This may be better than a hydroboost!
Thread Starter
Team Owner
Joined: Apr 1999
Posts: 21,953
Likes: 1,445
From: Reno Nevada
2024 C3 of the Year Finalist- Modified
This may be better than a hydroboost!
1bad80, sent me this email today. I'm going to buy it to test. I was considering all hydroboost options.
My new motor is going to have the biggest solid roller cam that I have ever used in a street driven vehicle. So Vacuum might be an issue. That and the fact that it might be a pretty fast Vette.
http://ecihotrodbrakes.com/brake_pre...ultiplier.html
My new motor is going to have the biggest solid roller cam that I have ever used in a street driven vehicle. So Vacuum might be an issue. That and the fact that it might be a pretty fast Vette.
http://ecihotrodbrakes.com/brake_pre...ultiplier.html
Le Mans Master
Joined: Jul 2000
Posts: 6,001
Likes: 113
From: Saginaw Michigan
You don't get something for nothing! You must have an increase in stroke in order to get the additional multiplication of pressure.
When Chevrolet designed the brake pedal, dual master cylinder, disc brake calipers, etc, they most likely used nearly 100% of the available pedal travel (all the way to the floor) in their calculations.
Here is my assumption - remember I am not a brake engineer.
Chevrolet's calculations for 100% pedal travel probably took into account a failure of one of the brake systems so that with the dual master cylinder you could still stop the car without the pedal hitting the floor. If this device steals some of the travel, most likely with failure of one of the two braking circuits, you might not be able to stop.
My 2 cents.
Jim Shea
When Chevrolet designed the brake pedal, dual master cylinder, disc brake calipers, etc, they most likely used nearly 100% of the available pedal travel (all the way to the floor) in their calculations.
Here is my assumption - remember I am not a brake engineer.
Chevrolet's calculations for 100% pedal travel probably took into account a failure of one of the brake systems so that with the dual master cylinder you could still stop the car without the pedal hitting the floor. If this device steals some of the travel, most likely with failure of one of the two braking circuits, you might not be able to stop.
My 2 cents.
Jim Shea
Team Owner
Joined: Jun 2001
Posts: 23,380
Likes: 1,067
From: Virginia USA
You don't get something for nothing! You must have an increase in stroke in order to get the additional multiplication of pressure.
When Chevrolet designed the brake pedal, dual master cylinder, disc brake calipers, etc, they most likely used nearly 100% of the available pedal travel (all the way to the floor) in their calculations.
Here is my assumption - remember I am not a brake engineer.
Chevrolet's calculations for 100% pedal travel probably took into account a failure of one of the brake systems so that with the dual master cylinder you could still stop the car without the pedal hitting the floor. If this device steals some of the travel, most likely with failure of one of the two braking circuits, you might not be able to stop.
My 2 cents.
Jim Shea
When Chevrolet designed the brake pedal, dual master cylinder, disc brake calipers, etc, they most likely used nearly 100% of the available pedal travel (all the way to the floor) in their calculations.
Here is my assumption - remember I am not a brake engineer.
Chevrolet's calculations for 100% pedal travel probably took into account a failure of one of the brake systems so that with the dual master cylinder you could still stop the car without the pedal hitting the floor. If this device steals some of the travel, most likely with failure of one of the two braking circuits, you might not be able to stop.
My 2 cents.
Jim Shea
Melting Slicks
Joined: Dec 2005
Posts: 2,441
Likes: 0
You don't get something for nothing! You must have an increase in stroke in order to get the additional multiplication of pressure.
When Chevrolet designed the brake pedal, dual master cylinder, disc brake calipers, etc, they most likely used nearly 100% of the available pedal travel (all the way to the floor) in their calculations.
Here is my assumption - remember I am not a brake engineer.
Chevrolet's calculations for 100% pedal travel probably took into account a failure of one of the brake systems so that with the dual master cylinder you could still stop the car without the pedal hitting the floor. If this device steals some of the travel, most likely with failure of one of the two braking circuits, you might not be able to stop.
My 2 cents.
Jim Shea
When Chevrolet designed the brake pedal, dual master cylinder, disc brake calipers, etc, they most likely used nearly 100% of the available pedal travel (all the way to the floor) in their calculations.
Here is my assumption - remember I am not a brake engineer.
Chevrolet's calculations for 100% pedal travel probably took into account a failure of one of the brake systems so that with the dual master cylinder you could still stop the car without the pedal hitting the floor. If this device steals some of the travel, most likely with failure of one of the two braking circuits, you might not be able to stop.
My 2 cents.
Jim Shea
Le Mans Master
Joined: Jan 2006
Posts: 9,192
Likes: 27
From: Boca Raton Florida
got to agree with these guys, nothing is free. To get more force to the brakes at any level of travel the energy has to come from somewhere, ie, more stroke, vac assist, or hydraulic pressure from ps pump.
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Thread Starter
Team Owner
Joined: Apr 1999
Posts: 21,953
Likes: 1,445
From: Reno Nevada
2024 C3 of the Year Finalist- Modified
I'm in the final countdown to my April 12 & 13th Road racing event. I will be having a world class IMSA driver both working with me and driving my Vette. He will help me set up and hopefully increase my driving skills.
The main thing I hope to get is his impressions of setting and changes of the car and what it needs to get the best lap times. Then having the work done on the car through the day on Thursday. Then trying to master what I have with on course instruction with him and others with driver to driver radios out hot lapping.
I know that my Vette would generally lock one of the rear tires when I stomp on the brakes at 140 mph going down into turn #1 i'm hoping to achieve some balance with this product
The main thing I hope to get is his impressions of setting and changes of the car and what it needs to get the best lap times. Then having the work done on the car through the day on Thursday. Then trying to master what I have with on course instruction with him and others with driver to driver radios out hot lapping.
I know that my Vette would generally lock one of the rear tires when I stomp on the brakes at 140 mph going down into turn #1 i'm hoping to achieve some balance with this product
Last edited by gkull; Apr 5, 2007 at 03:27 PM.
Thread Starter
Team Owner
Joined: Apr 1999
Posts: 21,953
Likes: 1,445
From: Reno Nevada
2024 C3 of the Year Finalist- Modified
I forgot all about this post. I installed it on the rear. It ruined the brake bias. So since I had very little time between run group 1/2 hour sessions i decided to remove it for the rest of the day.
IMO - It should be either installed on the front only or on both F/R.
I just through it back in the box and worked on other thing for the next racing weekend where I had complete brake failure from boiling my 500 degree full synthetic brake fluid. I've since gone to three inch air cooling ducts and ceramic pad insulators
IMO - It should be either installed on the front only or on both F/R.
I just through it back in the box and worked on other thing for the next racing weekend where I had complete brake failure from boiling my 500 degree full synthetic brake fluid. I've since gone to three inch air cooling ducts and ceramic pad insulators