Gazelle and SM 1500 Sedan brakes

The Gazelle, Hunter, Chamois.
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CarMan35
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Gazelle and SM 1500 Sedan brakes

Postby CarMan35 » Fri Nov 10, 2006 2:56 pm

My Singer 4AD Roadster is being prepared for racing in a vintage class. Certain modifications are allowed, as long as they were available at the time when the cars were fairly new. I have removed the body from the frame and I am studying the mechanical systems. I also have received a copy of a document containing the description of the SM 1500 sedan, which used Lockheed hydraulic brakes at all four wheels. Other specs have led me to think that the sedan brakes may be "bolt-on" upgrades for the Girling hydro-mechanical system. Have any members attempted this swap? Does anyone have an SM 1500 sedan parts car? Are the drums and hubs for both systems the same? I have no info on the later Gazelle model, but I would be interested in knowing the same things about a possible Gazelle brake conversion. Track safety is my goal, and even excellent brakes are challenged at Road America. While the chassis elements are exposed, this is the best time to look into this idea. Thanks! John Slusar

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GeneA
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upgrading brakes

Postby GeneA » Mon Nov 13, 2006 10:27 pm

Hi John: Will the sanctioning body for your vintage racing allow such a modification from stock? If so (perhaps for safety reasons) I would suggest getting in touch with Bill Haverly in the UK for parts and advice, or David Green here at NASOC for Gazelle info.

Gene
Gene Abbondelo
1949 Roadster

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CarMan35
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Postby CarMan35 » Tue Nov 14, 2006 2:33 am

Gene: Thank you...Yes, certain modifications are allowed in this class, if they were available at the time the cars were fairly new. Certainly, an upgrade to 4-wheel hydraulic brakes, as used on a contemporary Singer is welcomed.
I just disassembled my cylinder head today, and it appears that the dual carb head is most likely very different, as the OHC head is a sort of "duplex" design, with a cast-in log intake manifold at the top, and exhaust passages below. Mine has only one central inlet port, indicating that the dual carb design probably has two inlets, making it quite different. While I would be capable of modifying my head, I am now thinking that I must concentrate on my search for a dual carb head and manifold.
John

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Peter McKercher
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Postby Peter McKercher » Tue Nov 14, 2006 1:02 pm

John
I would second Gene's suggestion to contact Bill Haverly ( BillHaverly@asco.org.uk ) for information on the head and manifold differences. He is the Roadster Registrar for ASCO in England. Very knowledgable fellow. Also owns the only surviving fibreglass Singer, the SMX .
Peter McKercher
Vice President - NASOC
Pre war Singer Specialist and Collector
Automotive Historian
Author of "Racing Roadsters"

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Paul Bouchard
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Postby Paul Bouchard » Wed Nov 15, 2006 3:18 am

John,

A third vote for Mr. Bill. Definately try his e-mail, but for a sure bet, use good-old snail mail. Bill is more of a renaissance man and these new-fangled computronic machines are not necessarilly his style.

Drop him a note, add some pictures if you wish and if you supply your car's serial number, he may be able to give you some details on the various serial numbers on your car when it left the factory.

Bill's address is as follows:
45 Langham Rd
Teddington
Middlesex
TW11 9HF
United Kingdom

Paul
Paul Bouchard

President, NASOC
Nine Roadster Registrar

1948 A Series Roadster
1947 Super Ten Saloon
1935 Le Mans Super Speed Model

Just enjoying the ride.

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CarMan35
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Postby CarMan35 » Wed Nov 15, 2006 3:41 am

Thank you, Paul, for the "heads up". I have already sent an email, but will try to follow up with a hard copy. John


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