manual master on 4 wheel disc brakes? Can't find thread?
07-23-2009, 12:34 PM
#21
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Interesting that the new Wagner F59051 master cylinder that Bill sold to me does not have any residual pressure valves in the seats (I put a thin probe through the ports and felt no resistance until the end of the port goes upward).
Note that this master cylinder is no longer available from Wagner.
John (plasticman)
Note that this master cylinder is no longer available from Wagner.
John (plasticman)
07-23-2009, 01:30 PM
#22
Melting Slicks
Thread Starter
How tuff is that plug to get out...?
Stan..
Stan..
07-23-2009, 03:17 PM
#23
Safety Car
07-23-2009, 03:19 PM
#24
Melting Slicks
Thread Starter
Ok thanks..Charles
Stan..
Stan..
07-23-2009, 04:13 PM
#25
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St. Jude Donor '07
Interesting that the new Wagner F59051 master cylinder that Bill sold to me does not have any residual pressure valves in the seats (I put a thin probe through the ports and felt no resistance until the end of the port goes upward).
Note that this master cylinder is no longer available from Wagner.
John (plasticman)
Note that this master cylinder is no longer available from Wagner.
John (plasticman)
Bill
07-23-2009, 05:03 PM
#26
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07-23-2009, 05:09 PM
#27
Le Mans Master
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2019 Corvette of the Year Winner
St. Jude Donor '15
That looks "really" good Herb. Nice! Have you driven it much yet...? How does it feel...is it what you were after..??
I like the idea of a remote pump very much. But I thought I'd look at all the old post once again before I dropped a grand. I like simple too....."if" it can be made to work well.
I remember you having some issues with the manual stuff. Hard pedal and slow stops or ...??
Thanks ..Stan..
I like the idea of a remote pump very much. But I thought I'd look at all the old post once again before I dropped a grand. I like simple too....."if" it can be made to work well.
I remember you having some issues with the manual stuff. Hard pedal and slow stops or ...??
Thanks ..Stan..
I thought the electric version would keep the engine compartment very clean, since the money was a toss up in terms of total dollars, it made sense to go with the system I could hide the easiest.
07-23-2009, 05:32 PM
#28
Apologies to all for not chiming in with the info on the internal residual valves a couple months ago when the C1 dual port master cylinder thread occurred but I didn't actually have one of the Mopar masters in my hands to tinker with until recently when a friend enlisted my help to design a 4 wheel disc system for his C1.
We'll be attempting to modify the C2/C3 front & rear disc setup for it. 11.75" dia. x 1.25" thick, vented rotors, 4-pot cast iron fixed calipers on all 4 corners, excellent rigidity & heat tolerance, all fitting under 15" wheels. Way over-engineered for back then, built like a tank and still impressive by todays braking standards. I'm finding most of todays C1 disk conversion kits have migrated to smaller (10.5", 11.00", 11.50") and thinner (.80", 1.00") rotors with the large GM single piston calipers, or use the latest whiz-bang aluminum calipers, drilled rotors etc. Good & fine for street use, but his car will see some track duty and he also wants readily available parts (seals, pads) that he can get at any auto parts store.
Lemme see now, gotta mill a recess into the C3 rear caliper mount to accomodate the C1's bearing retainer plate so the mount sits flush against the C1 housing flange, then just bolt on a C3 rear disk/parking brake assembly. The 1969 Camaro had c-clips, so they simply welded a different flange onto their rear housing that bolted up to the stock 69 vette rear brake assembly and called it the JL-8 option ..no rocket science about that
Hmmm.. now if I can just locate a vendor that still supplies the front caliper brackets designed for the OEM C2/3 Kelsey Hayes cast iron 4-pot calipers, they've all gone to the large GM single caliper brackets now. Might have to make our own or modify the factory C3 front brackets for the C1 spindle. ...fun fun fun
We'll be attempting to modify the C2/C3 front & rear disc setup for it. 11.75" dia. x 1.25" thick, vented rotors, 4-pot cast iron fixed calipers on all 4 corners, excellent rigidity & heat tolerance, all fitting under 15" wheels. Way over-engineered for back then, built like a tank and still impressive by todays braking standards. I'm finding most of todays C1 disk conversion kits have migrated to smaller (10.5", 11.00", 11.50") and thinner (.80", 1.00") rotors with the large GM single piston calipers, or use the latest whiz-bang aluminum calipers, drilled rotors etc. Good & fine for street use, but his car will see some track duty and he also wants readily available parts (seals, pads) that he can get at any auto parts store.
Lemme see now, gotta mill a recess into the C3 rear caliper mount to accomodate the C1's bearing retainer plate so the mount sits flush against the C1 housing flange, then just bolt on a C3 rear disk/parking brake assembly. The 1969 Camaro had c-clips, so they simply welded a different flange onto their rear housing that bolted up to the stock 69 vette rear brake assembly and called it the JL-8 option ..no rocket science about that
Hmmm.. now if I can just locate a vendor that still supplies the front caliper brackets designed for the OEM C2/3 Kelsey Hayes cast iron 4-pot calipers, they've all gone to the large GM single caliper brackets now. Might have to make our own or modify the factory C3 front brackets for the C1 spindle. ...fun fun fun
07-23-2009, 06:04 PM
#29
Safety Car
Apologies to all for not chiming in with the info on the internal residual valves a couple months ago when the C1 dual port master cylinder thread occurred but I didn't actually have one of the Mopar masters in my hands to tinker with until recently when a friend enlisted my help to design a 4 wheel disc system for his C1.
We'll be attempting to modify the C2/C3 front & rear disc setup for it. 11.75" dia. x 1.25" thick, vented rotors, 4-pot cast iron fixed calipers on all 4 corners, excellent rigidity & heat tolerance, all fitting under 15" wheels. Way over-engineered for back then, built like a tank and still impressive by todays braking standards. I'm finding most of todays C1 disk conversion kits have migrated to smaller (10.5", 11.00", 11.50") and thinner (.80", 1.00") rotors with the large GM single piston calipers, or use the latest whiz-bang aluminum calipers, drilled rotors etc. Good & fine for street use, but his car will see some track duty and he also wants readily available parts (seals, pads) that he can get at any auto parts store.
Lemme see now, gotta mill a recess into the C3 rear caliper mount to accomodate the C1's bearing retainer plate so the mount sits flush against the C1 housing flange, then just bolt on a C3 rear disk/parking brake assembly. The 1969 Camaro had c-clips, so they simply welded a different flange onto their rear housing that bolted up to the stock 69 vette rear brake assembly and called it the JL-8 option ..no rocket science about that
Hmmm.. now if I can just locate a vendor that still supplies the front caliper brackets designed for the OEM C2/3 Kelsey Hayes cast iron 4-pot calipers, they've all gone to the large GM single caliper brackets now. Might have to make our own or modify the factory C3 front brackets for the C1 spindle. ...fun fun fun
We'll be attempting to modify the C2/C3 front & rear disc setup for it. 11.75" dia. x 1.25" thick, vented rotors, 4-pot cast iron fixed calipers on all 4 corners, excellent rigidity & heat tolerance, all fitting under 15" wheels. Way over-engineered for back then, built like a tank and still impressive by todays braking standards. I'm finding most of todays C1 disk conversion kits have migrated to smaller (10.5", 11.00", 11.50") and thinner (.80", 1.00") rotors with the large GM single piston calipers, or use the latest whiz-bang aluminum calipers, drilled rotors etc. Good & fine for street use, but his car will see some track duty and he also wants readily available parts (seals, pads) that he can get at any auto parts store.
Lemme see now, gotta mill a recess into the C3 rear caliper mount to accomodate the C1's bearing retainer plate so the mount sits flush against the C1 housing flange, then just bolt on a C3 rear disk/parking brake assembly. The 1969 Camaro had c-clips, so they simply welded a different flange onto their rear housing that bolted up to the stock 69 vette rear brake assembly and called it the JL-8 option ..no rocket science about that
Hmmm.. now if I can just locate a vendor that still supplies the front caliper brackets designed for the OEM C2/3 Kelsey Hayes cast iron 4-pot calipers, they've all gone to the large GM single caliper brackets now. Might have to make our own or modify the factory C3 front brackets for the C1 spindle. ...fun fun fun
07-23-2009, 06:28 PM
#30
Melting Slicks
Thread Starter
[QUOTE=firstgear
I thought the electric version would keep the engine compartment very clean, since the money was a toss up in terms of total dollars, it made sense to go with the system I could hide the easiest.[/QUOTE]
Absolutely right...you have done so much to keep it sanitary, the electric pump is perfect for your car in my view.
Stan..
I thought the electric version would keep the engine compartment very clean, since the money was a toss up in terms of total dollars, it made sense to go with the system I could hide the easiest.[/QUOTE]
Absolutely right...you have done so much to keep it sanitary, the electric pump is perfect for your car in my view.Stan..
04-23-2012, 04:25 PM
#31
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St. Jude Donor '07
just not a good pedal feel. I think someone stated it best, we are used to a particular type of pedal feel from driving cars with power brakes and going to the manual it just didnt feel the same. I found that talking with some of the Chips Choice guys last year that several of them felt the same way and most went to the Hydroboost set up off the power steering pump. But my '60 doesnt have power steering either, so to add it meant having to add the pump and a bracket and soon I was at the number I am at with the electric version in terms of total dollars.
I thought the electric version would keep the engine compartment very clean, since the money was a toss up in terms of total dollars, it made sense to go with the system I could hide the easiest.
I thought the electric version would keep the engine compartment very clean, since the money was a toss up in terms of total dollars, it made sense to go with the system I could hide the easiest.
unless i somehow missed it, please tell me again what electic power brakes you used.
Bill
04-24-2012, 07:12 PM
#34
08-22-2016, 03:28 PM
#35
Drifting
Sorry to drag this old post up but I am just about fitting C4 disc's to my 59 and planning to machine mopar master to fit. Anything new on this?
08-22-2016, 04:58 PM
#36
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St. Jude Donor '07
nothing that I know of...
but I think you will have something to add... like how you are going to put C4 calipers and rotors on the rear axle.
back before the single piston calipers came out I put 65 calipers/rotors on the front of my 62; still had drums on the rear.
then when I swapped out the original front end for IFS I went with the single caliper calipers that came with the TCI 'kit' and then later upgraded to a larger diameter piston caliper.
then I upgraded to discs for the rear using Cadillac Seville calipers/rotors which have a parking brake.
what do you intend to use for a rear parking brake? or are you going to use one?
Bill
but I think you will have something to add... like how you are going to put C4 calipers and rotors on the rear axle.
back before the single piston calipers came out I put 65 calipers/rotors on the front of my 62; still had drums on the rear.
then when I swapped out the original front end for IFS I went with the single caliper calipers that came with the TCI 'kit' and then later upgraded to a larger diameter piston caliper.
then I upgraded to discs for the rear using Cadillac Seville calipers/rotors which have a parking brake.
what do you intend to use for a rear parking brake? or are you going to use one?
Bill
08-23-2016, 04:22 PM
#37
Drifting
nothing that I know of...
but I think you will have something to add... like how you are going to put C4 calipers and rotors on the rear axle.
back before the single piston calipers came out I put 65 calipers/rotors on the front of my 62; still had drums on the rear.
then when I swapped out the original front end for IFS I went with the single caliper calipers that came with the TCI 'kit' and then later upgraded to a larger diameter piston caliper.
then I upgraded to discs for the rear using Cadillac Seville calipers/rotors which have a parking brake.
what do you intend to use for a rear parking brake? or are you going to use one?
Bill
but I think you will have something to add... like how you are going to put C4 calipers and rotors on the rear axle.
back before the single piston calipers came out I put 65 calipers/rotors on the front of my 62; still had drums on the rear.
then when I swapped out the original front end for IFS I went with the single caliper calipers that came with the TCI 'kit' and then later upgraded to a larger diameter piston caliper.
then I upgraded to discs for the rear using Cadillac Seville calipers/rotors which have a parking brake.
what do you intend to use for a rear parking brake? or are you going to use one?
Bill
Hello Bill,
Front is easy, my friend is right now machining alumium hubs to save some weight. At the same time adapter brackets for mounting front calibers are made.
C4 rear caliber has build in parking brake. Plan to mount them on axle flange.
08-23-2016, 08:08 PM
#39
Drifting
