Both Don and Hartmut have expressed to me that a better brake would be helpful. A bit of research was in order, so I talked with the premier brake manufacture of race cars in the U.S., i.e., Wilwood, who recommended the following set up for my application. As weight was not a problem, a 10 1/2" diameter cast iron rotor 3/4" wide with cooling fins between the rotor friction faces was advised. The weight of the vehicle, the speeds that the mass had to be stopped, and the diameter of the rear tire in size, were all considered for the optimum brake set up. The brake lining is referred to as the "E" lining compound, which is for extreme high speeds and high heat. The caliper is a racing aluminium body with four pistons, the type used on high speed drag cars and NASCAR. A quick trip to the surplus yard and $50 worth of 7075 T-6 aluminium, and the last four days of labor making the bracketry for installation, has produced a brake that should work well. To make everything compatible, a Wilwood master cylinder was also procured and installed.

The last piece in the gear train is finally finished and installed. What I'm talking about is the 23 tooth HYVO gear which is used on the input shaft of the Muncie transmission. Last year the gear had a machined hole in the center, a new clutch was bought, and the center spline was removed and turned to size and pressed into the HYVO gear, and then welded on both ends. This was always suspect in my eyes. I never thought it was the way to do it properly, but I did it anyway. For 2005 a new HYVO gear was bought, and the 1 1/4" diameter 22 degree involuted serrated spline was EDM'd. The gear was re-heat-treated, as the teeth of the HYVO were the only thing treated when purchased. The center of the gear was quite soft. The new gear spline area has a full 5/8" width increase. The gear is much stronger, and virtually bullet proof.

Where does it all go? I spent, this last two weeks over $1000 on what you have just read.