This is the work.

Started as a vacuum-holding problem nobody had solved in PA12 CF at this geometry. Third generation failed on infill. The failure forced the breakthrough — overextrusion sealing, microporosity elimination, print-in-place barb geometry. Five hardware generations. Rev 5 ships; Rev 6 is in road testing and replaces Rev 5 at the same price.

Pump-free water methanol injection via choked flow. The question was whether tank pressure alone could drive atomization at useful velocities. It can. Nine generations of internal geometry refinement. Currently under revision: the PPA-CF body is failing under hose clamp compression and heat creep. Earlier generations were PA12 CF.

Custom CFD approximation using ray-cast geometry to derive drag coefficients, downforce estimates, and surface pressure heatmaps from STL files. Built because commercial CFD tools were inaccessible, not because the math was simple.

Dual tandem damper, pushrod-actuated rear suspension on a 2005 F150. Adjustable motion ratios. Rockers with a PA12 CF core between laser-cut steel plates, on bronze bushings. Built in four months on a $500 BOM. Validates the manufacturing method and the design philosophy before either gets applied to the UF-1. One damper blew on output — currently being rebuilt with in-house printed valve blocks.

The post-runner. Proof of method. A pushrod suspension system that doesn't exist anywhere else at this price point on this platform. The red rocker is PA12 CF. The dampers are tandem. The geometry is adjustable. It works.

Born from the F150 build. A fully rebuildable monotube damper with a 3D printed flow-control valve block replacing a traditional shim stack. The geometry is the valving curve — adjustable by reprinting, not by sourcing. Donor bodies from the build. Matched pairs for tandem applications.

An air bump stop for the 11th and 12th gen F-150 (2004 to 2008 and 2009 to 2014) and the first-gen Raptor (2010 to 2014). Revisions 1 to 3 chased a staged response out of solid elastomer geometry, tuned by compound and profile, and rev 3 settled it: a softer compound in a simulation-tuned buckling geometry still would not buckle. The problem was architectural, not material. Rev 4 onward is pneumatic: a sealed TPU air chamber that vents as it compresses, so the response depends on compression speed rather than displacement alone. Rev 4 sealed its own vents during printing and came out far too hard. Rev 5 went too far the other way and flowed too freely. Rev 6 pulls the vent area back down, and it does what the architecture was chosen for: stiff on a fast hit, compliant on a slow one. Rev 7, a higher-durometer version, is in development. Rev 6 is now in hard road testing: jumps, whoops and washboard.

The reason this all started. A ground-up hypercar designed around driver experience, not economies of scale. DOM tube frame. In-house axial flux motors. A 2-stroke V8 with blow-diffuser scavenging, pulsejet assist, and compressed air supercharging. 3D printed carbon fiber and fiberglass body panels over printed molds. The F150 is the first proof of method. The UF-1 is the destination.