> Then tighten each bolt in a
> certain pattern by a certain number of flats at a time, until a
> certain number of flats have been rotated.
That is the "torque-angle" approach I mentioned earlier, and while it is more
accurate than simple torque, it's still not terribly accurate.
> What other special tools
> would be used on the assembly line?
Could be as simple as a micrometer to measure the bolt length before and after
installation. Looking at an original caliper from the parts bin, I'm struck by
how the design provides easy access to the bolt end, the smooth spot in the
center of the head, and the smooth end on the bolt. Doesn't prove anything, but
I find it suggestive.
> Randall, you seem very knowledgable, what is the technique the
> manufacturer used in the assembly?
I honestly don't know, Tony. I'm just guessing, same as everyone else.
> If we had the right parts and
> knew how much to turn the bolts, could we not achieve the same
> results? I think the answer is "Yes".
Certainly they aren't assembled by magic ... you're quite right that with the
right parts, and the right tools, and the right specifications, we could achieve
the same results.
> Now all we need to know are the specifics for a certain set of bolts
> from a certain supplier...
That possibly aren't even made any more ... not to mention a few other details
we lack.
But if it's true (as has been asserted) that no one has ever had one of these
calipers fail in service, then I suppose it really doesn't matter. One theory
occurs to me : Didn't Girling get their start in disc brakes by building them
for aircraft ? Perhaps the aircraft design standards got used for the calipers
on our LBCs ?
We all have our little phobias I guess ... seems interesting that the same
people that think I'm a fool for not wearing a seat belt in a TR3 also seem to
think it's OK to assemble their brakes with specifications passed down by word
of mouth from the dead sea scrolls.
Randall
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