Trucks are handy, especially if you’ve got messy or dirty loads, but there aren’t a lot of options if you want a small electric pickup yet. [Michael Pick] decided to convert a BMW i3 into a utility vehicle.
After getting a new 12 V battery and cleaning the car up, [Pick] proceeded to disassemble the interior and remove the hatch from the car. Once he could look at the bones, he planned out the best places for the cut lines and removed the back half of the cabin.
The bed is built from plywood coated in penetrating epoxy and bedliner for weatherproofing, and special care was taken to seal the interface between the cabin and bed as the main electronics for the vehicle are housed in a compartment directly below. The taillight electronics were rehoused as the OEM lenses were too large to fit next to the tailgate opening.
The i3 has graced these pages before with a battery upgrade, and we’d be remiss not to remind you of the most famous EV to truck conversion, Truckla.
Technically, what [Macona] built with a surplus Solar T-62 turbine is not a dune buggy, but a sand rail, but it does have the delightfully rare combination of electric and turbine drive that is absolutely worth wading through a 53-page forum thread to learn about.
The turbine came bare as surplus, but [Marcona] used a pair of Kia/Hyundai HSG water-cooled motor-generators to turn it back into something very much like the APU it likely started out as. That’s APU as in “Auxiliary Power Unit” in this context, the little generator that keeps the lights on when your plane is sitting on the tarmac. That went into the sort of frame you’d once have put a VW bug engine in — and the 150 HP off the shaft of the turbine beats anything you’ll get with Wolfsburg’s little boxer motor, even after losses in the generator and motors. Even better, the whole assembly, which uses the electric motor from a Mitsubishi Outlander, likely doesn’t weigh any more than the internal combustion engine and transmission, so whatever you call this little off-roader it ought to move well. It certainly seems to in the demo video embedded below.
What it doesn’t do is sip fuel, the T-62 being rated at 19.3 gallons/hr at full load. Fuel efficiency is definitely not the motivation here. He’s absolutely not saving money, especially not with what jet fuel costs these days. It’s one of those projects done purely for the joy of it — where if you have to ask why, you’re barking up the wrong tree. The vehicle isn’t yet street legal, but [Marcona] is working on it.
If you do like the idea of this kind of series hybrid drive, Edison Motors of Canada is working on bringing it both to semitrucks and heavy trucks, and that is motivated by fuel savings.
Bicycles are the ultimate form of transportation freedom. They’re easy to repair, parts are cheap, and they will travel almost anywhere for free, as long as the rider has enough calories. Their only real downside is dealing with car-dependent societies, but once a year there’s a place in the American desert that eschews all of this and [Attoparsec] decided to take this custom cargo bike modified into an RV out to Burning Man, a place and time that would be perfect for a build like this.
The build started out as a cargo bike, but not many of them have cargo areas long enough to support a sleeping human. To increase this storage capacity, the bed was extended towards the rear. Without moving the axle further back, though, this created a problem with tail-heaviness so two trailer jacks with wheels were added to the back to keep it from occasionally tipping up too far. The sleeping enclosure was built with rigid foam insulation and taped together, in a modified style common to the Burning Man event which helps keep out sun and playa dust. The bicycle recived one last upgrade to the chain to support the extra weight, and a solar-powered refrigerator, and then it was off to the desert.
The bike RV worked well in the end, and even handled a rain storm without the roof leaking. There were some problems with the customized drive train which were solved in the short term by pounding on one of the wheels occasionally with a hammer. [Attoparsec] left the event early for other reasons, though, and might not be back for a while. But vehicles like these are gaining in popularity, presuming there are safe places to ride them. [Paul Elkins] is often making ones like this gas-powered bicycle and trailer camper.
The first viable powered aircraft predated the first proper runway by two decades. While it’s entirely possible to launch some planes from austere dirt or grass strips, the aviation world eventually realized that aircraft would be better off launching from a flat, paved surface.
Over the years, paving technology has gradually improved in the aviation world as it has for roads and highways. Now, there’s a project being built in Charlotte with new digital features that hopes to push the state of the art of runways even further.
Twinsies
Charlotte Douglas International Airport (CLT) serves the city of Charlotte, North Carolina. It’s by no means the most famous airport in the United States; it wouldn’t make the top 10 in notoriety despite being the 11th busiest in the country).. Still, it serves as a major hub for American Airlines, and has three operating runways that are interesting for the fact that they are all laid out parallel to each other.
Much of the work will involve embedding strain gauges in the runway to monitor how loads affect the structure when the runway is in use. Credit: CLT press release
The airport’s major grand project of late has been the installation of its fourth parallel runway, with the official ground breaking taking place in June 2023. The hope is that the new 10,000 foot runway will add significant capacity for both arrivals and departures to keep the airport competitive while also adding resilience in difficult operational conditions. As the new runway is built, the existing runways have been renamed to 19R/1L, 19L/1R, and 18/36 respectively. The fourth runway will wear the designation 19C/1C.
The new Fourth Parallel Runway, as it is otherwise currently known, will be unique for its “smart runway” features. Unlike a smart fridge, smart oven, or smart bulb, it doesn’t just mean that the runway will have a pointless and annoying WiFi connection and dodgy smartphone app. Instead, it’s all about sensing and telemetry, which is intended to create a better understanding of the runway and its performance and state over time.
The strain gauges, seen here assembled on rebar, are to be embedded in the concrete itself, where they will provide the most useful readings. However, this does mean that the sensors will not be practical to maintain or repair over time. Their expected lifetime is approximately ten years. Credit: CLT press release
During construction, over 2,000 sensors will be installed in the 18-inch deep concrete being poured to lay out the Fourth Parallel Runway. The sensors in question will be used to measure everything from engineering basics like stress and strain, as well as tracking factors like moisture ingress, settlement, friction, and the presence of snow and ice.
The sensors are no different from those that have been deployed on highway bridges and interstates previously for similar purposes. However, this will mark the first time that a US runway has been similarly instrumented in such a way, such that the airport can create a “digital twin” of the runway.
Jointmeters will also be installed in the runway to measure the behaviour of expansion joints in the runway. Credit: CLT press release
This is effectively a digital model that is fed by the sensor data and helps authorities determine the condition of the runway, both from an engineering and operational standpoint. Moisture, snow, and ice sensors can be used to guide the employment of deicing resources and what measures to take on the ground, while monitoring the stress and strain on the runway will guide maintenance decisions over the runway’s lifetime. The latter in particular will provide a very clear idea of how aircraft operations are impacting the very structure of the runway itself. The hope is that this data will be a boon for implementing predictive maintenance. In a busy airport, preventing a time-consuming runway shutdown with a little well-placed maintenance could save huge amounts of money by preventing or limiting the number of flight cancellations, to say nothing of the reduced frustrations for travellers passing through.
Of course, the problem with embedding sensors in 18 inches of concrete is that it’s not particularly easy to get at them for service or replacement purposes. The runway’s sensor system is slated for an expected life of 10 years, during which time data will be collected to better understand the runway and its performance and robustness over time. The hope is that by learning exactly what’s going on in the concrete itself, engineering lessons could be learned on how better to build runways in future. It could lead to new guidelines on concrete mixes, thickness, density, or other factors that influence how long the runway holds up under heavy use by commercial airlines. Despite the limited sensor lifetime, though, the runway itself is expected to last much longer, with the pavement itself slated for 30 to 40 years of use.
Embedding sensors into runways won’t always be a seen as a necessity. It’s perfectly possible to build a runway that doesn’t have telemetry, and just exists as a big old slab of concrete that takes a pounding from air traffic on the regular. However, where a greater understanding of the pavement is desirable, instrumentation can help. Time will tell if the lessons learned from the new CLT runway prove useful enough to justify the investment—but it’s easy to imagine that it would only take a couple of runway shutdowns to be avoided to pay for the $6.5 million project cost. Time will tell!
As NASA continues humanity’s slow march back to the Moon, different pieces of the puzzle of establishing a more permanent base there are falling into place. One of these pieces is the the Lunar Terrain Vehicle (LTR), and [Cleo Abram] and [Michelle Khare] got a look at the LTR candidate from Lunar Outpost.
Designed to help astronauts traverse the lunar surface as well as function as a semi-autonomous rover when uncrewed, the LTR will be an integral part to any future Moon base. NASA announced earlier this year that it would be moving forward with the LTR featured in this video and another from competitor Astrolab. Regardless of manufacturer, the LTR will have to deal with some wild conditions in the lunar environment.
Lunar dust is abrasive, so the LTR generates an electric current to pull the dust under the truck to prevent it from entering the cab of the vehicle as it moves along. Given the extreme temperature swings on the moon (-200˚C to 200˚C), the space truck will also be fitted with wire mesh tires as nobody wants to be changing a flat in space. The two seats in the cab are oversized and can help lift the astronauts up as space suits hamper their agility to a significant degree. There are compartments for storing samples, and the truck has a robot arm that can grab samples to bring back if no one is along for the ride.
We’ve had a lot of flying hacks here over the years, and that includes just about any way to get airborne you can think of — but very few of those have been airships. Fewer still have been 27-foot thermal airships, like the one [Avery Flies] designed and put together recently.
A thermal airship, in case the name doesn’t give it away, is a dirigible hot air balloon. Like a hot air balloon, it gets its lift from the density difference between hot air and the regular atmosphere. Unlike a hot air balloon, it has control surfaces and an engine so it goes where you tell it to. The craft uses good-old-fashioned radio control, and except for the nylon envelope he spends the first 15 minutes of the video below designing and sewing up, the technology mostly comes from be from the world of R/C aircraft.
The big exception is of course the a propane burner used to generate heat, said propane being supplied by a pair of small green tanks such as you might use on a portable barbecue. Everything that moves is electric, though: there’s a 70 mm (about 2¾“) electric ducted fan acting to push the air up into the balloon so it keeps shape, and a great big brushless DC motor pushing an 18” (about 457 mm) prop for thrust. The steering servo is actually a repurposed winch servo from an R/C sailboat, rather than anything from the world of model aircraft. But it makes sense, as the meter-scale fabric rudder is more like a sail than the control surfaces of most R/C aircraft.
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