KDM: Knowledge Deficiency Mapping

Even  approaching 71, no shortage of learning to do – much of it involuntarily.  Life keeps changing and one needs to “keep ahead of it.”

An interesting example is the growing complexity of DAW (digital audio workstation) software.  Occasioned by our upcoming first Peoplenomics Podcast which is estimated to be out New Years Eve.

Fortunately, high-speed learning is what we do.  What to learn, though?  That’s an issue. 

Turns out a useful key is mapping out what you don’t know, so you don’t waste time getting to the answers you’re after.

Today we looking at “speed learning” after a few headlines and the ChartPack as 2019 winds up…Too busy (and did I mention old?) for another six-year degree,  we get focused on six-second answers.

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4 thoughts on “KDM: Knowledge Deficiency Mapping”

  1. “Let’s say that I wanted to have an EMP Proof vehicle in my future.”

    The easy way for many such processes may be to see how people convert carbureted engines to injected engines, then reverse the process.

    The way I attack a problem like this is to break the job into sub-jobs, one to an issue, then solve each sub-job. For instance:

    Ask: what does an engine-management computer do?
    – it manages fuel, and spark & timing

    What systems does this involve?

    Fuel – fuel delivery & distribution, fuel/air mixture, throttle/choke

    Spark – intensity, injector timing, engine advance or retardation

    What do these systems entail?

    Fuel delivery: fuel pump, line, rail (if direct injection), return

    Fuel / air mixture: Mass airflow sensor, anti-run-on valve, oxygen sensor, etc.

    Throttle/choke: Throttle position sensor, oil, coolant, and manifold temperature sensors, etc.

    How do you remediate?

    Fuel delivery: If EFI, fuel injection replacement with a Holley mechanical EFI, fuel line. If DFI (direct-injection), low pressure fuel pump, fuel line, heads, intake manifold

    F/A: Remove MAF and ARV

    T/C: Replace TPS with accelerator cable

    Spark remediation: Install mechanical distributor, vacuum advance pipe to intake manifold, coil, install plug and coil wires

    Additional remediation required: The transmission will be computerized and “adaptive” on any A/T vehicle manufactured to OBD-II specs. It may need to be replaced.

    Power windows and seats, on the fly (OTF) 4-wheel drive or front wheel lockout may or may not work, depending on age and manufacturer.

    Power doors, steering columns, OTF suspension adjust, tire pressure sensor / OTF inflation, ride stabilization, and other modern gofasters absolutely won’t work, and may (or may not) require workarounds for the vehicle to become functional…

    These are representative, not complete lists, posted to illustrate the process, not necessarily the procedure.

    BTW, if I were going to do this, I’d buy a functional engine & transmission from a junkyard, then rebuild them (or have them rebuilt), and if the vehicle had power windows, I’d remove the motors, disassemble, bore the cases and cut a hex-drive socket as (or cannibalize some hex-drive cap screws to make) motor overrides so a 5/16 or 3/8 Allen wrench will crank the windows.

    p.s. I wouldn’t. I’d just buy a classic truck and fix or restore it into a “clean driver.” That’s a much cheaper option with many fewer headaches…

    “On the transportation side, some of us are still old-enough to remember hand-grinding the valves on the family ’49 Chevy in the front yard.”

    Memories… I still have my lapping tools!

    • My too9ls have been lapped, LOL
      Seriously, very good ideas, One problem, that I ran into, was figuring out the intake manifold if going the carbureted route. There’s all kinds of stuff on “install the FI manifold…” Damn little on “Where the specs on the one Ure throwing away…” And it’s that kind of KDM that seems to reach out and grab me, even when I got the new process and parts in hand…
      But great suggesto’s, as always, Ray.
      (Who, for those who haven’t figured, is very Ure-like in his thinking…)

      • Is this a serious pursuit George!??

        Okay… Everything from the camshaft down is the same; everything above, not so much.

        First, acquire your ENGINE (NOT VIN) number and Google it. (You may need a borescope/endoscope or something similar) to find the ID plate under all the plumbing This should tell you what the block is. Find out when Chrysler used that block, and for what. If it has been around forever (like the Chrysler 318 and Chevy 350) there’ll be thousands of carbureted engines strewn around every junkyard in NA. If it is IN the Magnum or “LA family” (318, 340, 360, 5.7, etc.) you hit the jackpot. Chrysler used it in everything from forklifts (high torque) to marine stern-drives (high HP.)

        You might save hours of research and many “possibilities” broached by stupid showboats & trolls by going to Jegs,com and to SummitRacing,com. Look at the eye candy, then hop onto their tech-chat and tell the tech-help you’re building a dragster “on the cheap” and want to hang a Holley 4160 on whatever your block turns out to be (carb retrofit for dragsters is still a common practice, today. The 4160 is Holley’s ubiquitous 750CFM 4BBL.) Offer little, listen much, and see what they suggest for heads & manifold, and distributor.

        Has OM2 told you doing a job like this is both a PITA and a headache-generaror? If not, let me be the first…

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