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Now that the front suspension
system conversion is complete, we need to mount the new SACO
Performance Rack and Pinion Steering unit. This requires a
fair amount of problem solving - we'll have to decide where to mount
the rack so that there are no interference issues and minimal "bump
steer" problems, then fabricate and install mounts. At the
same time, we'd like to retain the stock fuel tank location but that
will necessitate modification of the gas tank to fit around the new
rack and steering shaft locations..... We'll tackle one
problem at a time while being mindful that every change we make
usually results in more changes being required "down stream" - a
"cascade" effect. We'll try not to box ourselves into a
corner....
The gaping hole where we need the steering rack
to end up.
You can see the beginnings of our "rack mount tabs" - I held the
rack in the location we wanted while Trevor made a cardboard
template. Once he was satisfied with the fit he plasma cut the
actual parts out of steel plate, drilled the mount holes and welded
some gussets in place. Here, the tabs are tack welded in place
for final fitment checks.
One of the gusset tabs welded to the rack mount
plate.
We obviously want the rack mount to be securely attached to the
car, so these gussets were added for rigidity and additional weld
strength.
Our Rack with mounting tabs ready to be fitted
into place.
We want the tie rods to be as low as possible without
interference from the frame head throughout the entire range of
suspension and steering travel. A race Baja Bug would have the
frame head clearanced up to 1" for tie rod clearance - but we will
not have additional structure supporting the front beam so we
elected not to clearance. That's clearly a compromise between
structural integrity and "bump steer" issues.....
The SACO rack installed in it's new location
We have a little more work to do before the final install - the
new steering shaft needs a bearing added in the driver's footwell
area to secure the shaft geometry. The original steering shaft
had no universal joints incorporated - it had a flexible coupler
where it connected to the steering box that essentially served as a
second "fixed point" that kept the solid steering shaft aligned
correctly. Our new rack (and steering shaft input location)
required that we cut the original steering shaft short so that we
could install a custom shaft with two universal joints incorporated.
With only the original, stock steering column shaft bearing and the rack's
pinion shaft being "fixed" points and with two universal joints
in-between, the new shaft needs a third "fixed" point to keep
everything aligned and operating without binding.
Steering shaft bearing installed
With the installation of this bearing, nearly all of the "play"
in the steering system has been eliminated. Without this
"fixed endpoint" for the steering column shaft, it would have been
free to move up, down, left and right as the steering wheel was
turned, introducing an unacceptable amount of play into the system.
Now, the only "slop" in the system comes from the steering box "gear
lash" (about 1/4" rotation at the steering wheel outer diameter).
A different perspective on the new steering
installation
We have good clearance from the frame head throughout the
suspension range of travel but it looks like we'll need to do some
serious surgery on the fuel tank to fit in the stock location.....
We may find it easier to fabricate a custom tank than to modify the
stock one. That's our next hurdle - we'll finalize the
steering installation then move on to the fuel tank.
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