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General Metalworking - All aspects of working with metal.
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Posted by DoN. Nichols on June 9, 2008, 9:48 pm
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>
[ ... ]
>> > The old Volvos had double opposing pistons, so the caliper body was
>> > firmly bolted to the car, so the problem was to prevent internal rust,
>> > and also to keep internal abrasive wear under control. Frequent
>> > flushing of the system achieved both objectives.
>>
>> The MGA front brakes (at least on the MGAs new enough to not
>> have drum brakes) also had opposed pistons in the calipers with rigidly
>> mounted caliper bodies. Some of them had 4 wheel disk brakes, with a
>> tiny drum brake in the hub of the rear for the parking brake.
>
> I had a GF who had a MGB, but I don't recall ever working on the brakes.
One difference is that the MGBs used the single-use stretch
bolts, while the MGAs used multiple-use bolts to hold the caliper halve
together.
> I do recall a struggle replacing a front shock. English Engineering at
> its peak.
Hmm ... did the MGB use standard tubular shocks? The MGA used
lever shocks -- two pistons operated by the lever to offer different
damping in either direction. The shock assembly was the top end of the
suspension, with normal A-arms at the bottom.
Those were not that difficult to replace -- I've done it on car
which was so badly worn that it was pumping Dow Corning 200 Silicone oil
out the leaks around the lever arms. I got a pair of replacement ones
which were obviously Sears replacements -- which looked so new that they
had likely been put on the car and then someone tried a bit more
elaborate a maneuver than the car was capable of in testing the shocks.
The damage to the car was mostly at the other end, so I got a pair of
good shocks out of it. (And as to why I went to a junkyard for shocks,
those lever shocks were *expensive*. If I had not found a pair in such
good shape at the junkyard, I would have kept on topping them up with
used Dow Corning 200 from work. :-)
>> > The newer calipers have one set of pistons, and the caliper body must
>> > swivel or slide. That's when the problems started, as it seems to be
>> > pretty hard to keep the slides and swivels properly greased. Current
>> > Volvos also use the moving caliper body system, and I did have one
>> > freeze. I thought it was a bearing, but a frozen caliper is cheaper to
>> > fix.
>>
>> Pretty much everything after my MGAs had moving caliper bodies.
>
> I believe it - cheaper to make.
Yep. And it was during that transition time that disk brakes
started appearing on normal consumer cars instead of just sports cars.
[ ... ]
>> > In other words, the lathe was maintained as if it were a car.
>>
>> Agreed.
>
> But it had to have been costing them money and frustration. I would
> have thought that hiring a machine tool tech once a year to clean and
> adjust the lathe would have been amply repaid in increased efficiency.
There are people who don't see the cost in productivity of a
machine in need of repairs, as long as it still works, but who are
*seriously* offended by a single day of production lost to repairs.
[ ... ]
>> > That's a good point, although the lack of metric threads may be the
>> > problem these days.
>>
>> Well ... there is a set of metric gears for the 5900 series.
>>
>> Check out:
>>
>> http://www.d-and-d.com//misc/MANUALS/CLAUSING/METRIC.pdf
>>
>> to see what it consists of and how it is used.
>
> Thanks. Someday the necessary kit will turn up.
>
>
>> Hmm ... I wonder whether it would be possible to make a
>> multi-geared threading dial so you could use it for metric threads on an
>> inch leadscrew?
>
> It should be possible, but will probably require some gearing.
Gearing with four ratios. Look at the _How to Run a Lathe_ by
South Bend. The machines with a metric leadscrew and gearbox also had a
threading dial which had four different pick-up gears on a sliding shaft
to set for the various things needed for different Metric threads.
[ ... ]
>> O.K. Page 11 of the manual, in the section on "HOw to Remove
>> Headstock Spindle", it says:
>>
>> 5. Loosen the lock screw in Collar "A" and remove collar
>> -- make sure to not lose brass plug beneath screw"
>>
>> So -- brass is confirmed for the 5418 at least.
>
>
> In the 5914 manual, the corresponding item is 557-054 "Nylon Plug"
> (shown on page 21.2), and there are no instructions on removing the
> spindle.
O.K. Doesn't the change of belts on your machine not require
removing the spindle? It *must* be removed on the 5418 -- unless you
cut all three belts and replace them with those snap-together belts.
But I believe that your belt goes through the external gear cover
instead.
[ ... ]
>> >> Perhaps I could "troll" for it? :-)
>> >
>> > With that big electromagnet Iggy has.
>>
>> I thought that was just a mechanical movement switched permanent
>> magnet (similar to a mag chuck on a surface grinder).
>
> Right. It is mechanical. But it will still do.
Hmm ... those are heavier than the electromagnet versions for a
given lift capability.
[ ... ]
>> > I don't think so. My recollection is that it's ball screws driven by
>> > backlash-free gears, or a linear motor and bearings on steel V-tracks,
>> > in either case servo controlled using a glass scale of some kind.
>>
>> Hmm ... a long gear train of backlash-free gears then to allow
>> sufficient precision.
>
> Steel worm held tightly against bronze wormwheel?
Maybe.
[ ... ]
>> > Well, the insulation might burn off, but copperweld steel wire isn't
>> > going to mind the heat.
>>
>> Hmm ... it might burn the copper off (melt it) to expose the
>> steel which would then rust.
>
> If one gets the wire hot enough to melt the copper, the steel will be
> weak enough that it will likely break.
Likely. Though it never happened there.
[ ... FastRand and the like ... ]
>> > They worked OK, but were tiny by present-day standards. The main use
>> > was to hold the operating system (Exec 8), which was composed of
>> > hundreds of overlays, because memory was so expensive.
>>
>> And lots of tricks such as using machine code as constants as
>> well to save space.
>
> Actually, they did not do that - too hard to manage. They did have a
> literals pool that contained all shared constants.
*Some* programmers did that. Read this:
http://www.ccil.org/jargon/jargon_49.html#SEC56
======================================================================
Mel loved the RPC-4000
because he could optimize his code:
that is, locate instructions on the drum
so that just as one finished its job,
the next would be just arriving at the "read head"
and available for immediate execution.
There was a program to do that job,
an "optimizing assembler",
but Mel refused to use it.
"You never know where it's going to put things",
he explained, "so you'd have to use separate constants".
It was a long time before I understood that remark.
Since Mel knew the numerical value
of every operation code,
and assigned his own drum addresses,
every instruction he wrote could also be considered
a numerical constant.
He could pick up an earlier "add" instruction, say,
and multiply by it,
if it had the right numeric value.
His code was not easy for someone else to modify.
======================================================================
>
>> Have you ever read _The New Hacker's Dictionary_? In
>> particular, some of the stories in the appendix? Things like the story
>> of a "Real Programmer" and "always mount a scratch monkey". :-)
>
> Yes, but I don't recall the part about a scratch monkey. I'll have to
> look it up.
It appears that there is an update (more correct re what
actually happened) in the 3rd edition of _The New Hacker's Dictionary_,
based on a quick web search.
[ ... ]
>> Right -- but when Linux uses lots of private libraries, it sort
>> of gets in the way of this kind of standardization. I remember one
>> useful program "aggregate" which required a specialized library which
>> was just a re-working of the translation of error numbers to text
>> strings -- but done in a strange enough way so it was easier to add that
>> library than to try to correct all calls to it to conform to the
>> standard ones.
>
> Yes, there is a lot of that, as there was in the early days of UNIX, but
> Linux is standardizing as UNIX did a decade or two before.
About time. Unfortunately, they are standardizing on libraries
other than those in other unix flavors.
>
>> Aggregate, in case you were wondering, translates between the
>> three different representations of IP blocks (at least the newer
>> version):
[ ... ]
>
> I can't imagine that there was any benefit to this library versus other
> libraries, so it's probably an accident of history - that's what was
> available to the author, so that's what was used.
I think that the person who wrote aggregate also wrote the
library in question -- or was a student of whoever wrote the library.
Enjoy,
DoN.
--
(too) near Washington D.C. | http://www.d-and-d.com/dnichols/DoN.html
--- Black Holes are where God is dividing by zero ---
|
|
Posted by Joseph Gwinn on June 9, 2008, 11:10 pm
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> >
>
> [ ... ]
>
> >> > The old Volvos had double opposing pistons, so the caliper body was
> >> > firmly bolted to the car, so the problem was to prevent internal rust,
> >> > and also to keep internal abrasive wear under control. Frequent
> >> > flushing of the system achieved both objectives.
> >>
> >> The MGA front brakes (at least on the MGAs new enough to not
> >> have drum brakes) also had opposed pistons in the calipers with rigidly
> >> mounted caliper bodies. Some of them had 4 wheel disk brakes, with a
> >> tiny drum brake in the hub of the rear for the parking brake.
> >
> > I had a GF who had a MGB, but I don't recall ever working on the brakes.
>
> One difference is that the MGBs used the single-use stretch
> bolts, while the MGAs used multiple-use bolts to hold the caliper halve
> together.
I never had the pleasure. Although that GF was hard on brakes.
> > I do recall a struggle replacing a front shock. English Engineering at
> > its peak.
>
> Hmm ... did the MGB use standard tubular shocks?
No. That would be unimaginative.
> The MGA used
> lever shocks -- two pistons operated by the lever to offer different
> damping in either direction. The shock assembly was the top end of the
> suspension, with normal A-arms at the bottom.
>
> Those were not that difficult to replace -- I've done it on car
> which was so badly worn that it was pumping Dow Corning 200 Silicone oil
> out the leaks around the lever arms. I got a pair of replacement ones
> which were obviously Sears replacements -- which looked so new that they
> had likely been put on the car and then someone tried a bit more
> elaborate a maneuver than the car was capable of in testing the shocks.
> The damage to the car was mostly at the other end, so I got a pair of
> good shocks out of it. (And as to why I went to a junkyard for shocks,
> those lever shocks were *expensive*. If I had not found a pair in such
> good shape at the junkyard, I would have kept on topping them up with
> used Dow Corning 200 from work. :-)
The MGB had the lever shocks, but I think I recall that the levers were
at the bottom. GF got the replacement somewhere, but I have no idea
where. She was quite the scrounger. Replacement was not easy, but I no
longer recall why. It was my first time, and that may have been part of
the reason.
> [ ... ]
>
> >> > In other words, the lathe was maintained as if it were a car.
> >>
> >> Agreed.
> >
> > But it had to have been costing them money and frustration. I would
> > have thought that hiring a machine tool tech once a year to clean and
> > adjust the lathe would have been amply repaid in increased efficiency.
>
> There are people who don't see the cost in productivity of a
> machine in need of repairs, as long as it still works, but who are
> *seriously* offended by a single day of production lost to repairs.
My theory is that they were certainly oblivious, and probably cheap as
well. They had no idea just how much this was costing them, and likely
had convinced themselves that it was just an old lathe and there was
nothing that could be done. A machine tech would have been cheap by
comparison.
> [ ... ]
>
> >> > That's a good point, although the lack of metric threads may be the
> >> > problem these days.
> >>
> >> Well ... there is a set of metric gears for the 5900 series.
> >>
> >> Check out:
> >>
> >> http://www.d-and-d.com//misc/MANUALS/CLAUSING/METRIC.pdf
> >>
> >> to see what it consists of and how it is used.
> >
> > Thanks. Someday the necessary kit will turn up.
> >
> >
> >> Hmm ... I wonder whether it would be possible to make a
> >> multi-geared threading dial so you could use it for metric threads on an
> >> inch leadscrew?
> >
> > It should be possible, but will probably require some gearing.
>
> Gearing with four ratios. Look at the _How to Run a Lathe_ by
> South Bend. The machines with a metric leadscrew and gearbox also had a
> threading dial which had four different pick-up gears on a sliding shaft
> to set for the various things needed for different Metric threads.
I'd really like to have this problem to worry about.
> [ ... ]
>
> >> O.K. Page 11 of the manual, in the section on "How to Remove
> >> Headstock Spindle", it says:
> >>
> >> 5. Loosen the lock screw in Collar "A" and remove collar
> >> -- make sure to not lose brass plug beneath screw"
> >>
> >> So -- brass is confirmed for the 5418 at least.
> >
> >
> > In the 5914 manual, the corresponding item is 557-054 "Nylon Plug"
> > (shown on page 21.2), and there are no instructions on removing the
> > spindle.
>
> O.K. Doesn't the change of belts on your machine not require
> removing the spindle? It *must* be removed on the 5418 -- unless you
> cut all three belts and replace them with those snap-together belts.
> But I believe that your belt goes through the external gear cover
> instead.
The 5914 is a variable-speed lathe, so there is no moving of belts
needed. So, there is one belt pulley on the spindle, and it's at the
opposite end from the chuck, with headstock between, and the spindle
need not be removed to replace a belt.
> [ ... ]
>
> >> >> Perhaps I could "troll" for it? :-)
> >> >
> >> > With that big electromagnet Iggy has.
> >>
> >> I thought that was just a mechanical movement switched permanent
> >> magnet (similar to a mag chuck on a surface grinder).
> >
> > Right. It is mechanical. But it will still do.
>
> Hmm ... those are heavier than the electromagnet versions for a
> given lift capability.
All the better to troll for iron with.
> [ ... FastRand and the like ... ]
>
> >> > They worked OK, but were tiny by present-day standards. The main use
> >> > was to hold the operating system (Exec 8), which was composed of
> >> > hundreds of overlays, because memory was so expensive.
> >>
> >> And lots of tricks such as using machine code as constants as
> >> well to save space.
> >
> > Actually, they did not do that - too hard to manage. They did have a
> > literals pool that contained all shared constants.
>
> *Some* programmers did that. Read this:
>
> http://www.ccil.org/jargon/jargon_49.html#SEC56
>
>
> ======================================================================
> Mel loved the RPC-4000
> because he could optimize his code:
> that is, locate instructions on the drum
> so that just as one finished its job,
> the next would be just arriving at the "read head"
> and available for immediate execution.
> There was a program to do that job,
> an "optimizing assembler",
> but Mel refused to use it.
>
> "You never know where it's going to put things",
> he explained, "so you'd have to use separate constants".
>
> It was a long time before I understood that remark.
> Since Mel knew the numerical value
> of every operation code,
> and assigned his own drum addresses,
> every instruction he wrote could also be considered
> a numerical constant.
> He could pick up an earlier "add" instruction, say,
> and multiply by it,
> if it had the right numeric value.
> His code was not easy for someone else to modify.
> ======================================================================
Oh, yes. I knew many people that used this trick in embedded realtime
systems. But not in Exec 8.
And don't forget self-modifying code.
> >> Have you ever read _The New Hacker's Dictionary_? In
> >> particular, some of the stories in the appendix? Things like the story
> >> of a "Real Programmer" and "always mount a scratch monkey". :-)
> >
> > Yes, but I don't recall the part about a scratch monkey. I'll have to
> > look it up.
>
> It appears that there is an update (more correct re what
> actually happened) in the 3rd edition of _The New Hacker's Dictionary_,
> based on a quick web search.
<http://edp.org/monkey.htm>
<http://en.wikipedia.org/wiki/Scratch_monkey>
> [ ... ]
>
> >> Right -- but when Linux uses lots of private libraries, it sort
> >> of gets in the way of this kind of standardization. I remember one
> >> useful program "aggregate" which required a specialized library which
> >> was just a re-working of the translation of error numbers to text
> >> strings -- but done in a strange enough way so it was easier to add that
> >> library than to try to correct all calls to it to conform to the
> >> standard ones.
> >
> > Yes, there is a lot of that, as there was in the early days of UNIX, but
> > Linux is standardizing as UNIX did a decade or two before.
>
> About time. Unfortunately, they are standardizing on libraries
> other than those in other unix flavors.
In that world, for every winner there must be ten losers. By
definition. It's the whole point of standardization.
> >> Aggregate, in case you were wondering, translates between the
> >> three different representations of IP blocks (at least the newer
> >> version):
>
> [ ... ]
>
> >
> > I can't imagine that there was any benefit to this library versus other
> > libraries, so it's probably an accident of history - that's what was
> > available to the author, so that's what was used.
>
> I think that the person who wrote aggregate also wrote the
> library in question -- or was a student of whoever wrote the library.
Bingo!
Joe Gwinn
|
|
Posted by DoN. Nichols on June 10, 2008, 10:55 pm
Please log in for more thread options >
[ ... ]
>> >> The MGA front brakes (at least on the MGAs new enough to not
>> >> have drum brakes) also had opposed pistons in the calipers with rigidly
>> >> mounted caliper bodies. Some of them had 4 wheel disk brakes, with a
>> >> tiny drum brake in the hub of the rear for the parking brake.
>> >
>> > I had a GF who had a MGB, but I don't recall ever working on the brakes.
>>
>> One difference is that the MGBs used the single-use stretch
>> bolts, while the MGAs used multiple-use bolts to hold the caliper halve
>> together.
>
> I never had the pleasure. Although that GF was hard on brakes.
:-)
>> > I do recall a struggle replacing a front shock. English Engineering at
>> > its peak.
>>
>> Hmm ... did the MGB use standard tubular shocks?
>
> No. That would be unimaginative.
:-)
>> The MGA used
>> lever shocks -- two pistons operated by the lever to offer different
>> damping in either direction. The shock assembly was the top end of the
>> suspension, with normal A-arms at the bottom.
>>
>> Those were not that difficult to replace -- I've done it on car
>> which was so badly worn that it was pumping Dow Corning 200 Silicone oil
[ ... ]
> The MGB had the lever shocks, but I think I recall that the levers were
> at the bottom.
That's strange. There is less room there for the parts. On top
of the front wishbone made more sense, where the MGA put it.
Hmm ... maybe this was to make room for the MGC (An MG-B with
the Austen Healy 6-cylinder engine in place of the 4-banger of the MGA
and MGB. (Hmm ... I had an MGB 1800 cc engine in place of the 1622 cc
engine which my last MGA came with. It surprised a few people. :-)
> GF got the replacement somewhere, but I have no idea
> where. She was quite the scrounger. Replacement was not easy, but I no
> longer recall why. It was my first time, and that may have been part of
> the reason.
O.K. That could do it. The worst thing about the MGA in terms
of working on it was the requirement that the engine and trans be
removed as a unit before you could separate them to replace the clutch.
By the time I got that far, I always figured that I might as well
replace the synchronizer rings while I was about it. :-)
The *official* way to pull the engine and trans involved
removing the seats, the floorboards, and the trans tunnel -- but there
was a way to do it without all of that -- once you knew how. It did
take two people and some creative use of an old fan belt, but it could
be done.
[ ... ]
>> There are people who don't see the cost in productivity of a
>> machine in need of repairs, as long as it still works, but who are
>> *seriously* offended by a single day of production lost to repairs.
>
> My theory is that they were certainly oblivious, and probably cheap as
> well. They had no idea just how much this was costing them, and likely
> had convinced themselves that it was just an old lathe and there was
> nothing that could be done. A machine tech would have been cheap by
> comparison.
Of course -- but they could not see that.
[ ... ]
>> >> http://www.d-and-d.com//misc/MANUALS/CLAUSING/METRIC.pdf
>> >>
>> >> to see what it consists of and how it is used.
>> >
>> > Thanks. Someday the necessary kit will turn up.
>> >
>> >
>> >> Hmm ... I wonder whether it would be possible to make a
>> >> multi-geared threading dial so you could use it for metric threads on an
>> >> inch leadscrew?
>> >
>> > It should be possible, but will probably require some gearing.
>>
>> Gearing with four ratios. Look at the _How to Run a Lathe_ by
>> South Bend. The machines with a metric leadscrew and gearbox also had a
>> threading dial which had four different pick-up gears on a sliding shaft
>> to set for the various things needed for different Metric threads.
>
> I'd really like to have this problem to worry about.
:-)
Really -- the better way to convert for metric is to replace the
leadscrw with a metric pitch leadscrew, and the quick-change box with
one with the proper ratios for metric threads. Then a proper metric
threading dial is simple. :-)
[ ... ]
>> O.K. Doesn't the change of belts on your machine not require
>> removing the spindle? It *must* be removed on the 5418 -- unless you
>> cut all three belts and replace them with those snap-together belts.
>> But I believe that your belt goes through the external gear cover
>> instead.
>
> The 5914 is a variable-speed lathe, so there is no moving of belts
> needed. So, there is one belt pulley on the spindle, and it's at the
> opposite end from the chuck, with headstock between, and the spindle
> need not be removed to replace a belt.
Thus -- no need to remove the spindle -- unless you are
replacing the spindle for whatever reason. :-)
>
>> [ ... ]
>>
>> >> >> Perhaps I could "troll" for it? :-)
>> >> >
>> >> > With that big electromagnet Iggy has.
>> >>
>> >> I thought that was just a mechanical movement switched permanent
>> >> magnet (similar to a mag chuck on a surface grinder).
>> >
>> > Right. It is mechanical. But it will still do.
>>
>> Hmm ... those are heavier than the electromagnet versions for a
>> given lift capability.
>
> All the better to troll for iron with.
Not if you want to be able to reel in the iron and the "hook".
The less mass in the hook the better -- and the electrical one lets you
throw back one which is wrong -- such as an old steam locomotve engine. :-)
[ ... ]
>> >> And lots of tricks such as using machine code as constants as
>> >> well to save space.
>> >
>> > Actually, they did not do that - too hard to manage. They did have a
>> > literals pool that contained all shared constants.
>>
>> *Some* programmers did that. Read this:
>>
>> http://www.ccil.org/jargon/jargon_49.html#SEC56
>>
>>
>> ======================================================================
[ ... ]
>> "You never know where it's going to put things",
>> he explained, "so you'd have to use separate constants".
>>
>> It was a long time before I understood that remark.
>> Since Mel knew the numerical value
>> of every operation code,
>> and assigned his own drum addresses,
>> every instruction he wrote could also be considered
>> a numerical constant.
[ ... ]
>> ======================================================================
>
> Oh, yes. I knew many people that used this trick in embedded realtime
> systems. But not in Exec 8.
O.K. I didn't realize that we were limiting ourselves to Exec
8. :-)
> And don't forget self-modifying code.
I personally re-invented that for the code to print ASCII on an
old Frieden Flexowriter which used a weird code. Sort of like EBCDIC,
but different characters, and shift-up and shift-down codes to select
case and between digits and punctuation marks. Sort of like Baudot,
except eight-level code instead of five-level.
I spit the character out the serial port (I didn't have a
parallel port until later), captured it with a UART, fed it to a set of
reed relays to set up the code, and then a bigger relay pulsed the whole
thing to the Flexowriter (which was really an electric typewriter with
relay trips to the key eccentrics). I couldn't just switch with the
reeds, because the Flexowriter drew enough current to lock the reeds
closed with their own magnetism. :-)
Anyway, the driver had to live in a ROM (1702 EPROMS), and the
translation table in another 1702. The MSB of the table was the state
of the last shift-up or shift-down command, so the total size was the
full 256 bytes of the EPROM. Each address either had the code for the
character, or the code to create a shift-up or shift-down as
appropriate. I checked the last thing sent to the printer, and if it
was a shift code, I re-printed the same character.
I needed to use indexed addressing, but I couldn't do it with a
single register offset, so I wrote to the top of RAM (at "boot" time) a
load from an absolute address followed by a jump back into the EPROM, so
I could put the character as the LSB of the address from which to load.
It worked, and I burned up a lot of once-used (for core dumps)
paper playing Startreck with it. (Input was a real ASCII keyboard, but
output had to be the Flexowriter for a while.) :-)
Later I discovered that what I did was self-modifying code, and
was a "bad thing" -- but it worked for what I needed to do. :-)
[ ... ]
>> It appears that there is an update (more correct re what
>> actually happened) in the 3rd edition of _The New Hacker's Dictionary_,
>> based on a quick web search.
>
><http://edp.org/monkey.htm>
>
><http://en.wikipedia.org/wiki/Scratch_monkey>
O.K. The second was the one which I found -- through some other
route.
<http://www.catb.org/~esr/jargon/html/S/scratch-monkey.html>
[ ... ]
>> > Yes, there is a lot of that, as there was in the early days of UNIX, but
>> > Linux is standardizing as UNIX did a decade or two before.
>>
>> About time. Unfortunately, they are standardizing on libraries
>> other than those in other unix flavors.
>
> In that world, for every winner there must be ten losers. By
> definition. It's the whole point of standardization.
:-)
[ ... ]
>> I think that the person who wrote aggregate also wrote the
>> library in question -- or was a student of whoever wrote the library.
>
> Bingo!
So -- that one has the ring of truth. :-)
Enjoy,
DoN.
--
(too) near Washington D.C. | http://www.d-and-d.com/dnichols/DoN.html
--- Black Holes are where God is dividing by zero ---
|
|
Posted by William Noble on June 11, 2008, 12:15 am
Please log in for more thread options
>
> [ ... ]
>
>>> >>> Hmm ... did the MGB use standard tubular shocks?
>>
>> No. That would be unimaginative.
>
> :-)
>
>>> The MGA used
>>> lever shocks -- two pistons operated by the lever to offer different
>>> damping in either direction. The shock assembly was the top end of the
>>> suspension, with normal A-arms at the bottom.
>>>
>>> Those were not that difficult to replace -- I've done it on car
>>> which was so badly worn that it was pumping Dow Corning 200 Silicone oil
>
> [ ... ]
>
>> The MGB had the lever shocks, but I think I recall that the levers were
>> at the bottom.
>
>
just to add grist to this mill, my 1936 cadillac, a real "American" car, has
lever shocks front and rear - in fact, the front lever shocks are actually
the uppper A frame for the front suspension. So, MG was just following our
lead....
** Posted from http://www.teranews.com **
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Posted by DoN. Nichols on June 11, 2008, 6:49 pm
Please log in for more thread options
[ ... ]
>>>> The MGA used
>>>> lever shocks -- two pistons operated by the lever to offer different
>>>> damping in either direction. The shock assembly was the top end of the
>>>> suspension, with normal A-arms at the bottom.
>>>>
>>>> Those were not that difficult to replace -- I've done it on car
>>>> which was so badly worn that it was pumping Dow Corning 200 Silicone oil
>>
>> [ ... ]
>>
>>> The MGB had the lever shocks, but I think I recall that the levers were
>>> at the bottom.
>>
>>
>
> just to add grist to this mill, my 1936 cadillac, a real "American" car, has
> lever shocks front and rear - in fact, the front lever shocks are actually
> the uppper A frame for the front suspension. So, MG was just following our
> lead....
The lever shocks being the upper a-frame is the same as the MGA,
so yes, it would appear that MG copied Cadillac -- unless someone turns
up even older cars with that design.
Enjoy,
DoN.
--
(too) near Washington D.C. | http://www.d-and-d.com/dnichols/DoN.html
--- Black Holes are where God is dividing by zero ---
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