Brake bleeder screw thread size - speed bleeder
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Brake bleeder screw thread size - speed bleeder
I am looking to swap out the brake fluid and was wondering if anyone has installed speed bleeders and what is the thread size? Anyone have experience with Stahlbus?
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Note that GM strongly advises the use of a pressure (not vacuum) bleeder for the C8. This article and video may be of interest:
And from GM Tech-link:
C8 Corvettes are getting modified almost as quickly as they are getting unloaded from the transport haulers. We’ve seen various nitrous setups, and even a twin-turbo version hitting the information super-highway. There is so much about this new car that everyone is trying to learn at their own rate, and sometimes, it’s the supposedly simple stuff that can throw you a curve.
A perfect example is shown in this video recently posted by the folks at LG Motorsports. They’ve been running fluid through brake bleeders longer than some of their customers have been alive. They know a thing or two about brake fluid and putting the new stuff in where it belongs. But, as we said, GM’s latest supercar is such a new bird, that it’s tossing many folks back to the starting board, even for some of the simple stuff.
In the video, the person doing the talking explains that GM instructs technicians to use the appropriate GM adapter to do a pressure-bleed the brakes whenever necessary. We’re sure the folks at GM didn’t expect the car’s all-but-new brake fluid to be flushed so soon, but thanks to this video, we see why the suggest doing it this way. Apparently, according to this video, there is another chamber filled with fluid besides the typical reservoir. By bleeding the brakes in the usual way of pumping the brake pedal, you can induce air into that additional chamber. The very thing you’re trying to eliminate by bleeding the brakes!
The video host explains, in the C8, you don’t have a mechanical link to the brake master cylinder. This means you won’t have the visceral feedback like you would have on a typical assembly. And, you guessed it, your brake pedal can now throw codes, and we’re not talking about the usual “low brake fluid” type stuff. Now, the brake pedal has a travel sensor to register the amount of brake pedal movement. This lets the car know when you start to get a “long pedal” situation. Typically a long pedal occurs due to low fluid or air in the line.
https://www.youtube.com/watch?v=Ynmq6QS2_KI
When that happens, the sensor tells all the electronic wizardry that something is amiss, and you get the world’s newest code, telling you electronically what you would have found out thank to the pressure (or lack of) against the bottom of your New Balance sneaker. Also, there’s not just one, but TWO codes to cover this condition. Appropriately named “Fade Warning 1” and “Fade Warning 2”, each
one has varying levels of a mushroom cloud attached to them.
According to the video, “Fade Warning 1” means you should stop, and fix the problem. In the video, the host explains it this way, “Do not pass go, do not collect $200.” Now, we’ve yet to learn all the snafus that could cause a “Fade Warning 1”, so the typical cure isn’t yet clear.
“Fade Warning 2” is an entirely different animal apparently. At this point, you’re starting to feel the heat from the blast. According to the video, if you get “Fade Warning 2”, it’s a lot of work and you need to go to the dealer. Of course, we don’t know all the causes of a “Fade Warning 2” yet, but it apparently includes a trip to the dealer and their computer that makes all things better. When you consider that trip is likely going to involve a roll-back, it’s easy to see how the second option can begin to get rather costly.
A perfect example is shown in this video recently posted by the folks at LG Motorsports. They’ve been running fluid through brake bleeders longer than some of their customers have been alive. They know a thing or two about brake fluid and putting the new stuff in where it belongs. But, as we said, GM’s latest supercar is such a new bird, that it’s tossing many folks back to the starting board, even for some of the simple stuff.
In the video, the person doing the talking explains that GM instructs technicians to use the appropriate GM adapter to do a pressure-bleed the brakes whenever necessary. We’re sure the folks at GM didn’t expect the car’s all-but-new brake fluid to be flushed so soon, but thanks to this video, we see why the suggest doing it this way. Apparently, according to this video, there is another chamber filled with fluid besides the typical reservoir. By bleeding the brakes in the usual way of pumping the brake pedal, you can induce air into that additional chamber. The very thing you’re trying to eliminate by bleeding the brakes!
The video host explains, in the C8, you don’t have a mechanical link to the brake master cylinder. This means you won’t have the visceral feedback like you would have on a typical assembly. And, you guessed it, your brake pedal can now throw codes, and we’re not talking about the usual “low brake fluid” type stuff. Now, the brake pedal has a travel sensor to register the amount of brake pedal movement. This lets the car know when you start to get a “long pedal” situation. Typically a long pedal occurs due to low fluid or air in the line.
https://www.youtube.com/watch?v=Ynmq6QS2_KI
When that happens, the sensor tells all the electronic wizardry that something is amiss, and you get the world’s newest code, telling you electronically what you would have found out thank to the pressure (or lack of) against the bottom of your New Balance sneaker. Also, there’s not just one, but TWO codes to cover this condition. Appropriately named “Fade Warning 1” and “Fade Warning 2”, each
one has varying levels of a mushroom cloud attached to them.
According to the video, “Fade Warning 1” means you should stop, and fix the problem. In the video, the host explains it this way, “Do not pass go, do not collect $200.” Now, we’ve yet to learn all the snafus that could cause a “Fade Warning 1”, so the typical cure isn’t yet clear.
“Fade Warning 2” is an entirely different animal apparently. At this point, you’re starting to feel the heat from the blast. According to the video, if you get “Fade Warning 2”, it’s a lot of work and you need to go to the dealer. Of course, we don’t know all the causes of a “Fade Warning 2” yet, but it apparently includes a trip to the dealer and their computer that makes all things better. When you consider that trip is likely going to involve a roll-back, it’s easy to see how the second option can begin to get rather costly.
Brakes
The 2020 Corvette Stingray features two brake options. RPO JL9 is the base brake system with all-aluminum four-piston calipers with 12.6 in. (321 mm) ventilated Ferritic Nitrocarburizing (FNC) rotors in the front and 13.3 in. (339 mm) ventilated FNC rotors in the rear.
The up-level RPO J55 brake system (Fig. 10), standard on all Z51 models, uses ventilated, non-FNC 13.6 in. (345 mm) brake rotors in the front and 13.8 in. (350 mm) rear rotors.
TIP: The J55 rear brake rotors should not be machined. Removing the coating at the bottom edge of the rotor’s braking surface during the machining procedure may lead to surface corrosion.
The J55 system calipers have brake bleeders on the top and bottom of the calipers. The bottom bleeder is to help with draining the brake fluid from the calipers, which is helpful when flushing the brake system after a track event. Pressure bleeding and manual bleeding are the only recommended procedures for flushing and bleeding the brake fluid. Never use vacuum bleeding on 2020 Stingray brake system.
TIP: Copper paste also is required to be applied to the brake pad abutments for both brake systems to reduce brake noise.
Both brake systems use DOT 4 brake fluid. Prior to driving at a track event, the DOT 4 fluid must be flushed out and replaced with a higher boiling temperature brake fluid. After the track event, the brake fluid should be changed back to DOT 4 fluid for street driving.
Critical Brake System Service Step
When servicing vehicles with the Electromechanical Brake Booster, including brake pads or rotor replacements, the battery must be disconnected to prevent the brake master cylinder from pressurizing the hydraulic system during its automated self-diagnostic tests that can possibly occur when a door is opened or the key fob is activated. Failure to follow this precaution may cause personal injury. A “Brake System Failure, 62 mph Top Speed” (or 100 km/h) message will be displayed on the DIC if the battery is not disconnected prior to brake service. (Fig. 11)
If the battery is not disconnected and the DIC message appears, it will be necessary to perform a hydraulic system test. The test procedure will not be covered under warranty for failing to disconnect the battery.
The 2020 Corvette Stingray features two brake options. RPO JL9 is the base brake system with all-aluminum four-piston calipers with 12.6 in. (321 mm) ventilated Ferritic Nitrocarburizing (FNC) rotors in the front and 13.3 in. (339 mm) ventilated FNC rotors in the rear.
The up-level RPO J55 brake system (Fig. 10), standard on all Z51 models, uses ventilated, non-FNC 13.6 in. (345 mm) brake rotors in the front and 13.8 in. (350 mm) rear rotors.
TIP: The J55 rear brake rotors should not be machined. Removing the coating at the bottom edge of the rotor’s braking surface during the machining procedure may lead to surface corrosion.
The J55 system calipers have brake bleeders on the top and bottom of the calipers. The bottom bleeder is to help with draining the brake fluid from the calipers, which is helpful when flushing the brake system after a track event. Pressure bleeding and manual bleeding are the only recommended procedures for flushing and bleeding the brake fluid. Never use vacuum bleeding on 2020 Stingray brake system.
TIP: Copper paste also is required to be applied to the brake pad abutments for both brake systems to reduce brake noise.
Both brake systems use DOT 4 brake fluid. Prior to driving at a track event, the DOT 4 fluid must be flushed out and replaced with a higher boiling temperature brake fluid. After the track event, the brake fluid should be changed back to DOT 4 fluid for street driving.
Critical Brake System Service Step
When servicing vehicles with the Electromechanical Brake Booster, including brake pads or rotor replacements, the battery must be disconnected to prevent the brake master cylinder from pressurizing the hydraulic system during its automated self-diagnostic tests that can possibly occur when a door is opened or the key fob is activated. Failure to follow this precaution may cause personal injury. A “Brake System Failure, 62 mph Top Speed” (or 100 km/h) message will be displayed on the DIC if the battery is not disconnected prior to brake service. (Fig. 11)
If the battery is not disconnected and the DIC message appears, it will be necessary to perform a hydraulic system test. The test procedure will not be covered under warranty for failing to disconnect the battery.
