in article c00pbp$1146d0$ snipped-for-privacy@ID-199813.news.uni-berlin.de, **-** at
firstname.lastname@example.org wrote on 06/02/2004 19:20:
Aw, feckin' heck. More WMVs ... You drive the finest car known to mankind,
but choose the worst video codec :)
PING Meatball Turbo - what was that package that converts WMV to MPEG? I
simply refuse to pollute my Mac with Windows Media Player. I don't mind the
half-hour round trip running up Virtual PC to run the software you
recommended though! Grrr!
1989 900 Turbo S
Very nice - you're slowly driving me towards doing mine. I want!!!
a few Qs-
The disks and calipers - what make, where from? What pads?
Did you respray it? Dis you respray it yourself?
Where do you get your gearbox bits from?
Make = Faulks Performance
Where From = Faulks Performance, i.e. Me ;-)
Discs are 325mm ATE Grooved Iron Discs on Alluminium Bells, discs secured to
bells via aerospace grade alluminium fastners
Calipers are Brembo Alluminium Radial Mount Dust Sealed 4 Pots with Internal
fluid cross overs, basicaly the same as those used on most fast
Porsche/Ferrari's, not to be confused with the lug mount Brembo's used on
the Evo's etc as these don't have internal crossovers and in most cases
aren't as ridgid. The calipers are mounted on Alluminium brackets which are
again machined from blocks. Total fluid capacity of the calipers is only
slightly greated than the standard single pot meaning the original mastey
cyl is perfectly acceptable with only a slight increase in pedal travel.
Calipers are joined to the existing hydraulic system at the wheel arch
junction the standard setup uses by Braided hoses with zinc plated steel
fittings. Hoses are secured to caliper mounting brackets.
Pads are Mintex 1166's
Total increase in weight over the standard setup is about a kilo, which
could be reduced by using a lighter bell and a drilled disc.
Yes. Car was stripped back to a shell, all underseal removed, chassis legs
were seam welded, front crossmember was reinforced, shell was sprayed using
2 pack primer and paint in the original Saab 170B. Its visited many a gravel
trap and only has the odd stone chip, the paints tough.
Their standard 1991 spec boxes (filled with Redline MTL) with GKN outer CV's
and standard Saab inners. Average life expectancy is 3000 - 5000 miles, a
box lasts as long as a clutch. Usual failiure is due to the gearbox casing
flexing under power which slightly opens up the contact points between the
gear teeth on 3, result is usualy a completely stripped third gear cluster
and collateral damage to surrounding clusters, followed very quickly by a
trip to the rev limiter and a smell of hot gearbox oil. I'm working to
rectify this failiure point at the moment by bracing the gearbox casing to
combat flex, ala the drop box's on tank transporters which have a very
similar problem, doing it without increasing weight considerably is where it
gets tricky though.
Thanks, took quite a while to develop to a level I was happy with. I've done
repeated 150 mph
to 0 stops on them and they do not fade, the discs get a nice blue hue to
them, the pads smoke a
little but they don't fade.
Rough estimate, Shell purchased in June 01, Car first ran in its current
Bruntingthorpe Proving Grounds July 03. 2 Years and 1 month total build
Approx 1 hour per weekday and 12 hours per weekend. So 52 weekends a year,
52*12 = 624 * 2 = 1248
313 weekdays at 1 hour a day = 313 hours * 2 = 626 + 1248 = 1874 hours.
Factoring in the times I've spent on it when I've had no other work on its
probably near 2000 hours. Thats
Including all the kit thats been developed just for the car. Chargecooler
system, Brakes, Fuel System,
Aerodynamics. There so much on the car that isn't standard I doubt I can
remember it all of the top of my
head LOL. With this one done and all the diagrams etc. available I reckon I
could build another one in
around 500 hours for half the cost.
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