irk said:
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DO THE TON
hey i admire your skills in getting shit done quick but here i go again
i am not making it up but the connection point has a very poor moment
the caliper has my guess and its close, 3-4 times the leverage on the hanger of stay,you welded on the
swinger than it would if it was a correct angle of moment see both kenny's lashups kr and me and view any others
see the force that the stay is trying to overcome is directly related to the path of the caliper if it was allowed to rotate with the disc
between the axle the axis of it and the center of clapper pads contact and the attachement point if you draw 2 lines it is way off 90 degrees
90 degrees is optimal when adjusting chain this angle changes a bit you just want it close to 90 and the attachement point on the clapper hangar for stay needs to be as far as practical from axle center
its like if you could drive a post in the ground with 50 ft of chain and a big fucking hook and you did the calculations and everything will hold with a bit to spare to stop the train as long as the post is center on train track but you cant have it that way so you plant the post right as close to the tracks as you can not 30 ft from the tracks if you do the train then has nearly 2to1 mechanical advantage
if you were to put a triangle gusset in front of that sweet piece you welded on, 3/32 is plenty thick ,run it full legth of the arm you welded on and forward 6" with speedholes,it look great and it could eliminate that flex which will ,lead to failure,because the way it is now it is being bent,with a past 45 degree sideways motion not pulled straight shot tension at all ,it is being more bent than pulled ,and with a high leverage ratio, the bending is happeniong,when the brakes come on
but it is just too wrong to use, everything is overloaded when it simply need not be,thats all
besides have you observed when axle is slid fr to back like for chain adjustement ?what you have effects a much greater change than it would if done like i promote