I now have available reproduction Power Steering Pump Brackets for Volvo D24 and D24T engines as used in the North American Market for the Volvo 240 and 700-series from 1979 through 1986. These brackets replace Volvo Part Number 1328517-7, used on the 240-series, and Part Number 1257805-0, used on the 700-series.
After discussing the two applications with members of the D24 mailing list, https://elist.tufts.edu/wws/info/d24 a consensus was reached that, since the cost of reproducing these brackets was high, and since the D24 (240-series) bracket could be used on either engine, whereas the D24T (700-series) bracket cannot easily be used on the Volvo 240-series because of interference with the top radiator hose, we would reproduce only the D24-type Power Steering bracket.
These D24 Power Steering Brackets are applicable to Volvo 240, 244, 245, 260, 740, 744, 745, 760, 764, 765, 940, 944, and 945 vehicles with D24 or D24T engines.
Here’s a photo of one of my finished D24-type power steering brackets:
The replacement Power Steering Pump Brackets are sand castings, whereas the original brackets are die castings. Sand castings are much less expensive to make in the small quantities anticipated for these reproduction brackets.
To make these sand castings, I first engaged a pattern maker (Gage Pattern in Norway, Maine) http://www.manta.com/c/mmsmm22/gage-pattern-inc to make a wooden pattern. Here’s a photo of the pattern:
The pattern is painted gray and is shown in its place in the black casting form. I will explain the casting process as best I can, based on my conversations with Auburn Stove Foundry, New Gloucester, Maine, http://auburnstovefoundry.com but I may not have all the details quite correct, so if anyone knows more about the sand casting process than I do, please set me straight on the particulars.
To make a single casting, a steel form is placed around the black form and packed with sand. Then the form is turned upside down, the black form is removed, leaving the gray pattern in place, and a release agent is applied to the resulting split line.
Next, another steel form is placed atop the pattern and risers are placed in the top half to carry molten metal into the mold. The top half is then packed with sand, forming a two-piece sand mold. The two halves of the mold are separated and the grey wooden pattern removed. Then, the two halves of the mold are re-joined and molten aluminum is poured into the cavity.
As you can imagine, this is a time-consuming and costly process, but in small quantities, it’s far cheaper than developing the tooling for the die casting method.
Next is a photo comparing the wooden pattern with a raw aluminum casting:
The raw aluminum casting is on the left, and the wooden pattern is on the right. Notice that the casting is a bit smaller than the pattern. That’s due to shrinkage as the molten metal solidifies and cools. The pattern is made larger than the final finished dimensions to compensate for the shrinkage.
Here’s a photo of four raw aluminum castings, showing what they look like from four different directions:
The castings and an OEM D24-type Power Steering Bracket, as well as a D24T engine (for fitment) were all delivered to a machine shop (Maine Tool and Machine, LLC, Brunswick, Maine) http://www.manta.com/c/mtmjrqf/maine-tool-machine-llc. Using the OEM bracket and the D24T engine for guidance, the machine shop developed a shop drawing and built tooling (two special fixtures) for machining the reproduction brackets.
Next is a photo of a finished bracket resting atop the first of the two machining fixtures that the machine shop made:
The next photo shows this first fixture in use on the milling machine:
Note the steel clamp at the left of the photo, holding the bracket down to the fixture.
Next is a photo of the second machining fixture:
Next is a photo of the second fixture with a finished bracket attached:
And now a photo of the second fixture in use on the milling machine:
Notice that the bosses for the rubber bushings have been surfaced to properly locate and orient the rubber bushings.
Next is a photo showing how the bosses are bored to accept the rubber bushings:
You’d never know it from the above photo, but the fixture is designed to hold the bracket such that it’s tilted forward at the top by a 1 degree angle. That is to compensate for the flex of the rubber bushings when the V-belt is tightened so that the Power Steering Pump pulley will be properly aligned with the crankshaft harmonic balancer and fan pulleys. The one degree angle was determined by careful measurements made on the OEM bracket that was used for guidance.
Next is a photo of three Power Steering Pump Brackets:
In the front is an OEM D24-type bracket. In the middle is one of my reproductions, and at the back is a brand-new, never used, D24T-type bracket.
Notice that the reproduction D24 bracket, when used in place of an OEM D24T bracket, will result in the Power Steering pump being attached a little lower on the engine, and therefore closer to to the Power Steering rack, such that the original power steering hoses will be a bit longer than they need to be and therefore a little more flexed (looser) than with the OEM bracket. This should never be an issue.
Despite the change in pump location, the same V-belt is used on both D24 and D24T engines. That is, the 240-series, and the 700-series Diesels both use the same power steering belt.
Although you can’t tell from the picture, the reproduction bracket is considerably thicker and wider than the OEM bracket, and it weighs about 775 grams, compared to about 573 grams for the OEM bracket. The reproduction brackets were intentionally beefed up in critical areas to reduce the chance of breaking. The foundry also claims that the sand casting alloy used (Tenzaloy, Alloy Number 713.1) is considerably stronger than the die casting alloy used in the OEM brackets.
Finally, we have a photo of the reproduction bracket installed on a D24T engine:
Fitment is quite good, I believe, and alignment of the belt pulleys is just about as good as it could possibly get.
Development and production of these reproduction brackets was not cheap. Altogether it cost me $7918.47 to produce 22 brackets, but one of those (the first prototype) didn’t come out right, and isn’t something that I can sell. So, to break even, I have to get $377.07 for each of the 21 usable brackets; I’m going to round that up to $380.00 each. So, if you’d like to order one of these brackets, that’s my price, plus shipping. I’m sorry that the price is so high, but that’s what it has to be. If these 21 brackets ever sell out, I can make more for less cost, but that will never happen unless I’m able to sell these ones first.
32 JBS Way
Wiscasset, ME 04578