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  1. tiagra
    Why do you think we needed to develop new wheels... because the original ones fit so nicely that we thought doubleing the effort would make it look better? Talk to Gordan, he can set you up with cheap stuff and original PCD: http://custom4x4parts.com/product/volvo-c303-bolt-on-disc-brake-conversion/ WOuldn't pass TÜV in Germany but it is cheap any mabye suitable for your needs.
  2. tiagra
    No chance.
  3. tiagra
    Well, shipping to Sweden is probably almost nothing compared to the kit price, but in general: The situation is as follows: Interest is very high, but nobody commits to actually buying). The first batch that we made has long been sold out and making a next batch needs more than 1person to start with. We cannot even have 3 people seriously committing so I doubt there will ever be a next batch. Most people prefer the cheap way, that's the way it is. Sorry guys...
  4. tiagra
    The 12H-T does not have a timing belt, it is metal gears housed in an oil-tight metal cover Then there are engines with chains... I think you have alternatives.
  5. tiagra
    Thanx, I sent him the same link via PN, but he will still be required to talk to me, as we do not stock these kits... Will have to plan him for the next production run. Current run is about 80% finished I think, looking forward to see the first vehicles around the world actually converted. AFTERwards we will plan the next production run. .martin
  6. tiagra
    It's not a secret: We'll probably do 9 vehicles in this production run. Scattered around the world from Australia, to France, the Netherlands, Ireland, Germany and Romania. Only 2 of the vehicles are actually registered in Germany, one of them being my own ) Let's hope everything works out as planned, otherwise this will be one expensive f*ck*p I will pay for the rest of my life :> See ya, .martin
  7. tiagra
    Ok guys, last call for this production run: we'll close orders by tomorrow night. Next run, if at all, only in a few months from now. See ya, .martin
  8. tiagra
    Does anyone know where/how to contact user 'hoss' other than PN in this forum? He was very eager to participate back then, but now seemingly impossible to make it happen for him, due to lack of contact :/ only about a week to go until we start the production run...
  9. tiagra
    Hello guys, I have VERY good news: German registered cars will have the chance to get this setup legalized, we'll hold a special test session on Germn TÃœV proving grounds in late October this year. All calculations look good and we are good to go now. This means: We will start taking orders NOW and all orders that have been paid by September 1st 2016 will be part of this production run. It is uncertain whether there will be future production runs, because we always need a minimum number of cars to make it feasable. So if you are thinking about it, now is the time. I will try to personally get back to people who voiced their interest in the past, but not sure I can catch all of them. Feel free to share among your friends, this might be the one and only chance. See ya, I am EXTREMELY happy now .martin, just back from talks with TÃœV
  10. tiagra
    Presentation/transportation box done Will hopefully take it to some exibitions/meetings and also our local TÃœV guy to have a look Good night
  11. tiagra
    The orders will be individual with us, but we will wait until we have a certain number of orders until we order all parts. Reason is, that we need to meet minimum order quantities to reach a sensible price level for most of the parts. Good news is, that we basically have enough orders already, so there won't be further delays once we started. You can order now, but we will probably start with production process in about 6 weeks only, as i am still waiting for some feedback from German TÃœV regarding vehicles for German customers. Zhe earlier you come forward with your orders, the easier it is for us to plan. We will NOT be able to stock conversion kits, as I am not a bank or a rich man )
  12. tiagra
    Hi Klug, yes I have an idea about this, because I calculate stuff before I build it Short answer to your friend would be: Counting calipers does not help and means exactly nothing. I will try a medium answer for some more insight ) For one: Yes you need a brake dimensioned like ours "only" for cars up to 4 tons. That's what the calculation is based on. So on a 3.5t 4x4 you could go with a ~12.5% smaller setup.Since the difference is so small, we have not developed a second configuration for obvious reasons. Secondly, the whole setup did not come out of the blue, but is a direct copy (in terms of overall dimensioning) of the Pinzgauer 716/718 disc brake setup that has been adapted for a) larger tires, only 4000kgs, c) the brake booster setup present on the Volvo and d) legal requirements of maxiumum pedal force for specific amount of brake force delivered. d) has been calculated with the Pinzgauer setup aswell and it can be seen, that their setup also complies with this rule. (500N force on the pedal for a 50% braking procedure, here calculated at 4000kgs) a) The pinzgauer tire size is pretty small, only around 430mm in diamater, we use 470mm diamater for 37" tires. That means just for the tires we need to come up with about 9% more braking power to be within legal limits. is the compromise to make it possible at all, and to be on the safe side since most of us have down-rated their 6x6 to 3500kgs for various legal reasons. c) the Volvo has a weirdo 2x7" booster setup, which gives more power to the brake system than the Pinzgauer 8" booster, so that is good. In case of failure of one booster, you would not be within legal limits anymore, but the pedal force needed to stop a 4000kgs truck with be well within humanly possible limits, so consider that a safety factor of the Volvo brake circuit. Now let's see some OEM cars and their calipers: * Sprinter 906 (4.6tons): Double piston brembo calipers, 52mm, wheel size pretty small but 9/10" Tandem booster (!)... piston diameter per wheel: 73mm * Volkswagen T5 Multivan (2.8tons), single piston calipers, also 9/19" tandem booster and "small" wheels, 60mm piston per wheel * Pinzgauer 718 (4500kgs), larger tires, 2 calipers with 54mm each, only 8" booster, equals 76mm piston per wheel. Even though there are some factors that influence size of calipers etc., one thing should become pretty clear by now: The heaver the car, the larger the pistons/calipers needed. The big differences in booster size are due to the fact, that the overall setup nowadays is a little diffferent from back then: Now we optimize cars for comfort, so we use pretty large main cylinders, that in turn need huge boosters to give the same system pressure as we would have reached back then with smaller boosters and larger main brake cylinders. We gain very small brake leverages and the car therefore feels more sporty. The overall dimensioning stays the same: pedal force multiplied by booster must equal enough pressure to stop the car within legal limits. Now let's see what we've got on the THE BRAKE: * Volvo 303/304 (3500-4500kgs), double piston double caliper, with 38.6 an 41.2mm pistons, dual 7" booster (basically just like 7/7" tandem), equals piston diamater per wheel of 79.8mm. Notice something? 79.8mm piston diameter and all the other parameters (disc diameter etc.) equals about 10% increase of system "performance" over a standard Pinzgauer setup. So to sum it up: THE BRAKE is not some crazy lunatic setup, way oversized for the job, but it is VERY comparable to other OEM setups and calculated to stop a 4t Volvo on 37" tires within legal limits with a proper safety margin, as you would expect from a OEM setup aswell. GIven that, I hope your friend can trust in the brake setup dimensioning of Magna Steyr, Volkswagen and Mercedes Benz, because THE BRAKE has been designed based on their existing setups. Not more, not less That was the medium length answer with no math involved, hopefully that will do it. I know THE BRAKE is expensive, but over-dimensioning is not the reason Ciao, .martin P.S.: Almost forgot to answer your question: YES, absolutely, you could get some calipers made, that are big enough to have a single caliper setup in the front. But: I don't know such a caliper from any OEM, one reason why Steyr also used TWO calipers on their car to get to the needed piston area. Secondly, even if i managed to get a 6 or 8 piston caliper manufactured that lead to the needed piston sizes, it would not be cheaper and huge as f*ck. Secondly I would introduce a second type of caliper on the whole car, since of course you would need a smaller variant on the rear axles. The result would have 2 major disadvantages: You would reduce the number of calipers manufactured for each type, thus raise manufavturing costs per caliper again. Secondly you would end up with 2 different types of calipers of your rig, thus totally undermining the concept of identical parts to enable emergency repairs and servicing on the road. In summary: Does not make sense. Unless... unless you raise the overall system pressure to a point, that would allow using a smaller piston caliper. E.g. by introducing a hydraulic brake booster or some 9/10" tandem booster setup with different diamater main brake cylinder and so on. That would basically lead to overall dimensioning of a whole system, which I did not want to do and which many of you wouldn't want, either. So instead we decided to keep as much of the stock system as possible, copy the best parts of the Pinzgauer and the Unimog (basically only the double caliper idea and overall dimensioning) and modify to suit our needs. Ok, that should do it for now... Good night P.P.S.: Just for illustration's sake and to make you feel more comfortable with the double piston setup... we are not alone here: Pinzgauer: Unimog:
  13. tiagra
    Klug: fixed! thanx
  14. tiagra
    Oh yes, mistake thanks for spotting it, will correct it tonight... The 'here' actually is a link to the post with the width comparison above... The stupid shop template just doesn't show it. Will try to color it somehow... Ex VAT: absolutely! That's one reason why we need to do this officially through tigerExped. Ciao, .martin
  15. tiagra
    Ok, here you go... preliminary product page. Needs some more info and I need to recalculate all prices not to make any mistakes, but in the meantime you can take a look and help me find error and missing info http://shop.tigerexped.de/Specials .martin
  16. tiagra
    Hey guys, Tamaz is right, th 315/70R17 is basically the perfect 17" pendant for all 315/75R16 people. There is a wide range of tires available, even real winter tires etc. 37" is a little less common and mostly available in more aggressive threads usually. In Europe anyway. In the US the selection is much better... About rim choice: The 17" steel is needed to clear the large brake system. Usually steel wheels are pretty narrow on the inside, that's why standard 16" steel wheels usually don't fit. I have tried 16" aluminium beadlock wheels from Tibus, which are basically flat inside and therefore have better clearance: They fit. TIght but no problem. SO if you really wanted to stay with 16" and have some spare cash, you can also go 8x16 aluminum double beadlock. I will also make a kit including those, but beware: These wheels cost a lot of money. Not quite as much as the (narrower!) Hutchinson wheel for the G wagon, but close. Anyway, it's an option and might be interesting if you take into account, that you can keep existing tires or whatever. There is also an 18" double beadlock wheel which I haven't tested, but it might also fit - costs even more than the 16" version, but if someone is interested, I will also try to find a solution for that. I personally think our 9x17" steel wheel is the perfect solution
  17. tiagra
    Hi Tamaz, yes, we have been working on that stuff and fixed 2 problems that we have found during testing and also finally setteled on a thread size for the CTIS connection on the front face of the hub. Front axle always costs more than a rear axle, because of the double caliper setup and I think you need to be realistic about complete conversion costs. While you can source most of the parts needed yourself (in case of tires you will have to anyway, because we cannot supply them), I have roughly calculated what you will need to spend (not nessecarily on our parts, but in general) to complete a full conversion with all new bearings, tires, wheels, brake lines, bolts, hubs, calipers, pads, brackets and whatnot. As I said, costs are not quite symmetrical for front ans rear wheels, but if you would simply divide total cost by 4 and 6 you would REALISTICALLY end up at around: ~1600 EUR per wheel plus VAT plus shipping to you. Spare wheel costs around 450 EUR plus VAT/shipping (tigerexped steel wheel + 37" tire, internet price). I will try to get all parts up onto the website soon and also try to pack some sort of kits to give a littttle better pricing, but since this project will not make us rich anyway, there won't be too much discount possible. We can only accept pre-paid orders, as we are not financially equipped to pay for all of your kits that you might not take in the end - this was atually just a private project to get a nice disc brake conversion for our own car... so it has evolved a little into something bigger due to public interest I will push all sales through my girlfriend's online shop to help with logistics and be able to do proper VAT deduction for all of you outside of Germany, just in case you are wondering who is the billion dollar company behind all this Hope this helps, I know I am slow.... I have a full time job besides all this .martin
  18. tiagra
    Hi Ian, the setup has been calculated to give best results while retaining a) stock main brake cylinder and stock booster setup. The caliper volume fits into that regime. This setup has been dimensioned to remove the automatic 4wd/6wd engagement and still be able to stop a 4t car within legal limits. I am sure, that is where 99% of all other conversions will fail, because they have been devloped for use on light 4x4 trophy trucks and would in no way comply with any official regulations - even if their owners claim it. A simple excel sheet can easily proove the oposite here. Secondly we have the overlander in mind, who relies on spare parts. While we were not able to do this with a cheap OEM caliper (the one that we had in mind went out of prodution before we were finished...), we are using IDENTICAL calipers all around. There is only a left/right difference in terms of differential piston setup, but overall you would be able to survive an emergency by simply taking a rear axle caliper and putting it in the front. That's the idea behind it. The overall layout is identical to the Pinzgauer 718, which also uses 8 identical calipers on 6 identical discs. Best spare part availability in the outback ever In terms of braking force we have dimensioned the setup around 10% above the Pinzgauer (even with 37" tires!), in terms of fading stability we should be miles ahead. To answer your questions: 1) We use differential piston setup for even brake pad wear. So a caliper contains 2x38.6mm and 2x41.2mm pistons, resulting in an equivalent of a single ~80mm piston. For comparision: Pinzgauer would be at around 76mm. 2) I have drawn up a lenghty comparision between a stock standard Volvo on drums and the tigerexped setup with our own 9x17 wheels and 37x12.5R17 BFG MT KM2. Take a look and feel free to ask more questions if needed: Ciao, .martin
  19. tiagra
    Thanx, Nick. Well these are not nuts bolting into the hub, but yes... It is unlike a stock Volvo hub, where you would have studs sticking out the hub. I personally also wanted to go with studs, but in the end a friend of mine has convinced me to go the other route. Thinking about it, it makes more sense. You have a 60+kg wheel in you hands, needing to fiddle it over the studs. What happens 99% of the time? Right, you hit the studs 10 times before you manage to put the wheel on. Somehow just impractical and technically not better, so the decision was made for bolts. This way the only thing you need to fit is the hub centering, then you have all the time in the world to acutally mount the wheel .martin
  20. tiagra
    As promised, first conversion DONE in Romania. CTIS not finished, haven't finally decided on a few details. Overall brake design validated, so after sorting out a few bugs, we might actually be able to go into series production! All kit will ONLY be made to order, we have no funds to stock this stuff Anyway, will get back once we are all set. In the meantime: Enjoy.. .martin
  21. tiagra
    Quick update: CTIS guard raw material arrived - looks just like in the 3D rendering? )
  22. tiagra
    I think there is an error with the brake pads pricing... whatever... too lazy now
  23. tiagra
    Not much... except: The new wheel has arrived for testing, it is came out beautiful.. And it does fit over the brake as intended, so the wheel design is finally fix. Here is a quick test fit on a front portal aswell, to show clearance on the inner edge. CTIS related stuff still in production. 8 more wheels for the first test conversion have also arrived. 6 more hubs and 8 caliper brackets are in production aswell, CTIS still missing, new brake lines still missing. First 6x6 conversion will take place in the first week of May in Romania. So stay tuned. Rough calculation for prices has also been done and goes as follows: EDIT: Full kits and bare bone kits now available (07/16): http://shop.tigerexped.de/Specials New stainless steel braided brake lines, CTIS stuff and other small parts tbd. All numbers in EUROs. Errors not impossible There you have it! .martin
  24. tiagra
    Easy answer: There is no convincing disc on the market. Simple as that But other people find other things convincing, that's why there are other converisons out there and that's why we set out to build yet another one - one, that is convincing
  25. tiagra
    Well... yes. Firstly, few things have changed as mentioned in the last post. New calipers, new adapter. CAD data finally did arrive, all positions redesigned, mounting bracket is now universal fit for left/right and both sides of the axle. That is good news, because we now require only a single fully symmetric bracket. Prototype is done and will probably arrive here by the end of next week or so. Looks like this (color of series production part will vary!): The new caliper layout is a true 180° positioning, just like on the Pinzgauer 716/718, which i personally like better than the old design: All calipers will be black matte with yellow laser engraving, at least that's what we ordered. ALl calipers for the first 6x6 conversion have been ordered 8 weeks ago and were due to arrive this week - they didn't. Will check on them next week. Should be here soon. Next up: Wheel. Manufacturer could not properly clear calipers without fucking up the design too much, so we decided to invest in new pressing tools for the center disc. More money, more time. Anyway, they are on it, final design proof is all we are waiting for, then we'll get the wheels for the aforementioned first 6x6 conversion. Should happen any time soon. Final design should look something like that: Additionally there have been numerous ideas as to how to realize the CTIS and we have come up with a promsiing solution which we will implement on the first test vehicle. I have designed a CTIS guard around it aswell and I think this is close to how we will end up: And last but not least: Hubs have also undergone a few modifications aftr the second prototype and the first 6 are off into production. CTIS stuff added, disk and wheel seat changed, mounting bolt for disc added, wheel bearing seating slightly changed for the type of bearings we can buy nowadays. Bad new: Forgery that was supposed to deliver forged raw hubs has closed down, so a new one has to be found. Waiting for confirmation on that. I guess manufacturing including inductive heat tretment of sealing surfaces and recitifcation of the splines will take 3-4 weeks. So even if on could think we have lost it all... we're still on it, edging closer to actually having a full set of series production components for the first 6x6 conversion. We will use this to validate the overall setup to see what else we need to make this a nice kit. Final notice: Have been in contact with German company TIBUS. They have apparently setup a deal on their own Hutchinson like 8x16 beadlock wheel for much less money. We have exchanged a few CAD data and it appears, that THIS wheel might even fit onto our brake conversion. So there could be the possibility to use 16" tires even with our large 330mm disc setup. Final confirmation only when we have the full setup in flesh and Tibus actually has a wheel at hand for testing. So far so good .martin
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