A small milestone has been conquered. The brakes have had their first bleed. All seemed to go to plan and all the calipers, and the clutch, bled up nicely. Normally we bleed the brakes once, leave it for a day or two and then bleed them again. Then after the first session give them another quick bleed. So thats what I am going to do here. Of course the ‘couple of days’ may be a little while longer but that wont cause any problems!
Not too much done this week unfortunately. I spent Saturday at whizzing round Rockingham, if you ignore the rain, and then on Sunday we were phoned up by a stranded 964 Turbo on the M11. It turned out that whoever had built his engine had NOT done a very good job! the throttle cable had fallen off as they had not put the retaining clip in and whoever had assembled the rear of the CAM should be sacked! But we got it fixed and the chap drove home late afternoon a happy man!
That left we with a couple hours to get a few minor things done. I made up the clutch pipe from the copper pipe to the slave cylinder, it is only about 6 inches long, got the rear brake pipes on and connected up, the air lines in and clipped up and got most of the way through making up the fire extinguisher lines.
Next week we are testing the 935 on Friday and assuming everything is OK racing on the Sunday. Hopefully I can get a full day on the Arachnid on Saturday, so I hope to finish off the fire lines and make a start on the front suspension. I need to weld some tags to the front arms for the anti roll bar and some collars onto the bar itself. Time permitting I will try to get the radiator sidepod on and make a start on the water pipes. I also had a new seat moulding to try out, and new GCU software…
I had planned to spend most of today sorting out the build, but as ever things didn’t seem to go to plan, but nevermind! This evening however I got down to sorting out the brakes. First of all I assembled both drivers side bells and disks. As I have said before these are AP brakes off of the F3 cars of last year, but I happen to know they have not massively changed, and I think that Jon is now using these on his latest creation! The disks themselves ‘float’ on the bells to help prevent pad knockoff. The amount of float is up to you really, and AP now will sell you bobbins will different amounts, whereas before you had to make your own! Anyway, I have gone for a medium amount.
As I have said before, I am using copper tube for the main runs on the brake, and clutch pipes. In fact, I must correct myself, I am using copper nickel tube. It has a higher bursting pressure, not that copper is poor, but its much harder to work with, as it work hardens when you put bends into it. Hopefully though this solid tube should give a better brake pedal, as it wont expand like flexible hose, well that’s the theory anyway.
Using copper brake pipes require flanged ends on the pipe. To this end I managed to borrow a flanging tool from Tony. I have to say this is a really really good tool. It comes with all the different size tools for the different diameter pipes. It is a double operation tool, ie you have to flare it twice to get the final flare shape.
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