Booster clearance and R&P
Yes, I saved the pics and bookmarked the thread they were in. I have lots of metal working/fabrication tools, but not a lathe, so will find a bearing to use there just cause it's easier for me. How did you shape the "D" into the shaft itself?
I noticed that they looked like they were very close to the same geometry as the OEM inner tie rods. The bracket your Speedway tie rods attach to didn't come with it though, right?
Have been looking at pics of racks and see it looks like it has a couple bolt holes only at tie rod attachment points.
Or does the Speedway-provided unit have that bracket already? I had been looking at the 22109 cavalier rack on Rock Auto being I saw that part number mentioned.
Yes, I gathered that it is probably easier to just use an OEM 1960 firewall side booster bracket to replace or add to the Kelsey Hayes bellow setup.
But, I have the detailed bracket spec's from Ray to work from and change slightly if the stock firewall side bracket won't work with my engine.
AC plenum retention doesn't appear to be a problem using the firewall bracket and pivot mechanism as delivered in OEM profile though and apparently the same bracket also clears a taller 430.
Although the KH bellows booster won't provide sufficient brake assist alone, wouldn't retaining it along with a new firewall side booster of any diameter actually increase the brake assist using both boosters, rather than discarding it?
I installed a Granada disk brake conversion (including spindles)on a 65 Fairlane Sport Coupe, but that didn't have AC or the booster complications, as they were unboosted brakes.
Harder to find those spindles now. I have a spare 68 Torino set of spindles though I don't see any advantage to changing spindles when using the Scarebird kit.
Good pic, didn't have one from that angle before. Saved to project folder on IPad. Actually looks spacious compared to my 73 Mustang with 460 and same valve covers as Greg though..
If the spacers were shorter, what would you do to compensate for booster activation rod then being correspondingly too long?
Yep, had concluded that boosters without the 'step' were single stage. I was uncertain if the diameter referred to the booster 'seam' flange, or the diameter of the larger diaphragm. Now I know..
Yes, that was one of my concerns, but that pic angle makes it appear that the larger 10" diameter of booster joining flange looks like it sits far to the rear of the engine/trans coupling point.
Even the 8" diameter of the larger diaphragm sits behind that. Looks promising...
And even with longer 385 series motor, the engine/trans coupling point front-to-back probably stays there relative to brake booster position. Unless bell depth on a 385 series C6 trans and an FE C6 trans differ. Coupling point may move forward if it moves at all, judging from Greg's clearance between C6 and lower firewall.
Thanks again Dave,
Mike
Yes, I saved the pics and bookmarked the thread they were in. I have lots of metal working/fabrication tools, but not a lathe, so will find a bearing to use there just cause it's easier for me. How did you shape the "D" into the shaft itself?
The rack gear already came with accommodations for the straight tie rods and heim joints that I bought from speedwaymotors.com. So, the new tie rods hug the back of the #2 crossmember much the same as the OEM tie rods did.
Have been looking at pics of racks and see it looks like it has a couple bolt holes only at tie rod attachment points.
Or does the Speedway-provided unit have that bracket already? I had been looking at the 22109 cavalier rack on Rock Auto being I saw that part number mentioned.
I was referring to the time and effort Howard, Ray and I spent in the design, build and tryout for the FIRST firewall bracket. There were no suppliers for Squarebird owners, so we had to make our own.
But, I have the detailed bracket spec's from Ray to work from and change slightly if the stock firewall side bracket won't work with my engine.
AC plenum retention doesn't appear to be a problem using the firewall bracket and pivot mechanism as delivered in OEM profile though and apparently the same bracket also clears a taller 430.
Although the KH bellows booster won't provide sufficient brake assist alone, wouldn't retaining it along with a new firewall side booster of any diameter actually increase the brake assist using both boosters, rather than discarding it?
DKheld (Eric Taylor) was another very valuable pioneer in this but he used Granada spindles and brakes on his SB WITH his OEM 10" booster (designed for drum brakes). Those who had 'under the dash' bellows boosters were simply out of luck.
Harder to find those spindles now. I have a spare 68 Torino set of spindles though I don't see any advantage to changing spindles when using the Scarebird kit.
I keep writing about this wonderful dual 8" booster but I don't think you're getting 'where the 8" comes from'. Here is a two stage booster retrofit on an OEM firewall bracket:
[*]It has 2" spacers behind the booster because of hole-center differences. The spacers could be shorter,
[*]The 'step' in the body of the booster (for the second diaphragm),[*]The major diameter (10") is only at the flange, 8" is in the middle, then it tapers to a smaller diameter,
[*]How close it is to this FE valve cover.
Even the 8" diameter of the larger diaphragm sits behind that. Looks promising...
And even with longer 385 series motor, the engine/trans coupling point front-to-back probably stays there relative to brake booster position. Unless bell depth on a 385 series C6 trans and an FE C6 trans differ. Coupling point may move forward if it moves at all, judging from Greg's clearance between C6 and lower firewall.
Thanks again Dave,
Mike
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