Date: Mon, 5 Feb 2001 21:09:29 +1200
Reply-To: Andrew Grebneff <andrew.grebneff@STONEBOW.OTAGO.AC.NZ>
Sender: Vanagon Mailing List <vanagon@gerry.vanagon.com>
From: Andrew Grebneff <andrew.grebneff@STONEBOW.OTAGO.AC.NZ>
Subject: Hansen brake kits #2
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>Date: Sun, 4 Feb 2001 11:34:28 +1200
>To: "Raimund Feussner" <rfeussner@gmx.de>
>From: andrew.grebneff@stonebow.otago.ac.nz (Andrew Grebneff)
>Subject: Hansen brake kits
>Cc:
>Bcc:
>X-Attachments:
>
>Hi Raimund
>
>Thanks for the jpegs!
>
>>I have three photos of a front Porsche brake kit. This kit is from Hansen
>>motorsport.
>>911 Biturbo with new rotor-centers and an adaptor like on the Audi RS2 to
>>mount the calipers.
>
>Ah, but do they make kits for T3? What's their e-mail or website address?
>Are these calipers floating or fixed, ie are the pistons both on the
>outside (with sliding caliper ie floating), or is there another pair of
>pistons on the inside of the disc (caliper fixed, not floating).
>
>>How that? Leave the 130mm circle empty and drill new holes? No way to get it
>>legalized in germany.
>
>I cannot see a (good) reason for this. The rotor center will still be
>plenty strong, even with a second set of holes drilled. Anyway, a KIT
>rotor-center could easily be drilled to Mercedes pattern instead of
>Porsche.
>
> I have heard that the TUV has some ridiculous regulations eg no parts not
>approved by them are legal for street use. Meaning that the part
>manufacturer must provide the TUV with a vehicle of that model with the
>part fitted (eg a motorcycle with some aftermarket handlebar) to look at.
>And yet the TUV's regular roadworthiness inspection of a privately-owned
>motorcycle does not include inspection of the final-drive chain, which may
>be rusted and worn, with sticking or even cracked links! at least, that
>was the case in the mid or late 1980s.
>
>> There are two versions commonly used for converting:
>>the one-part-rotor porsche 911 (993), this will require rims with porsche
>>pattern. And the two-part-rotor with extra-center (993 biturbo and 996, I
>>think) as shown on my photos (change of center to match pattern). I think
>>the second is the best. Except the better performance (304 versus 322mm
>>diameter), you can choose between different patterns and offsets. Makes it
>>adaptable for
>>many cars (great idea from Brembo, www.movit.de uses this idea for their
>>company)
>
>Obviously the biggest-diameter discs that will fit inside the wheel (with
>enough clearance for the thickness of the caliper where it fits over the
>rotor edge) will be most powerful, given the one caliper design for both
>rotor sizes.
>
>One problem for me is that I do not have the van available to measure up,
>though the CLK wheels will eventually arrive here.
>
>Another problem is that I don't know which of the German front axles my
>van has...they were changed about 1984, and my Caravelle's an 84! But I
>believe both versions have a rotor integral with the front hub.
>
>The South African (RSA) Caravelle has a different hub with a removable
>rotor. I believe the axle (spindle, stubaxle) is the same as the later
>German one. So... I either need to:
>1) machine rotors off my hubs and adapt Porsche rotors to modified hubs
>(will offest discs outward)
>2) fit later-model axles and RSA hubs and fit Porsche rotors
>3) find some other hub which will fit my axles if the right bearings can
>be found to adapt them
>
>Regards
>Andrew
>
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