The final part of this engine modernization effort was upgrading the fuel delivery system. The original fuel injection system fired all of the injectors all the time, needlessly wasting fuel, but the new system only fires a specific cylinder when it needs fuel. This ended up improving gas mileage dramatically, and dyno tests also showed these modifications improved power significantly as well. Nissan hasn’t been completely whiffing since the Renault takeover, either. Their electric Leaf was the first mass-produced EV and is hugely popular in all kinds of projects like this build which uses a Leaf powertrain in a Nissan Frontier.

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Drunken EBay Purchase Becomes Motorized, Speaking Dalek

December 26, 2025 by Donald Papp 11 Comments

Not every impulsive purchase on eBay leads to possession of a wooden Dalek, but when a friend did exactly that, [Tony Goacher] did his part to turn ‘Dalek Bob’ into a motorized and remote-controlled unit of impressive stature.

Fitting wheels to shafts and motors to a frame can be a bit tricky when none were made with the other in mind.

The purchased Dalek is made of wood and, with the help of two bolts, is of sufficient size to trap a human inside. There’s a bench of sorts upon which the captive can sit, and with some effort, shuffle the surrounding frame awkwardly about. The scale of the Dalek is impressive, but it was clear the effect of human-powered locomotion was lacking. The solution was to install wheelchair motors, tires, and an ESP32-based remote control.

Quite a lot of work went into mounting the motors and wheels, and the challenges will be familiar to anyone who has done hobby robotics. One can choose ideal motors and wheels, but making them fit one another can be an entirely different story. Shafts and hubs are of different sizes, motor mounting doesn’t quite match the platform, and it’s all a bit like fitting a square peg into a round hole. But with access to the right tools, it’s nothing a little metalwork and welding can’t solve.

For the control system, the ESP32 (with a beautiful CNC-routed custom PCB) sets itself up as a wireless access point that serves a web-based control panel for piloting, and controls two H-bridges to drive the motors. What’s more, it also provides a sound board from which a second operator can trigger appropriate phrases and sounds from the Dalek.

Some folks prefer their remote-controlled Daleks plush and cute instead of large and looming, but we like the smooth movement and imposing stature of this one. Watch it all in action in the video, embedded below.

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A Heavily Modified Rivian Attempts The Cannonball Run

December 21, 2025 by Bryan Cockfield 64 Comments

There are few things more American than driving a car really fast in a straight line. Occasionally, the cars will make a few left turns, but otherwise, this is the pinnacle of American motorsport. And there’s no longer, straighter line than that from New York to Los Angeles, a time trial of sorts called the Cannonball Run, where drivers compete (in an extra-legal fashion) to see who can drive the fastest between these two cities. Generally, the cars are heavily modified with huge fuel tanks and a large amount of electronics to alert the drivers to the presence of law enforcement, but until now, no one has tried this race with an EV specifically modified for this task.

The vehicle used for this trial was a Rivian electric truck, chosen for a number of reasons. Primarily, [Ryan], the project’s mastermind, needed something that could hold a significant amount of extra batteries. The truck also runs software that makes it much more accepting of and capable of using an extra battery pack than other models. The extra batteries are also from Rivians that were scrapped after crash tests. The team disassembled two of these packs to cobble together a custom pack that fits in the bed of the truck (with the tonneau closed), which more than doubles the energy-carrying capacity of the truck.

Of course, for a time trial like this, an EV’s main weakness is going to come from charging times. [Ryan] and his team figured out a way to charge the truck’s main battery at one charging stall while charging the battery in the bed at a second stall, which combines for about a half megawatt of power consumption when it’s all working properly and minimizes charging time while maximizing energy intake. The other major factor for fast charging the battery in the bed was cooling, and rather than try to tie this system in with the truck’s, the team realized that using an ice water bath during the charge cycle would work well enough as long as there was a lead support vehicle ready to go at each charging stop with bags of ice on hand.

Although the weather and a few issues with the double-charging system stopped the team from completing this run, they hope to make a second attempt and finish it very soon. They should be able to smash the EV record, currently held by an unmodified Porsche, thanks to these modifications. In the meantime, though, there are plenty of other uses for EV batteries from wrecked vehicles that go beyond simple transportation.

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Underwater Jetpack Is Almost Practical

December 17, 2025 by Tyler August 4 Comments

The jet pack is one of those pre-war sci-fi dreams that the cold light of rational consideration reveals to be a terrible idea. Who wants to cook their legs with hot exhaust while careening out of control? Nobody. Yet it’s such an iconic idea, we can’t get away from it. What if there was a better environment, one where your jetpack dreams could come true? [CPSdrone] has found one: the world’s oceans, and have taken that revelation to build the world’s fastest underwater jetpack.

Underwater? Yeah, water drag is worse than air drag. But there are two big advantages: one, humans are fairly buoyant, so you don’t need fight gravity with rocket thrust, and two, the high density of water makes small, electric props a reasonable proposition. The electric ducted fans on this “jetpack” each produce about 110 pounds of thrust, or just over 490 N. The first advantage is helped further by the buoyancy provided by the air-filled “hull” of the jetpack. That’s necessary because while the motors might be rated for submersion, but the rest of the electronics aren’t.

Alas, wearing the device on the back is considerably less hydrodynamic than hanging on behind in the standard ‘water scooter’ configuration. While they’re able to go faster than a swimming human, the ESCs weren’t able to handle the motors full power so we can’t tell you if this device would allow [CPSdrone] to outrun a shark with those 220 lbf on tap, which was the design goal. Apparently they’re working on it.

From the testing done on-screen, it’s safe to say that they’d at least need to hang on behind to get their desired speed goals, and abandon their jet pack dreams just as we landlubbers were forced to do long ago. Well, some of us, anyway.

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Failed 3D Printed Part Brings Down Small Plane

December 10, 2025 by Donald Papp 111 Comments

Back in March, a small aircraft in the UK lost engine power while coming in for a landing and crashed. The aircraft was a total loss, but thankfully, the pilot suffered only minor injuries. According to the recently released report by the Air Accidents Investigation Branch, we now know a failed 3D printed part is to blame.

The part in question is a plastic air induction elbow — a curved duct that forms part of the engine’s air intake system. The collapsed part you see in the image above had an air filter attached to its front (towards the left in the image), which had detached and fallen off. Heat from the engine caused the part to soften and collapse, which in turn greatly reduced intake airflow, and therefore available power.

Serious injury was avoided, but the aircraft was destroyed.

While the cause of the incident is evident enough, there are still some unknowns regarding the part itself. The fact that it was 3D printed isn’t an issue. Additive manufacturing is used effectively in the aviation industry all the time, and it seems the owner of the aircraft purchased the part at an airshow in the USA with no reason to believe anything was awry. So what happened?

The part in question is normally made from laminated fiberglass and epoxy, with a glass transition of 84° C. Glass transition is the temperature at which a material begins to soften, and is usually far below the material’s actual melting point.

When a part is heated at or beyond its glass transition, it doesn’t melt but is no longer “solid” in the normal sense, and may not even be able to support its own weight. It’s the reason some folks pack parts in powdered salt to support them before annealing.

The printed part the owner purchased and installed was understood to be made from CF-ABS, or ABS with carbon fiber. ABS has a glass transition of around 100° C, which should have been plenty for this application. However, the investigation tested two samples taken from the failed part and measured the glass temperature at 52.8°C and 54.0°C, respectively. That’s a far cry from what was expected, and led to part failure from the heat of the engine.

The actual composition of the part in question has not been confirmed, but it sure seems likely that whatever it was made from, it wasn’t ABS. The Light Aircraft Association (LAA) plans to circulate an alert to inspectors regarding 3D printed parts, and the possibility they aren’t made from what they claim to be.

A Deep Drive Deep Dive Into A Twin-Rotor Motor

December 9, 2025 by Tyler August 45 Comments

Compromise is key to keeping a team humming along. Say one person wants an inrunner electric motor, and the other prefers outrunner. What to do? Well, if you work at [Deep Drive], the compromise position is a dual-rotor setup that they claim can be up to 20% more efficient than standard designs. In a recent video, [Ziroth] provides a deep dive into Deep Drive’s Twin-Rotor Motor.

This is specifically a radial flux permanent magnet motor, like most used in electric vehicles today — and don’t let talk of inrunners and outrunners fool you, that’s the size of motor we’re talking about here. This has been done before with axial flux motors, but it’s a new concept for team radial. As the names imply, the difference is the direction the magnetic field is orientated: axial flux motors have all the magnetism oriented along the axis, which leads to the short wide profile that inspired the nickname “pancake motors”. For various reasons, you’re more likely to see those on a PCB than in an electric car.

In a radial flux motor, the flux goes out the radius, so the coils and magnets are aligned around the shaft of the motor. Usually, the coils are held by an iron armature that directs their magnetic flux inwards (or outwards) at the permanent magnets in the rotor, but not here. By deleting the metal armature from their design and putting magnets on both sides of the stator coil, Deep Drive claims to have built a motor that is lighter and provides more torque, while also being more energy-efficient.

Of course you can’t use magnet wire if your coil is self-supporting, so instead they’re using hefty chunks of copper that could moonlight as busbars. In spite of needing magnets on both inner and outer rotors, the company says they require no more rare-earths than their competitors. We’re not sure if that is true for the copper content, though. To make the torque, those windings are beefy.

Still, its inspiring to see engineers continue to innovate in a space that many would have written off as fully-optimized. We look forward to seeing these motors in upcoming electric cars, but more than that, hope they sell a smaller unit for an air compressor so after going on a Deep Drive deep dive we can inflate our rubber raft with their twin rotor motor boater bloater. If it works as well as advertised, we might have to become twin-rotor motor boater bloater gloaters!

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