One problem that cropped up late in the build was the 32 axle.
It grenaded big time the first time it was asked to handle any power. Follow
on as the axle is upgraded to a chunkier V8 unit from a UK Ford Pilot.
Here's an early shot showing the fitted-as-bought stock 32 axle.
The 32-34 axles have short spring perches, due to the curved spring..
Once running and stopping, however, one good attempt at a hard
launch produced this spectacular failure.
The casing is split and distorted, note the elongation on the lower
bolt hole. This axle must have been on it's last legs when I bought it.
No pics to show the stock Pilot axle that I bought, but the Pilot
does not have the short 32-style spring perches. I decided to splice the
32 ends onto the pilot casings, retaining the Pilot shafts. Here's the
32 ends being parted off in my trusty vintage Hendy lathe. Bush was punched
through, and the end chamfered (luckily on the non-load-bearing side) so
it could swing without hitting the bed of the lathe.
You get the idea. Both parts were generously chamfered to help
weld penetration and alignment. I already had the 32 brakes converted to
hydraulic, another reason for retaining the 32 ends.
Had a brainwave to help the alignment. Measured the diameters of
the housing bore and the axle shaft, and found a piece of sheet metal to
make a bush of the right size.
Each side was welded with the bush in place and tested for straightness
by seeing if the shaft would still rotate freely. Both sides were ok.
There you have it. One full-on V8 strength 32 style axle. UK Rodders:
Bargain alert: Little workmate type device £8.99 from Screwfix!
Well almost a bolt in 32 replacement. the Pilot axle is slightly
wider than the 32, so the spring perches were heated and bent inwards to
compensate.
The end of the pilot torque tube was mated to the sawn-off 32 tube.
Alignment was checked with a big T-square.
The tubular 32 drive shaft was mated to the 6 spline adaptor with
a short adaptor turned from heavy wall tubing. Lots of cutting and welding
on this job.
Due to space considerations, the axle was built up under the car.
First the drive shaft and torque tube were assembled to the banjo housing,
then they were fitted to the back of the trans. The right side housing
was then fitted, then the axle innards, then the left side housing. Made
each step manageable. Still managed to crimp the milk crate between the
left side housing and the banjo, though. luckily the flange wasn't distorted.
So how'd'ya stretch a spring with reversed eyes then? You use two
G-clamps. one big one to pull the spring, and one smaller one to ensure
the big one stays in place. Shock mounts, though redundant, were bent vertical
after the previous spring perch bending operation, so the clamp would fit
better.
Here is a shot of the rear brake conversion. Ford Transit (15/16"
dia) cylinder fitted at top, ford 100E adjuster at bottom. extensions welded
to shoes to fit the cylinder. Handbrake mechanism is a little bell-crank
device, with an extension to reach the opposite shoe. grease catcher was
modified to clear. It took a lot of work to do this conversion, I wouldn't
do it again unless I really couldn't scare up any gennie Ford hyd brakes.
One problem area was clearance between the handbrake abutment support
and the shackle on the spring perch. The situation was improved after the
bending of the perches. Just about clears now, bear in mind the shackle
hangs down at about 45deg. when the weight of the car is on it.
Here's the finished job, all fitted up with radius rods and shox
in place. Handsome! Photo by Koops.
Mart.
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