Northstar rebuild: Will style (Page 91/119)
Will NOV 18, 09:20 PM
This is how much I moved the expander block inboard.



Here's what the P-Brake looks like by itself:





Much larger gap from the expander block to the drum





And the assembly



Here is a Dustbuster knuckle on the parking brake assembly. The parking brake would work with this knuckle, but the stock service brakes would not work with the parking brake.



Here's an interesting tidbit... I designed the expander block to the "centered" on a radial line from the axle center line. Because the adjuster plunger is thicker than the fixed plunger, this puts the shoe *slightly* off center in the drum, resulting in light contact. I have updated the expander block and backing plate design to compensate for this, BUT new expander blocks will be expensive to prototype. I'm confident enough that I have the design nailed down to order the hats from Coleman now.
engine man NOV 19, 06:20 AM
Nice work very percises

[This message has been edited by engine man (edited 11-19-2019).]

Will DEC 29, 12:07 PM
Coleman custom brake hats arrived.





The brake pilot bore fit on the brake pilot journal on the bearing is PERFECT





I did not expect them to show up in bare steel, so now I have to figure out what to do with them. Powder coat? Epoxy paint? Any piece part black oxide treatments available? Cerakote?
pmbrunelle DEC 30, 10:05 PM
Steel, not cast iron? That works for a friction surface?

How about plating, such as cadmium?
wftb DEC 30, 11:13 PM
Granted I am not that fussy but why add to the cost? I would just spray them with high temp paint. As far as friction surface, it is just a parking brake. I think they look great.

------------------
86 GT built 2.2 ecotec turbo
rear SLA suspension
QA1 coilovers on tube arms

IXSLR8 DEC 31, 01:49 AM
Nice!
Will DEC 31, 03:03 PM

quote
Originally posted by pmbrunelle:

Steel, not cast iron? That works for a friction surface?

How about plating, such as cadmium?



Aluminum would work for a parking brake, and Wilwood even offers some. I elected to stay on the safe side with steel. My next set will probably be aluminum, depending on what my experience with the steel ones is like.

I may need larger counterbores around the rotor mount holes. These should work fine for socket cap screws, but I really like external 12 pt screws.


quote
Originally posted by wftb:

Granted I am not that fussy but why add to the cost? I would just spray them with high temp paint. As far as friction surface, it is just a parking brake. I think they look great.




Precisely because I put a bunch of money into them, I want to keep them looking pretty and expensive for as long as feasible.


quote
Originally posted by IXSLR8:

Nice!



Thanks!
It's getting there. These will work with either 5x115 or 5x4.75" bearings... I should probably look into the 5x110 Solstice/Sky bearings and see what else they'll fit.

[This message has been edited by Will (edited 12-31-2019).]

La fiera JAN 01, 08:54 PM
Wow Will, you are an artist, great job!
Will JAN 02, 04:33 PM
Thanks!
So slow without my own shop, though

[This message has been edited by Will (edited 01-02-2020).]

Will JAN 09, 08:49 AM
I've been learning a lot about 58x controllers and realized they have some shortcomings for my uses.

58x advantages vs. current system:
-Throttle by wire
-Direct wired cruise control (if using '09 Trailblazer OS)

58x DISadvantages vs. current:
-A/C request can not be directly wired
-VSS can not be directly wired
-There is no manual transmission OS with direct wired cruise control

All 58x applications get the A/C request via CANBus data from the BCM. All 58x Applications get the VSS via CANBus data from the TCM.

FieroGuru has been running a manual transmission TCM (Pontiac G6 maybe?) that does nothing but read the VSS and transmit that over the CANBus. There is no option for A/C request that's readily compatible with a Fiero. Selecting the Trailblazer OS for direct wired cruise means putting up with a stall prone automatic transmission calibration that does not have a clutch switch input.

Without a VSS, the system loses both rolling idle and, more importantly, DFCO, which can significantly impact fuel economy. Without the A/C Req line, the ECM can neither compensate the idle airflow for A/C compressor turn-on NOR switch off the A/C compressor at WOT or high engine RPM.

There are TBW 24x applications that have integrated/direct wire capabilities for all of the above functions, HOWEVER, they are LS 24x only and not compatible with the Northstar triggering and ignition systems. The Shelby OS doesn't do TBW and the TBW 24x calibrations don't work with the Northstar's triggering and ignition systems.

The crank trigger wheels on the Northstar are in the middle of the crank and integral to the crank. I could possibly machine off a Northstar trigger wheel and maybe install an LS trigger wheel, but I will need to precisely index (will I? How is synch handled?) it to the crankshaft, if any of the dimensions even work. I don't know the relative ODs of the LS and Northstar wheels, which is a key piece of information for making this work. I can just order a wheel, though.

HOWEVER...
I just realized that I can solve *ALL* these issues *AND* end up with Lingenfelter parts in my Fiero!

https://www.lingenfelter.co...97.html#.XhX78UdKiEI



This converts a 58x crank sensor and 4x cam sensor into 24x LS crank sensor and 1/2x LS cam sensor pulse trains. I can build a 58x Northstar and then run any 24x LS controller with this.

BAM!