Matt's 1970 'Trans-Am' Cuda
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Re: Matt's 1970 'Trans-Am' Cuda
Probably too far in now but I know someone that fitted electric power steering from a Corsa to his Barracuda, pretty straightforward conversion by all accounts. Could put you in touch if you want. Also, Hotchkiss make a very nice Heim end conversion to get rid of the track rod ends and sleeves.
“This ain’t no party, this ain’t no disco, this ain’t no foolin’ around”
Re: Matt's 1970 'Trans-Am' Cuda
That is a fairly old trick - Cheng's Cobra has it - and we do fit to Road Going Cobra's too, for people who have not eaten their Weetabix that morning.
You need a "Corsa B" set up as the later ones have the controls embedded in the main vehicle ECU, whereas Corsa "B" are stand alone (albeit a bit crude).
The biggest issue is that they are getting scare now, but there are other suppliers of new equipment these days.
However, a word of warning: all EPAs setups do not have self-centering steering.
You cannot rely on the power of the vehicle to pull the front wheels to the centre position.
Not all drivers can live with that (I can't) but it may work Ok for a race only application.
I can bore you with this if you want to discuss in more detail.
Cheers.
Pete.
You need a "Corsa B" set up as the later ones have the controls embedded in the main vehicle ECU, whereas Corsa "B" are stand alone (albeit a bit crude).
The biggest issue is that they are getting scare now, but there are other suppliers of new equipment these days.
However, a word of warning: all EPAs setups do not have self-centering steering.
You cannot rely on the power of the vehicle to pull the front wheels to the centre position.
Not all drivers can live with that (I can't) but it may work Ok for a race only application.
I can bore you with this if you want to discuss in more detail.
Cheers.
Pete.
Pete Wiseman; Cambridge.
Mopar by the grace of God
Mopar by the grace of God
Re: Matt's 1970 'Trans-Am' Cuda
I did buy a couple of Corsa B columns whilst building the car . They're still on the shelf though as :
1) Like Pete says, people do complain about a lack of feel/ self-centreing.
2) You're still using the column to operate the manual box, which at 16:1 isn't really a quick enough ratio for circuit use, even when used with with a 'fast' pitman arm.
The Borgeson box is 14:1 and with the 'fast 'pitman it was absolutely brilliant (while it lasted)
I'm going to persevere with this system for now. I've got some improvements to reservoir/fluid cooling in mind and we're going to do some testing next week measuring line pressures whilst in operation.
Ray and Chad Donner's fabulous replica Trans Am Mustang uses a Borgeson box with a Mercedes A-class electric hydraulic pump. Interesting setup - I had a good look over it at Speedfest.
1) Like Pete says, people do complain about a lack of feel/ self-centreing.
2) You're still using the column to operate the manual box, which at 16:1 isn't really a quick enough ratio for circuit use, even when used with with a 'fast' pitman arm.
The Borgeson box is 14:1 and with the 'fast 'pitman it was absolutely brilliant (while it lasted)
I'm going to persevere with this system for now. I've got some improvements to reservoir/fluid cooling in mind and we're going to do some testing next week measuring line pressures whilst in operation.
Ray and Chad Donner's fabulous replica Trans Am Mustang uses a Borgeson box with a Mercedes A-class electric hydraulic pump. Interesting setup - I had a good look over it at Speedfest.
Re: Matt's 1970 'Trans-Am' Cuda
Great work Matt, to overcome those issues and race, well done.
Matt Hollingsworth - Vehicle Registrar
Panther Pink 73 Aussie Charger 265 Hemi 4 spd
Challenger Sam Posey Tribute car
Panther Pink 73 Aussie Charger 265 Hemi 4 spd
Challenger Sam Posey Tribute car
Re: Matt's 1970 'Trans-Am' Cuda
So some more details on the power steering conversion:
The steering on the car has always been heavy and slow. Wide tyres and 6 degrees of caster not helping much . Finally gave in and decided on a power conversion.
Chose a Borgeson box, Borgeson UJ, and GM Type 2 pump (since it's modern, small, and lightweight) .
This particular type 2 pump is sold for circle track racing and comes with vee pulley, unrestricted output pressure ( so about 1400 psi ) , and -AN connections.
First job - mount the pump.
Have a look at the most likely location - turns out the engine mount tie rod is in the way. It's redundant now anyway since I've changed to PolyLoc mounts, so it can come out.
Found three likely looking bolts to mount a bracket to, but need to template the centres. Drilled out the bolt heads and fitted some small roll pins.
Cut a piece of plywood and tapped it onto the bolts
The steering on the car has always been heavy and slow. Wide tyres and 6 degrees of caster not helping much . Finally gave in and decided on a power conversion.
Chose a Borgeson box, Borgeson UJ, and GM Type 2 pump (since it's modern, small, and lightweight) .
This particular type 2 pump is sold for circle track racing and comes with vee pulley, unrestricted output pressure ( so about 1400 psi ) , and -AN connections.
First job - mount the pump.
Have a look at the most likely location - turns out the engine mount tie rod is in the way. It's redundant now anyway since I've changed to PolyLoc mounts, so it can come out.
Found three likely looking bolts to mount a bracket to, but need to template the centres. Drilled out the bolt heads and fitted some small roll pins.
Cut a piece of plywood and tapped it onto the bolts
Re: Matt's 1970 'Trans-Am' Cuda
Used the plywood template to make the steel backplate for the bracket
and spaced the pump off on some studding to set the belt alignment
then made the rest of the bracket . Shown partway through here - further bracing to be added
and faced off the pump mount surface, after final welding
Measured for the belt. Quite an unusual length, but US Automotive had one in stock
and spaced the pump off on some studding to set the belt alignment
then made the rest of the bracket . Shown partway through here - further bracing to be added
and faced off the pump mount surface, after final welding
Measured for the belt. Quite an unusual length, but US Automotive had one in stock
Re: Matt's 1970 'Trans-Am' Cuda
Clever and innovative as ever, Matt!
Pete Wiseman; Cambridge.
Mopar by the grace of God
Mopar by the grace of God
Re: Matt's 1970 'Trans-Am' Cuda
Fitting the Borgeson box was straightforward. I had to shim one of the mount ears slightly as it didn't sit quite flat on the K-Member.
Adaptors also purchased from Borgeson to give -6AN connections to the box. A little roughly machined, and packaged complete with swarf, but they'll do the job.
Box to column alignment is good
Mark column for cutting - it has to be a little shorter than standard
Cut column, Drill and fit three roll pins to retain UJ. Borgeson supply the pins and the correct sized twist drill with the UJ
Adaptors also purchased from Borgeson to give -6AN connections to the box. A little roughly machined, and packaged complete with swarf, but they'll do the job.
Box to column alignment is good
Mark column for cutting - it has to be a little shorter than standard
Cut column, Drill and fit three roll pins to retain UJ. Borgeson supply the pins and the correct sized twist drill with the UJ
Re: Matt's 1970 'Trans-Am' Cuda
Nice work!
“This ain’t no party, this ain’t no disco, this ain’t no foolin’ around”
Re: Matt's 1970 'Trans-Am' Cuda
Had the local hydraulic specialist make up a pressure hose. Standard Aeroquip-type hose should not be used for PS as it's not rated for the pressure.
And I made up a standard hose for the return .
And I made up a standard hose for the return .
- Stu
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Re: Matt's 1970 'Trans-Am' Cuda
Cracking stuff!
24 hours in a day, 24 beers in a case. Coincidence? I think not…
70 Challenger
MMA/489
NSS/435
70 Challenger
MMA/489
NSS/435
Re: Matt's 1970 'Trans-Am' Cuda
The setup worked really well when tested in the yard.
On Brands Hatch Indy circuit however, it took only six laps for the fluid to get hot enough to melt the plastic reservoir on the pump. The return line fitting pulled out of its boss, and all the fluid escaped.
So a redesign is in order.
a) cooler needed
b) remote reservoir needed
I was having a custom radiator made at Radtec in Cannock, and they do a BMW M3 race cooler with -6AN fittings - just the job
Selected a Moroso remote reservoir. Mounted it sort-of temporarily on the oil catch tank . Welded in an extra boss to fit a sender, so that I could keep an eye on the fluid temperature.
Removed the plastic reservoir from the pump and welded on a -10AN fitting for the feed from the Moroso reservoir.
Mounted the cooler in front of the rad. The whole installation was done without too much care to detail, just to get the system working and testable.
Next time out was at Donington, and the PS performed really well. The fluid kept very cool, and there were no other issues.
On Brands Hatch Indy circuit however, it took only six laps for the fluid to get hot enough to melt the plastic reservoir on the pump. The return line fitting pulled out of its boss, and all the fluid escaped.
So a redesign is in order.
a) cooler needed
b) remote reservoir needed
I was having a custom radiator made at Radtec in Cannock, and they do a BMW M3 race cooler with -6AN fittings - just the job
Selected a Moroso remote reservoir. Mounted it sort-of temporarily on the oil catch tank . Welded in an extra boss to fit a sender, so that I could keep an eye on the fluid temperature.
Removed the plastic reservoir from the pump and welded on a -10AN fitting for the feed from the Moroso reservoir.
Mounted the cooler in front of the rad. The whole installation was done without too much care to detail, just to get the system working and testable.
Next time out was at Donington, and the PS performed really well. The fluid kept very cool, and there were no other issues.
Re: Matt's 1970 'Trans-Am' Cuda
Engine-wise however, it looks like the coolant loss at Brands earlier in the season did have a few consequences.
I raced at the Spa Summer Classic in June, which was just an amazing experience. The 4.4 mile circuit sits in the Ardennes forest, and is widely acknowledged as one of the World's best. It's a great circuit to drive, and the whole place is full of history.
The car lasted the meeting, but was filling the catch tank with coolant every race, which (as long as the rad cap is OK) implies head gasket problems.
And indeed the head gasket had been pushed up towards the valley on several cylinders. Also #2 piston had a bit missing . Looks like detonation had been occurring, presumably at Brands when racing with no coolant .
I raced at the Spa Summer Classic in June, which was just an amazing experience. The 4.4 mile circuit sits in the Ardennes forest, and is widely acknowledged as one of the World's best. It's a great circuit to drive, and the whole place is full of history.
The car lasted the meeting, but was filling the catch tank with coolant every race, which (as long as the rad cap is OK) implies head gasket problems.
And indeed the head gasket had been pushed up towards the valley on several cylinders. Also #2 piston had a bit missing . Looks like detonation had been occurring, presumably at Brands when racing with no coolant .
Re: Matt's 1970 'Trans-Am' Cuda
Fortunately a new piston was available from the US , and I got the whole thing back together again the day before Oulton Park in August
Re: Matt's 1970 'Trans-Am' Cuda
Great work and write up.......Now go clean your lathe!
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The name is Kev, nowadays known as Kevvy or Pommie C***!</center>
The name is Kev, nowadays known as Kevvy or Pommie C***!</center>