Karl Shultz wrote:
One other thing. Richard, I'm assuming this is for the 914. If you're on roadraceautox.com, user bam914 is one of the most expert 914 guys in the country. He just finished building an absolutely gorgeous one for racing in ITB. It's a museum piece.
http://www.roadraceautox.com/showthread ... hlight=914The brakes are for the 914.
I checked out the thread and it looks pretty cool. Wish it had more photos. It will be interesting to see how competitive the car is. In general the 914 has a tough time these days in road racing as there seems to not be a class that it is particularly the car to have. In PCA racing, it tends to do better than the 911 when the two are built to the same level.
Blake apparently works for Jake Raby who is “The” guru when it comes to Type 4 engine (the engine that is in the four cylinder 914). Using modern techniques not available to VW and Porsche back in the late 60’s early 70’s he has taken that engine to new levels. His engine kits are popular but expensive.
Wes Eargle wrote:
What pitch and length and hardness? Where in the caliper is the bolt (what job does it do, anything in single shear)? The reason why I ask is because if you could use a "cap screw" type, I might be able to hook you up with a part number for something that exists in Contour transmission towers.
Here is what the calipers look like...
These particular calipers are ATE that was used on the rear of 911s for many years. They are a common upgrade for 914s. The design is a split caliper meaning four through bolts hold the two halves together. Additionally there is a spacer between the two halves that allows various width rotors to be used. The four bolts are mostly in tension to clamp the two halves, but there is also a shear aspect. I have never heard of one of these coming apart on a car due to bolt failure.
There is a reputable guy in the Porsche world who rebuilds Porsche calipers (photo above is of his work) and he reuses the factory hardware once they have been cleaned and re-plated. I am just finishing Carroll Smith's book “Nuts, Bolts, Fasteners and Plumbing Handbook” and am a bit leery of reusing the hardware based upon what he says, but then again he pretty much says to only use aerospace hardware and toss everything after it has been used once.
Right now, I am going to try to re-use the hardware. I have heard of some people using ARP hardware (common supplier for quality rod end bolts), but even then it’s not a perfect match. The biggest issue is that the bolts need to be cap head since the heads are inset into the caliper so if you was to use a regular hex head (or other external style) you can’t get a tool on it. ATE used what is known as a RIBE head, which is sort of like an old-school version of the more modern Torx head (Torx bits almost fit, but not quite), but is pretty much not used today.
Since once you split the caliper you are no longer able to pressurize the chamber behind the pistons, I want to get the pistons out before I split them. Once I get them split I can measure them. For example I don’t know the thread pitch right now, but am pretty sure they are M7.
Probably more info than you care to know.
_________________
Richard Casto
1972 Porsche 914
2013 Honda Fit Sport
2015 Honda Fit EX
http://motorsport.zyyz.comMoney can't buy happiness, but somehow it's more comfortable to cry in a Porsche than a Kia.
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