Dart Brakes and Braking hints
Let's brake it so we don't
break it.
Extract from May 1990 GSM Club newsletter
I am sure that you must have
made the deduction that this time we are going to talk about brakes and braking.
I sincerely hope that what follows may be of help to you.
The Darts were equipped with the drum brakes off the 100E Prefect & Anglia
models dating up to 1959. The later model Anglia had similar drum sizes but the
pitch of wheel studs differed. The master cylinder was also off the old
Anglia/Prefect but was identical to the later model Cortina (Peace light type).
This braking system was even then inadequate and such problems as brake fade
were common. Its stopping ability is shocking compared to that found on modern
cars today, especially as the Dart is not too far off many a modern car
performance-wise.
The question is, however, how to improve the system without going too modern so
as to harm the car's authenticity.
There are a few options. One is to add a brake booster to the existing system.
This is a fair improvement because of the increased pressure used in the system.
It enhances the self-energizing action, which is characteristic of the
drum-brake system. The brake shoes in the system do not remain static. When the
brakes are applied the brake shoe is made to turn in the direction of the
turning drum and the higher the pressure, the tighter they grip.
This can be compared to paper rolled round a pencil. The harder one grasps the
paper, the tighter it grips the pencil if one tries to turn the pencil. So the
booster idea worked, but one still head the problem of brake fluid overheating
and boiling, as well as fade on account of overheating brake shoes and drums -
caused by the increased friction.
So another answer had to be found. Option two was to change to a disc- cum-drum
braking system as found on many cars today. Many a dart owner has opted to
modify his car's brakes to discs on the front and an increased drum size on the
rear. The only disc/strut combination, which bolts onto the lower control arm of
the Dart, is that of the Consul 315. These, unfortunately have all gone to
heaven and are scarcer than gold. The struts had to be cut off through the same
specifications of those originally used on the Dart.
I had to settle for a set of struts of the Cortina, which have a different
mounting to the lower control arm, where it links to the strut. The answer was
to make up new lower control arms by using the Dart's one cut in half joined to
the Cortina's cut in half. Seeing that these control arms were made of cast
iron, I took them to a reputable certified welder and had them welded there so
that a certificate could be handed to me. (I am rather fond of my neck not to
talk of my car once it goes.)
The fitting of bigger drums is less of a problem. They must come off a 1500
Cortina Mk I or II. You also need the backing plates with wheel cylinders brake
shoes and springs. Once you have removed the old one's from your car, these just
bolt on.
It will be found that this updating ought to solve whatever braking problem or
inadequacy your GSM Dart might have had. A brake booster gives a softer pedal
and better braking as modern disc brakes do not function effectively unless
equipped with a booster. I would though like to mention that all these Fords
from which these parts are taken all ran without boosters and had respectable
anchors. I would therefore recommend trying out a Ford system as explained minus
a booster. This will in any case be more authentic and acceptable to the club as
it seems that the last Darts were manufactured with Consul 315 discs up front
and drums on the rear.
The Flamingos were all equipped with discs and drums and had excellent brakes.
It would thus seam unnecessary to tamper with the Flamingo's system.
Lucas van Wyk
May 1990
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