Overdue Update

Quite a lot has happened in the last month. I finished off loading all my 10mm and 40S&W brass, bought a 1991A1, ordered a gob of brass for me and my friends, rediscovered USPSA and discovered IDPA and airsoft. And all that is just the gun stuff. I make custom pens on a lathe, too, and that has been busy with Christmas coming up.

Reloading components have generally become more available lately. Panic abates. While their prices aren’t necessarily the best, I’ve had pretty good luck with Cabela’s having *something* in stock lately and the Fort Worth store is not too far out of my way home. As of my last trip out there, they still limit daily purchases to 2000 primers and 1 container of powder. On the other hand, they had an 8 pound jug of Alliant Green Dot. Green Dot is not technically a “pistol” powder, but a lot of shotgun powders work quite well in pistols and there are a lot of recipes for it. And 8 pounds of any powder will load a lot of cartridges. I didn’t happen to buy it.

But between Cabelas and all the usual online suspects, I have enough components to replenish my supply, which in light of my IDPA/USPSA interests, I suspect will be dwindling somewhat.

My brass source is cheap enough that, even with shipping, it’s pretty attractive. I ran him completely out of 10mm and coworkers jumped on for 9mm and 45ACP. Now that I have a 45 of my own again, I have my own 45ACP brass order in place.

A good friend reacquired a Colt 1991A1 that he had once owned.

Once he had it in hand, he decided to sell it to help finance a different venture and I jumped on it for way less than retail. It didn’t take long for me to start getting hopup parts for it, like a drop in barrel with a compensator, a beavertail safety, commander style hammer, nice trigger, etc. The first thing I installed was the barrel and that was pretty cool. Using a 100 ct box of Federal American Eagle ammo, I shot a magazine or two through the stock barrel then the rest of the box through the compensated barrel. The difference is significant, though I’m not likely to confuse it with a 22.

So, I shoot with the comp on Tuesday night, discover IDPA on Wednesday and find the rules say that I can’t shoot IDPA with the comp. Well, that’s why it’s removable and why I didn’t do any fitting of the frame itself. Actually, I needed only to fit the barrel link. It shot accurately to point of aim immediately.

Ages ago, I was a passive USPSA member, but never got a chance to shoot and failed to renew the membership. Recently, I either renewed or got a new number. Since I don’t know the old number, I presume they gave me a new one.  Anyway, I got that and had been looking for a club, hoping there would be something near home since a lot of that sort of activity tends to be on weekends. Weekday evening stuff would be ok in or near Fort Worth proper, but living nearly an hour north of Fort Worth changes that perspective a little.

I emailed with a couple of contacts with the Cross Timbers Action Shooting Association and showed up to one of the weekly matches. This particular evening, they were doing a low-light match and required a minimum classification to shoot, so I could only observe, but I had a great time anyway! Bunch of very friendly folks. I asked questions and never turned off my brain recorder. I will definitely be there this Thursday night with something to shoot.

On that subject, as mentioned a little earlier, IDPA rules prohibit shooting with a compensator and another pistol I want to use is my Glock 20C. The rules do allow for barrel changes from stock, so I had the option to run with a non-compensated Glock 20 barrel or a conversion barrel to another cartridge. I went with Lone Wolf 40S&W conversion barrel ordered from The Glock Store. Unfortunately, they had to drop ship it, so I while I have received the other items on that order, the barrel itself is not here yet. Hopefully it will arrive today, giving me a chance to check it out before I try to shoot a match with it. If not, I will be shooting the Colt in the match. Honestly, I’m fine with either 🙂

The other items in my order were an extended slide lock, an extended slide release lever and a 3.5 pound connector. I put all of those in last night. All do what they are supposed to. The longer slide lock makes disassembly easier, the slide release makes it easier to drop the slide after a magazine change and the connector makes the trigger pull substantially lighter and, I think, smoother.

The Glock trigger is a little problematic to measure for pull. You need to depress the trigger safety, but the little hook on the trigger pull gauge doesn’t naturally sit in the right place to do that on its own. In any case, I measured the “before” pull at nearly 8 pounds and the “after” pull at about 4.5 pounds. I need nothing so precise as the scale to detect the improvement with my finger.

Also this week, I installed a couple of hop up parts on the Colt and attempted to install a couple others, but was prevented for one reason or another.

It was pretty easy to put in the mainspring housing and removable magazine well funnel. The stock unit is plastic; nothing really wrong with plastic, especially in the role of mainspring housing, but the Ed Brown unit I put in has 25 LPI checkering (can’t we just say 1mm?) and the magwell funnel, so there it is.

I expected to find that the beavertail would need some relief on the frame, so it wasn’t a surprise to verify that. It will need to be a later project.

It did surprise me to find that the spiffy Wilson hammer I got would not clear the stock grip safety tang. Once the pistol was completely reassembled, there was enough interference between the hammer and the tang that the hammer would not clear the slide. I got to pretty much completely disassemble the pistol again to change the hammer back to stock.

In looking around for the links to include above, I may have discovered my error. Looks like I ordered the drop in safety for the Commander. More research….

 

Flow vs Batch

I have a couple of handloading books, most notably the 18th edition of “Handloaders Digest”, wherein there is an article by Patrick Sweeney, “Reloading in Volume”.

The big takeaway for me was the need to kind of abandon my batch-like loading limitations. I got the Lee Pro 1000 specifically to load faster, then I end up still working in a kind batch mode, loading one box at a time, just faster. I tended to sort out 50 alike headstamps, load 50 rounds, put 50 rounds in a box and do the next 50 rounds.

Following much of the advice in Sweeney’s article, I instead loaded the press up with 200 primers and a full powder measure. I had all the components close at hand. I cranked out rounds until my plastic output bin was full. Having at this time just the one such bin, I stopped and transferred two and a half boxes, labeled them with the load info. I topped off the powder and primer hoppers and resumed cranking them out until I reached a reasonable stopping point.

In the end, I had loaded 5 full boxes and had about 1/3 of box in the output bin in just under an hour. With the “one box at a time method”, I could finish a box in 13-15 minutes, but I didn’t time the preparations done between boxes.

The Lee Case Collator makes loading the case tubes much faster. Putting 200 primers in the primer hopper mean that process stops less often. I found that having very close, the box of fresh bullets, the output bin and the press, arranged in a gentle arc meant I could watch the press for problems, such as the primer chute not staying full or approaching the end of a case tube while blindly reaching for a bullet. As the carrier assembly approaches the bottom of the stroke, I check to see that the column of primers moves at the proper point. At the bottom of the stroke, I feel the primer set, visually verify that the right powder charge was dropped, sweep out the occasional completed round that didn’t fall all the way to the bin, set the bullet, turn the case feeder if needed and begin the cycle again.

The only interruption was to reload the case tubes and the occasional primer glitch. Most often, this was because I missed that the chute was not being replenished from the hopper and got too low. If the column of primers is not high enough in the chute, it does not feed the primer. Actually, it most often misfeeds the primer by half, meaning the priming stroke crushes a unit under the shellplate, requiring a full stop to clear the damaged primer out before resuming. Consequently, I am irritated with myself when that happens.

The hour worth of reloading I did was in two separate 30 minutes sessions, performed while I was waiting for horses to eat. I intentionally reached a stopping point and just stopped, walked out of the shop and returned hours later to feed the horses again and resume where I left off, with no specific preparation for the 2nd session. I imagine that I can streamline the operation a little bit more if I have a couple of continuous hours. And a bigger output bin.

I want to cycle through all this 40 S&W then set the press back up for 10mm and run through that batch. By then, I expect to have a 9mm batch to load.

10mm uses a large primer… ’til it doesn’t….

I’ve shot a lot of 10mm. Probably not a lot compared to, say, the FBI, but quite a bit of it. I’m also familiar with the story of the development of the round, as well as it’s shorter brother, 40 S&W. The 10mm utilizes a large pistol primer, much like the 45ACP.

When I was sorting and measuring the 10mm brass, I stumbled across a few cases with small primer pockets.

Note the “NT” on the headstamp. Turns out that Federal Cartridge makes the a line of non-toxic ammo. Seems counter intuitive to think of non-toxic pistol ammo, but they mean non-toxic to the shooter, especially frequent indoor range shooters. Lead free (or at least completely encased) bullets, powders, primers, etc. I’m not sure what the small primer advantage is, especially since the product webpage above indicates that the round uses Federal 150 primers, which are large pistol primers. Shrug.

There is also some discussion on the ‘net about manufacturers finding that with today’s primer and powder chemistry, there is no particular advantage to large primers. If you have to buy a few million of two sizes when could get by with a few more million of one size, it starts to make monetary sense.

Once I got through all the brass, there was just barely short of 1 box of these particular cases. I’m gonna load’em.

Note that the small primer was crimped in. I will need to ream the primer pocket, but I have the technology.

back in ’84…

Ages ago, I did a little handloading…

I had always been interested in firearms, particularly pistols. I eventually purchased a S&W Model 28 with an 8-3/8″ barrel. It was a tack driver. My wife acquired a Model 19 and we became the Magnum couple hehehe

I loved the Model 28, but I wanted a 1911, too. I eventually saved and purchased a Llama IX-A, a workalike clone of the 1911. It was not a bad pistol, thought it could have used some work that I wouldn’t learn how to do until after it was traded off.

I vividly remember the day my buddy Buddy and I went out to shoot the Llama the first time. We lined up a few plastic jugs filled with water. I shot one of them, a half gallon size laundry detergent bottle and was disappointed to the point of dismay. The magic all-powerful 45 knocked the jug over without penetrating and to add injury to insult, a piece of the copper jacket hit my left shin. It was with the force of a thrown saltine, so there was no actual injury except to my soul. Other shots fared better, but none actually had the effect I was looking for. That moment made it clear that I needed to handload.

Being young and only a notch or two above broke, I got a very basic Lee single stage press and dies for 38/357 and 45 ACP, and those yellow scoop powder measures. I had the Hornady reloading manual, which I could every nearly quote after a few weeks. I worked up a couple of  45ACP loads using Unique (which was then “Hercules Unique”), though what I really did was make 10 rounds with an entry charge, 10 rounds of the next higher charge, etc, until I had about 100 rounds of 230gr hardball and 50 rounds of 185gr hollow points, each ramping up in power. It was time to go shoot.

I took it pretty seriously, recording the feel and examining the brass for each of the 15 loads. I did not have a chronograph. Luckily, that first round of handloading worked up to a decently hot load that I would later verify was just almost as hot as I could go before I started getting some signs of over pressure. Even then, slightly flattened primers was the only sign. However, the same essentially undamaged detergent bottle suffered the appropriate degree of damage for an estimated 1000 fps 185gr hollowpoint. My faith in the 45 was restored.

Handloading with a single stage press is an exercise in repeating details in groups of 50. Set out 50 ready-to-load cases on a reloading tray. Prime each case, placing it back in the tray. Throw a powder charge into each case. Press and crimp a bullet in each case. Box’em up. Shoot.

Handloading/reloading allowed me to shoot much more than I would otherwise have been able to afford, even then. Unfortunately, various influences took more of my time and eventually, the reloading equipment was scattered or damaged and discarded.

Today, ammo is more expensive, and frequently, the shelves are empty, particularly of popular types. Handloading components are also higher and frequently out of stock. For the casual shooter, it’s hard to beat some of the bulk ammo prices. As I write this, Cabela’s has PMC 40S&W for about $21 a box. I can’t buy the new components and handload them for much less. Some types are cheaper than that.

However….

My favorite round these days is the 10MM Auto. At $32 a box for commercial ammo, I can start to make a difference handloading, especially with once fired brass.

I found a seller on Gunbroker that had a couple thousand once fired 10mm cases for about 15 cents each. I gathered the other components and a Lee Pro 1000 press from various sources. At the time, primers and powder was the thing everyone was out of, but having a local Cabela’s that is not very far out of the way home meant I could essentially stop there every day and eventually, they had the stuff.

I’m not quite as broke as my younger self was, so I have a few other non-critical but very nice tools and resources such as a digital powder scale, a vibratory tumbler for cleaning brass and a chronograph for tracking my results and a home on 12 acres in the country for shooting

I deprimed and cleaned the 10mm brass shortly after receiving it. Various things delayed the actual commencement of handloading, but in the last couple of weeks, it is finally underway.

The Awl Bid’ness

We had the Memorial Day BTW shindig to prepare for, so I changed the oil in both of the currently serviceable trikes and added (re-added) the the long since bypassed oil cooler on Sponge Bob. The new oil cooler is an Empi 9291 shrink wrapped kit that includes an adapter to connect to the block and a remote oil filter adapter. There is an engine adapter already in place from the previous cooler and time and hose constraints have delayed the installation of oil filter at this time.

This cooler is a 8 pass unit, larger than the old one. Consequently, I needed to find another place to put it. There was room under the deck on the right side of the engine.

The bracket is bolted on one side to the box. I made a simple bracket for the other end.

Then I pretty much split the hose that came with the kit and plumbed it into the engine.

It didn’t seem to take a lot of extra oil, but I’m guessing it’s probably about 1/2 quart for the hose and cooler.

Next, I need to add some disconnect fittings into the lines so that removing the engine will not require either pulling the hoses or unbolting the cooler. Pegasus Auto Racing has some nice AN fittings for a reasonable price. I got four female hose ends and two male couplers. Not only can the cooler be removed, this configuration makes it fairly easy to bypass the oil cooler if the need arises again.

In less happy news, the oil leak from the rearish of the engine was not stopped by the replumbing, however having freshened the oil, it’s now a bit more obvious that it may be transaxle oil rather than engine oil. The oil on the ground is black, but the oil on the dipstick is honey colored, even after 400 mile round trip. While this occurred to me earlier this week, I have not yet verified the theory. It should be pretty simple to check; transaxle oil smells horrible.

Uddn Uddn

The engine in Kermit is beginning to show the signs of needing a rebuild, so (long story short; savor that while you can) we found a likely candidate on Craigslist. I got up (relatively) early on Saturday and drove the hour and a half to Lucas, TX, where I found Bob to be a very friendly and interesting guy. We could have gabbed for another hour or so, but I wanted to get back home and see if I could get this thing done in time to ride to the BTW chapter meeting on Sunday.

I got started about 1PM. This is Kermit’s old engine before the operation began.

Removal of the old engine was a breeze, especially having done it a few times by now. On the other hand, the new engine had a generator and since Kermit isn’t wired for a generator, I elected to swap them out. I remember now how involved it actually is to do that. It involved so major a disassembling that I should have changed the carburetor while I was at it.

The carb on the new engine is literally brand new. It, like the oil filler neck, had obviously never had any fluid through them. I was mildly concerned because the carburetor is a 30PICT-1, originally intended for 1300cc engines. I was going to suffer greatly if this turned out to be a 1300, but I was confident that the AE- serial number on the case, the doghouse oil cooler and the 200mm flywheel all pointed to it more likely being a 1600.

The new engine had a threaded insert where the old one had an open hole, and the bolt I had was a D-bolt intended for a starter and wasn’t really one for torquing down. It would probably have sufficed, but this is Mama’s trike and I don’t want it to come loose just because I was too lazy to go buy the right bolt. Of course, where we live, that’s a 45 minute round trip, especially if the first place doesn’t have it and Blue Bell is on sale.

The clutch was moved over with a minimum of fuss, but I did not have the handy dandy alignment tool, so I eyeballed it. That turns out to have cost me more time that it would have taken to drive into Fort Worth and get my clutch tool from the old house. Unfortunately, it didn’t occur to me that it could be that until I had exhausted every other explanation as to why I just couldn’t get it to go that last inch. It was in far enough for the splines to engage, but apparently that wasn’t enough. I pulled the engine back out (not that it was actually attached), carefully loosened the clutch bolts until I could just scoot the disc and used my socket handle as the closest tool to the proper one. Tightened everything back down and stabbed the engine first try.

The Mr Gasket fuel pump was very easy to put back where it came from on the old engine, but the coil used to be mounted on the back where the doghouse oil cooler is now. I didn’t like the stock location, though I can’t really define why. So, I put it on the edge of the fan housing, just above the fuel pump. this is kinda ugly from a wiring standpoint, but it’s the best compromise without redoing all the wire in the area and the goal here is to have it ready to ride on Sunday.

I had no further trauma and was able to crank the engine and start it, first try, around 11PM.

Now, it didn’t run very nicely, which turned out to be because plug wires 2 & 3 were swapped on  the distributor cap, but once that was corrected, I was able to get a decent idle and rev out of it. I don’t fit this trike; it is carefully adjusted to fit Gabby (and I guess anyone near her perfect dimensions, which rules me out for I am a couple feet too tall), so a test ride would have to wait for her in the morning. I called it a night around 1AM. 12 hour job.

Sunday morning, Gabby took it for a ride, and armed with the knowledge that the carburetor was probably too small and the centrifugal advance distributor was probably not going to act like the old engine, she a little reluctantly agreed to try taking it to town for the meeting. I finished putting the rest of it together, bumper, air filter, etc and we got ready for the meeting.

It generally ran ok, but developed a tendancy to die at stoplights. Trooper that she is, she tolerated it for nearly 200 miles of round trip riding. We went to the east side of Ft Worth for the BTW meeting, then to Bridgeport to find that our Mother’s Day dinner destination closed at 3PM. We went to Sweetie Pie’s Ribeyes in Decatur and had steaks and that horrible apple pie that is so bad that they only serve it a few times each year. We took a walk around the square, enjoying the sights. We went from there to Tractor Supply, cause ya just have to, and on home. It was a long day.

The performance of the new engine was, generally, good, maybe a little lackluster, but not without expecting it to be. So, when I got home tonight, I swapped out the 34PICT-3 carburetor and vacuum advance distributor from Kermit’s old engine. I had some difficulty getting it to idle really smoothly without setting the idle advance to about 20 BTDC. Full advance wanted to go too far, so I had to back it off a little to about 15 degrees to keep maximum advance below 35 degrees. I didn’t touch the carburetor adjustments. Now, it has a little bit of a lopey idle, but revs way quicker than the old engine. Bigger cam? Dunno. We’ll see what Gabby’s new test drive allows. Hopefully, she can do that during the day tomorrow and if she’s happy with it, she might ride it in to work.

Stuff begins with stuff….

I picked up a stack of 24″ squares of 16ga mild steel today. Because of the way they cut and order stuff, 24″ squares must be ordered in lots of 8. I know that the tank for Puff will take two squares and all the other stuff I envision will take more and more, so I thought 16 would be a good order that will last a while.

Bit O’ Metal Trivia…  16 sheets of 2’x2′ 16ga weighs 160 pounds, pretty much…

A New Seat for Kermit

Before I get on with the seat, I have some other update duties to perform.

Kermit had started stalling at most stops, especially in such conditions as a freeway exit or getting caught by a light in a long straightaway. He would always start right  back up and and appear to return to normal without issue.

I suspected either of two things, idle circuit adjustment or the throttle cable arrangement, and really, I figured it would be a combination of the two.

Well, spent a good half day dinking with them both to no avail. I found that even sitting in the shop, I was able to duplicate the issue… If I held the engine at 3000 rpm or so, it would die when I closed the throttle. I also noticed that it had a little bit of a miss during that rev.

Then I finally figured it out, having until then ignored the very thing I had installed specifically to catch this kind of problem! The inline fuel pressure gauge was showing 1 PSI. I shut the engine off and was able to squeeze the hose and get the indicator to swing full scale, so it wasn’t a bad gauge. Started again and watched the gauge. When running at 3000 rpm, pressure dropped even lower, then about the time the engine would die, the pressure would come back up to 1 PSI. The entire circuit from tank to carburetor is less than three feet as the hose flies.

Long story short (too late), it was the fuel pump. Makes sense… could provide good enough volume to run, though a little lean at higher rpm, then when you come off the throttle, it dies because the idle circuit picks up from the top of fuel bowl. By the time you can restart it, the pump has caught up and filled the bowl. Rinse. Repeat.

So, dashed down to O’Reilly in Decatur (about a 30 minute round trip) and got another fuel pump and a new filter. All hooked up, 5 PSI, can’t kill it now.

That day, we went on a ride just short of 150 miles and it didn’t (unexpectedly) die once.

So, fast forward a week and I have a new (new to me, anyhow) Hobart AirForce 250ci plasma cutter to play with. Wanted a plasma cutter forever and finally had both the wherewithall to drop a few bucks on one *and* a decent price for a used one on Craigslist. Actually, it’s so barely used, it may as well be new.

It can cut.

I chipped the dross off, but this is how it does it.

One of my upcoming projects, and honestly one of the reasons I wanted the plasma torch now, is a replacement fuel tank for the purple trike. That will be made of 16ga mild steel.

In any case, today’s project was replacing the seat on Kermit. The old seat came from the basement at American Motorcycle Trading Company in Arlington. It appears to have been a take-off from a modern Indian motorcycle. Decent enough seat, though a trike puts more weight on your tailbone than a motorcycle typically does, so said tailbone can really tell when you’ve been on a long ride.

After looking at a *LOT* of seats online, mostly boat and tractor seats, we decided to try a particular tractor seat from Northern Tool, which also happened to be on sale for $70.

I knew that it would involve building a bracket of some sort to mount pretty much any seat, so after some test fitting and test sitting (by Gabby; I don’t fit on Kermit), I had an idea that 2″ square tubing would work pretty well.

There was no easily accesible square tubing to be had on Saturday, but I did get some 2″ 90 degree angle from Lowes. Using my schmancy new plasma torch, I learned how not to cut a straight line, then refined the technique until I *could* cut a straight line and zeroed in on a plan to give 2″ square tubing in the place I wanted it most, at the ends, by welding a short piece of angle to the span thusly:

The overal bracket is basically U-shaped, with the square “tube” ends holding the back of the seat suspended on a body crossmember and the front sitting on an existing pedestal that I would otherwise just as soon cut out.

I also got to cut out a reduntant piece of metal right where the left rear seat bracket needed to go. I used my welding apron as a blanket to protect wiring and fuel lines from the easily 3-4 second cutting action. This thing rocks. Anyway…

Painted up and bolted in, ready for a seat

I managed to *not* get a pic of the finished seat, but here it is in plywood test garb.

After the seat was tested by Mike Easter, I had Gabby check it out, short of a ride since the trike wasn’t back together yet. She had some errands to run, so while she was out, I also wired up to long installed and never connected oil pressure gauge and tachometer. The oil pressure gauge involved replacing the oil pressure switch with an analog sender and a bit of wiring. The oil pressure switch had a wire going up front to the wiring center, but it was not connected. I needed only extend it a foot or so the back of the gauge and wire up a ground for the sender.

The tachometer took a little more because I had to run a wire for it, pushing and threading the wire through the existing loom. Once connected to the breaker point side of the ignition coil, I started the engine up. The oil pressure gauge worked perfectly, but the tach showed double the expected RPM. There is a switch on the back of the tach, a three position switch to choose whether the connected engine is 4, 6 or 8 cylinders, in that order. I think it’s probably just labeled wrong because I had to put it in the 8 cylinder position to read sanely on this four.

With those now working, I loosened the bands on the fuel tank and turned it slightly to clear interference it developed with the filler cap and decorative lid.

The trim boards on either side of the seat needed cutting to fit around the new seat bracket, but otherwise, it went back together like a charm.

We took about a forty mile meandering ride through the countryside and so far the seat seems to be helping a lot!

Sponge Bob Gets His Stop Back

You may recall when I got Sponge Bob back on the road that the brakes were weak. I did a little hydraulics math and figured out that front brake cylinders might solve the problem.

They do!

Sponge Bob’s speedo had stopped working during the time the transaxle was down. During the week, I opened the connector and checked the pins. The seemed a little loose on the sensor coil. Not sure how they would have been stretched, but squeezing the sockets closed a little seems to have restored speedometer function, so now both trikes have speedometers!

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