Yet another 5-lug rear conversion, some questions |
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Yet another 5-lug rear conversion, some questions |
TonyAKAVW |
May 23 2009, 09:42 PM
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#1
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That's my ride. Group: Members Posts: 2,151 Joined: 17-January 03 From: Redondo Beach, CA Member No.: 166 Region Association: None |
I've been reading up on lots of threads about the rear conversion, CV joints, etc. etc. I'm not 100% clear on everything, but more importantly I'm not exactly sure what I have...
A few years ago I picked up a roller that was in the early stages of a -6 conversion. The owner worked at a Porsche shop here in socal, and had put a 1987 SC front end on the car, and started to do the 5-lug rear conversion. So what I have are a pair of trailing arms with some stuff installed. From what I can tell from the other threads, I have a 74+ hubcentric wheel flange, early 911 stub axles, and on one of the trailing arms, a partially complete 911 handbrake. The other trailing arm has the dust shield portion installed, but no shoes, etc. The stub axle flanges measure 100 mm across in total diameter (edge to edge). Now for the questions: 1. There were several threads about spacers required for the hubcentric wheel flanges, but I couldn't figure out where these spacers are supposed to go. Second, is there a way I can tell if this setup has them or not? 2. I'm hoping to use the 944 CV joints, 914 axle, and 911 coarse splined output flanges. Based on what I have are there any issues? 3. Brakes. I currently have the A calipers on the front and stock 914 rear calipers. When I finish this rear 5-lug conversion I will have to choose between upgrading the rears to the V-calipers or moving my A calipers to the rear, and using Boxster calipers on the front. As far as I can tell, there is little to convince me to go with the V-caliper. A set of Boxster calipers is ~$300 off ebay, and I figure I should be able to make a set of adapters on my milling machine. The V-calipers are nearly $600 and offer no change in pad size on the rear. I realize that fora narrow bodied car, the setup I'm proposing is overkill, but if in the future I decide to flare, I'd have the brakes already done. I have a 165 HP Subaru motor, and I'm sitting at about 1900 lb right now, with some weight still to come off. So the question here is any suggestions/opinions? 4. If I do put the A calipers on the back, are they strictly bolt-on or will I need to modify anything? -Tony Attached image(s) |
TonyAKAVW |
May 24 2009, 03:13 PM
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#2
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That's my ride. Group: Members Posts: 2,151 Joined: 17-January 03 From: Redondo Beach, CA Member No.: 166 Region Association: None |
Okay so I tore apart one trailing arm and I figured out a way to determine whether there is a spacer on the other side. I will measure the exposed threads on the stub axle on the other side, and if it comes up the same as on the side I tore apart, then I know there is a spacer.
I also discovered that the PO had a great idea with regards to the stopping plate for the parking brake. The pictures below illustrate that... Another interesting detail on the parking brake is that instead of the expanding butterfly style, this one uses a compound lever (that's the best way I can figure out how to explain it) You pull on this tab that comes out and the shoes expand. In the end its the same effect, but with a different mechanism and does not seem to require the special cable that uses the sheath as part of the compression system. (Is that confusing or what?) So, back to the original purpose of tearing this apart... There is a spacer in the stackup, and it measures 4.92 mm thick and seems to be made of stainless steel (not magnetic) and has a nicely machined curved inner radius to fit against the radiused flange surface. Patrick Motorsports' website says that there is an inner and outer spacer, and that both must be used. I have not seen anywhere else, mention of this. Anyone know about that? -Tony |
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