Thank you, Fred
Mark

 

x1000. A true artist in our midst. Can't wait to see more!

 

Amazing work! . Makes my stuff look like it was done by a caveman. . Doug.

 

Master Class I'd say. Great work, Mark. Stu

 

I really appreciate the compliments, guys!
Thanks again, Mark

 

Wow...beautiful work Mark! Thank you! I look forward to seeing the next phase.

I did acquire a set of 6 lock-ring wheels off a late 40s Dodge truck. They are 5 inches wide. I wish they were 6 inches. But, I got to a point that I'll take what I can get. I think 3/16 inches is plenty of room between the wheel and caliper. I cannot imagine the wheel flexing that much.

I got to thinking about lubricating the front wheel bearings and more importantly the CV joints. Could a couple of Zerk fittings be added while this stuff is apart such that I can easily grease these things in the future?

Nelson

 

the back side of the hub showing the modifications for the rotor mounting flange, the surface was machined true to the bearings and a step was machined for a pilot for the flange to locate on.


hub side of rotor mounting flange. 5 pockets are for the heads of the lug bolts, 10 of the 1/2-20 threaded holes are for the rotor and 5 are to fasten the flange to the hub. also shown is the pilot ring machined in the outside edge to center the flange on the hub


rotor mounting flange on hub


rotor mounting holes modified for flat head cap screws


Rotor fastened to mounting flange with 10 1/2-20 flat head socket head caps

 

this is one of three of the M-H seal retaining clips. the rotor mounting flange eliminates these.


rotor and hub assembly mounted on spindle. you can see the hub sandwiched between the rotor mounting flange and the wheel spacer. the next photo shows the wheel spacer and the 5 1/2-20 socket head cap screws fastening the rotor mounting flange to the hub.



caliper to wheel clearance


caliper to wheel clearance thru the hand hole. there is 3/4"+ clearance between the wheel and caliper
Thanks, Mark

 

Mark,

Quickly becoming a masterpiece! Thank you for all of the nice work!

Nelson

 

Thank you Nelson for the kind words. I appreciate the opportunity to do this conversion for you!
Mark

 

 

The previous post is the drivers side assembled. These photos are the parts for the passenger side.
Thanks, Mark

 

This is the hose adapter fitting that I used on my truck. This fitting would possibly cause the hose to rub the drag link.


The fitting on the right is the M-H fitting. The fitting on the left is same as the fittings I used on my truck.


This is the revised fitting for the M-H. It will allow the hose to arch up and over the drag link.
Thank you all for your interest in this project, Mark

 

Absolutely gorgeous, Mark. So much investment time in design and engineering. As few MHs as are around you must not have planned to do this commercially. But as brake drums on big trucks become more and more scarce there could well be a market on the 2wd trucks. And I'll mention too, the front drums on the F-2/F-3 M-Hs are unique and suffer the same .020" spec standards as stock F-3 drums. Even though there are fewer yet of F-2/F-3 M-Hs, there are few good spare drums in existence. I got lucky and have a good set, but the others might not be so lucky. Might be a future project. Stu

 

Thank you for all the wheel help and the kind words, Stu. I don't know if I will get the opportunity to do another one of these conversions or not. I did enjoy doing this one. Now I hope I made complete drawings of all the pieces, just in case.
Thanks again, Mark