Discussion
A bit more progress on my rear brake setup.
The shoes had to have a fixture made to hold them, while they where machined out to fit around the bearing carrier. You'll also notice a bit more lightness was added
The disc bells have also been machined up. Here is a view from the rear with the shoes inside the bell.
The backplates have also been machined.
Here's the bell/disc etc. mocked up. It all fits!
Notice how the disc can be unbolted, and rotated to remove without removing the hub or the bell
The actuators and calliper mounts have to be made now, then everything hard anodised.
The drum parking brake setup should be lighter than a spot calliper, and much neater I think.
That's all for now...
The shoes had to have a fixture made to hold them, while they where machined out to fit around the bearing carrier. You'll also notice a bit more lightness was added
The disc bells have also been machined up. Here is a view from the rear with the shoes inside the bell.
The backplates have also been machined.
Here's the bell/disc etc. mocked up. It all fits!
Notice how the disc can be unbolted, and rotated to remove without removing the hub or the bell
The actuators and calliper mounts have to be made now, then everything hard anodised.
The drum parking brake setup should be lighter than a spot calliper, and much neater I think.
That's all for now...
Thanks Mick. BGD's standards
How did you get on polishing your stainless tub? Did you ever get around to it?
The bells have now gone off for anodising. (along with some of my boat bits )
Here's a shot of the backplates bolted to the de-dion ear and bearing carrier.
You can see there's not a lot of room to squeeze the actuator in, but it's do-able.
The de-dion ears are 2 degree JPE items.
TTFN,
M
How did you get on polishing your stainless tub? Did you ever get around to it?
The bells have now gone off for anodising. (along with some of my boat bits
)Here's a shot of the backplates bolted to the de-dion ear and bearing carrier.
You can see there's not a lot of room to squeeze the actuator in, but it's do-able.
The de-dion ears are 2 degree JPE items.
TTFN,
M
Edited by mickrick on Saturday 9th February 10:15
Hello
Nothing too exciting I´m afraid.
The calliper adaptors/handbrake cable retainers are done. They will soon be sent for ENP (electro less nickel plating).
Last job is the actuators, then it can all go together
I´ll be saving my pennies for a nice pull rod floor mount pedal box soon
Nothing too exciting I´m afraid.
The calliper adaptors/handbrake cable retainers are done. They will soon be sent for ENP (electro less nickel plating).
Last job is the actuators, then it can all go together
I´ll be saving my pennies for a nice pull rod floor mount pedal box soon
Thanks Peter. Looking forward to seeing some pictures of your car soon?
I´d like to see what the torque curve looks like on that V6. It´s almost a flat 6 so should be quite torquey?
I like the fact it fits between the upper and lower side chassis rails
Unfortunately I´ve missed the window of opportunity for a Harley H1, as John has sold the rights.
He´s talking about doing a 2.0 litre in the future, so maybe the timing will work out. As you will see from the dates of the posts, I´m slow!
In fact I had some long phone chats with Richard when he was starting the build of the car you have now, and I was just starting the build too. Seems like a long time ago!
cheers,
Mick
I´d like to see what the torque curve looks like on that V6. It´s almost a flat 6 so should be quite torquey?
I like the fact it fits between the upper and lower side chassis rails
Unfortunately I´ve missed the window of opportunity for a Harley H1, as John has sold the rights.
He´s talking about doing a 2.0 litre in the future, so maybe the timing will work out. As you will see from the dates of the posts, I´m slow!
In fact I had some long phone chats with Richard when he was starting the build of the car you have now, and I was just starting the build too. Seems like a long time ago!
cheers,
Mick
Thanks for the replies. I'm pleased someone has taken on Richards project, it would have been such a shame if it hadn't been completed. It will be a fabulous machine, and thanks to your commitment, we can all enjoy it
rdodger, it's quite possible, as Holeshot are still advertising the engine. Strange John never mentioned it to me though.
I've had a lot of correspondence with Jack Frost, but I don't want to bother him anymore untill I'm ready to buy.
If I can still get one when the time comes, that would be great!
rdodger, it's quite possible, as Holeshot are still advertising the engine. Strange John never mentioned it to me though.
I've had a lot of correspondence with Jack Frost, but I don't want to bother him anymore untill I'm ready to buy.
If I can still get one when the time comes, that would be great!
Farlig said:
mickrick said:
rdodger, it's quite possible, as Holeshot are still advertising the engine. Strange John never mentioned it to me though.
I've had a lot of correspondence with Jack Frost, but I don't want to bother him anymore untill I'm ready to buy.
If I can still get one when the time comes, that would be great!
Or.... how about a 4 rotor wankel... 660bhp (N/A) and the sound... ohh the sound!!!!!I've had a lot of correspondence with Jack Frost, but I don't want to bother him anymore untill I'm ready to buy.
If I can still get one when the time comes, that would be great!
Edited by Farlig on Tuesday 4th March 17:55
snapper seven said:
Grrr. Usual excitement followed by disappointment (no offence to the above post!)
When I see this thread pop up to the top I get excited to think there is an update but then get deflated when there isn't.
Chop chop Mick, your eager audience awaits
Cheers
SS
Sorry to disappoint SS. Patience, patience, do it once, do it right When I see this thread pop up to the top I get excited to think there is an update but then get deflated when there isn't.
Chop chop Mick, your eager audience awaits
Cheers
SS
It´s been done before, there is a Caterham with a Mazda rotary in it. I looked at them and they´re heavy.
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
Farlig said:
mickrick said:
It´s been done before, there is a Caterham with a Mazda rotary in it. I looked at them and they´re heavy.
I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
That would be a shame... put me down for first dibs then I do like the sound of the tuned ones, like a big two stroke, and I like two strokes
I´m talking Hartley V8, they´re tiny, 500 cube, and lighter dressed than an undressed Duratec, but I would consider the H3 with a turbo at about 60kg, but then again, I don´t know if I want to go forced induction. They are very tractable these days though.
I spoke at length with Duncan Cowper, and he says his turbo Busa Dax rush is quite linear in power delivery.
Anyway, at this rate, the engine is a long way off, I´m working in a job at half the salary I was on at the beginning of last year, so unless something else comes along I may be too old to drive it by the time it´s finished!
But then you´ll be Captain Zimmer too! O.K. Farlig, Ive been doing a bit more research. Yes you peaked my interest on the rotary again and as I thought, the RX8 Rennesis engine weighs 122kg fully dressed. I suppose a Duratec has to be close to this?
But the rotarys are small, about the size of the gearbox bell housing.
The weight put me off ages ago, but after some more reading, Ill reserve judgment until Ive read Mark Warner's book "Street Rotary"
and as I thought, the RX8 Rennesis engine weighs 122kg fully dressed. I suppose a Duratec has to be close to this?But the rotarys are small, about the size of the gearbox bell housing.
The weight put me off ages ago, but after some more reading, Ill reserve judgment until Ive read Mark Warner's book "Street Rotary"
So after 3 years of development, and mucho re-making of parts, my rear drum parking brake in the disc bell project is complete!
BG Developments did the work for me. Top marks again
Here is the back plate and actuator which fits over the bearing carrier. Note the bronze bushing for the actuator shaft, and the screwdriver slot in the top shoe mount, which has a rotating cam for adjustment by slacking a bolt in the rear of the plate. Crude but simple and effective.
Here are the brake shoes fitted to the backing plate, and in position over the bearing carrier. The shoes are from a Vespa scooter, and have been machined to clear the bearing carrier, and a bit of lightness added between the webbing. (I posted pictures of them in the machining fixture earlier on in the thread).
I am using 2 degree dedion ears from a JPE with radial calliper mounts. The back plate uses the same bolts as used to mount the bearing carrier. they are recessed into the plate.
A 267 X 9.7mm solid disc was used, as I didn't feel it was necessary to use a ventilated disc on the rear of such a light road going car. Plus a vented disc is much heavier. (I am hoping the car will come in at below 500kgs.)
The disc is floating on an alloy bell.
Here are a couple of shots of the disc and bell mounted to the hub with CS bolts to clear the brake shoes.
The bracket for the handbrake cable sleeve is machined into the calliper spacers. A standard Caterham cable is used.
The callipers are a cast one piece formula car calliper from AP. BGD machined the top off the AP cast logo, so they would match the AP Radi-Cal formula 3 callipers I have used on the front.
The weight of the extra components for the brake in the bell is 564 grams, a touch over what a spot calliper would have been, (although I think the weights quoted for the spot callipers may be without the pads) but I think this is a much nicer solution. Tidier looking than having two callipers I think, and I didn't think the spot callipers I looked at where very nice quality.
Now I just need to find the time to get it all fitted!
BG Developments did the work for me. Top marks again
Here is the back plate and actuator which fits over the bearing carrier. Note the bronze bushing for the actuator shaft, and the screwdriver slot in the top shoe mount, which has a rotating cam for adjustment by slacking a bolt in the rear of the plate. Crude but simple and effective.
Here are the brake shoes fitted to the backing plate, and in position over the bearing carrier. The shoes are from a Vespa scooter, and have been machined to clear the bearing carrier, and a bit of lightness added between the webbing. (I posted pictures of them in the machining fixture earlier on in the thread).
I am using 2 degree dedion ears from a JPE with radial calliper mounts. The back plate uses the same bolts as used to mount the bearing carrier. they are recessed into the plate.
A 267 X 9.7mm solid disc was used, as I didn't feel it was necessary to use a ventilated disc on the rear of such a light road going car. Plus a vented disc is much heavier. (I am hoping the car will come in at below 500kgs.)
The disc is floating on an alloy bell.
Here are a couple of shots of the disc and bell mounted to the hub with CS bolts to clear the brake shoes.
The bracket for the handbrake cable sleeve is machined into the calliper spacers. A standard Caterham cable is used.
The callipers are a cast one piece formula car calliper from AP. BGD machined the top off the AP cast logo, so they would match the AP Radi-Cal formula 3 callipers I have used on the front.
The weight of the extra components for the brake in the bell is 564 grams, a touch over what a spot calliper would have been, (although I think the weights quoted for the spot callipers may be without the pads) but I think this is a much nicer solution. Tidier looking than having two callipers I think, and I didn't think the spot callipers I looked at where very nice quality.
Now I just need to find the time to get it all fitted!
Edited by mickrick on Sunday 14th December 17:48
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