By George you're right. I happen to have the front hubs off on my Cheater.
I thought from looking at them that the step next to the vertical link was
part of the axle, but it isn't. You're right, the bending force will be
transferred to the link--at least some of it will. Should work even better
than I thought it would.
-----Original Message-----
From: Randall Young [mailto:Ryoung@navcomtech.com]
Sent: Tuesday, September 09, 2003 8:32 PM
To: Bill Babcock
Subject: RE: TR brake improvement
Bill, it's been awhile since I've looked at one ... but doesn't the inner
race of the inner bearing butt up against the vertical link on a stock
TR2-4 ? Seems to me this spacer setup will be loading the spindle
primarily in tension, with at least a fair amount of the bending force
transmitted directly to the vertical link. Or am I missing something ?
Randall
> -----Original Message-----
> From: owner-fot@autox.team.net [mailto:owner-fot@autox.team.net]On
> Behalf Of Bill Babcock
> Sent: Tuesday, September 09, 2003 3:20 PM
> To: 'Jack W. Drews'; fot@autox.team.net
> Subject: RE: TR brake improvement
>
>
> Actually, fatter spindles wouldn't necessarily help. The ideal
> situation is for the axle to not be subjected to bending forces and
> single shear. With the proposed solution there will still be quite a
> bit of bending force, but a lot of it will be taken up by the spacer
> from bearing to bearing and the axles never break and probably don't
> flex much past the inner bearing. If there was a spacer on the back
> side of the inner bearing the axle could be set up so that it was
> almost exclusively in tension, which would be easy for the axle to
> bear (but it would be hell to set up). Picture a bolt inside a big
> tube, holding it against a face plate. If the bolt is very tight it's
> never subject to a bending force. The bolt could be very thin because
> it would be in tension. The axles on a Vincent are distressingly
> skinny, because the forks are girders instead of telescopic so there's
> no bending force applied to the axle.
>
> -----Original Message-----
> From: Jack W. Drews [mailto:vinttr4@geneseo.net]
> Sent: Tuesday, September 09, 2003 11:53 AM
> To: fot@autox.team.net
> Subject: TR brake improvement
>
>
> think it's really healthy that a number of owners have expressed their
> opinions pro and con. We're all in this together, and the last thing
> we want is for some disaster to happen.
>
> I've always had this problem with my TR4, using all sorts of
> combinations of parts -- TR6 master cylinder, Tilton master cylinders
> with balance bar,
>
> stock calipers, and Toyota calipers. I have installed brand new
> currently available residual pressure valves on several cars including
> my own, and they have done absolutely nothing to help the situation.
> By the way, these
>
> are available in the marketplace primarily to help the street rodders,
> whose master cylinders often are below the calipers, a quite different
> problem from what we face. I attacked the problem vigorously after
> scaring
>
> myself big time at Mosport earlier this year. I always pump up the
> brakes for the next corner, but I was dicing with two other cars and
> didn't have time to do it at the sharpest corner, and my pedal went
> almost to the floor. Not a good experience.
>
> When I was describing the proposed fix to a friend who owns an MGB (is
> this an oxymoron?) he said, "Oh, you mean like the spacer on an MGB?"
>
> I find that this spacer and shim approach is used on MGB's and earlier
> MG models, too. Take a look at the Moss MG catalog, page 104, item
> no's 60 and 62. The Bentley MGB manual describes the setting the
> endplay to .002 to .004, and concludes with "tighten the nut to a
> torque loading of 40 to 70 lb. ft.". This torque is being applied to
> the inner bearing race and spacer, not the rollers.
>
> The same arrangement is used on Austin Healey 100-4's, Austin Healey
> 3000's, and a number of other British cars from this era. Why those
> bozos didn't just put fatter spindles on these cars is beyond me.
>
>
>
>
>
> uncle jack
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