RE: IML: Dual MC Conversion Logic Puzzle

[Kenyon Wills <imperialist1960@xxxxxxxxx>]

the way that mine is:  there is a F & R and each
circuit goes to one end of the car, not across the car
in an X pattern.

-K


--- Rob P <fristpenny@xxxxxxxxxxx> wrote:

> I'm not brake engineer.  The only non-factory brake
> job I've ever done is to 
> switch to 11.75" Mopar rotors in place of the 10.87"
> on one car. That won't 
> keep me from chiming in though.  If you have the
> brakes all together already 
> I'd drive it and see how it is.  IF your problem is
> that you  are afraid of 
> the front overpowering the rears or vice versa, just
> plumb an adjustable 
> proportioning valve.  They are fairly cheap and easy
> to do-not that I've 
> done one ;).   I think the reason the factory did
> one front and one rear per 
> mc chamber was because if you ended up with all
> rears you could swap ends 
> when you tried to stop.  This would still be
> preferable to no brakes at all.
> 
> I'm hope somebody that knows brakes will post a
> better explanation and let 
> me know if I am all wrong.
> 
> Rob
> 
> >From: Kenyon Wills <imperialist1960@xxxxxxxxx>
> >Reply-To: mailing-list@xxxxxxxxxxxxxxxx
> >To: mailing-list@xxxxxxxxxxxxxxxx
> >Subject: IML: Dual MC Conversion Logic Puzzle
> >Date: Thu, 7 Apr 2005 09:19:42 -0700 (PDT)
> >
> >I did a conversion on my currently
> unfinished/untested
> >1960.
> >
> >I have been talking to Mark Lamp about his brake
> >lockup problem on the phone and his problems now
> have
> >me questioning my setup.
> >
> >In general, I really abhor putting non-stock parts
> >onto my cars.  The 67-69 supra disc conversion is
> the
> >only one that seems to make sense.  I do this
> because
> >I generally think that I'm not in the same position
> to
> >make intelligent design decisions as Chrysler
> >Engineering was when the car was designed, and I
> >really want the car to work durably and correctly
> for
> >the long term.
> >
> >On the other hand, the single master cylinder setup
> on
> >the older cars is admittedly not as safe in the
> event
> >of a failure, and I plan to drive the car quite a
> bit,
> >so decided to deviate from stock on this one item.
> >
> >So I violated my own rule of going stock and am now
> >second-guessing myself, and here's why:
> >=================================================
> >I put a 1967-69 full-size Chrysler (Newport, etc.)
> >Bendix Master Cylinder on and fabricated new brake
> >lines and installed 100% new everything brake-wise.
> >
> >http://imperialclub.com/Yr/1960/Kenyon/Page09.htm
> >Photo E = front brake
> >Photo F = rear brake
> >
> >I roll the car out of the garage and down the
> driveway
> >and they work great for that, seem to be operating
> on
> >all 4, but they are untested in a driving situation
> >(engine not done/installed yet).
> >
> >
> >
> >The 1967-69 cars had Bendix brakes.  These have one
> >two-piston wheel cylinder per wheel.
> >
>
>=====================================================
> >http://imperialclub.com/Yr/1964/FSM/html/05-002.htm
> >http://imperialclub.com/Yr/1964/FSM/html/05-003.htm
>
>=====================================================
> >
> >
> >The 1960 that the 67-69 MC is on has the older
> Center
> >Plane brakes that have TWO! single piston wheel
> >cylinders on the front and one dual on the rear.
> >
>
>======================================================
>
>http://imperialclub.com/Repair/Lit/Master/138/page07.htm
>
>======================================================
> >
> >The question that I have is:  If there are two on
> the
> >front and one on the rear, is there a difference
> from
> >having one on each?  (I don't think so?)
> >
> >Since the single piston ones on the front are
> >functionally similar to having a dual, as there are
> >still 2 pistons per corner that are similar (I
> think)
> >in size, shouldn't things be the same?
> >
> >This all comes down to measuring the diameter of
> the
> >1960 wheel cylinders and comparing them to the
> >diameter of the 1967/69 cylinders, I suppose.
> >
> >The 1960 single MC Applies pressure to all 6 wheel
> >cylinders equally.  The 1967/69 applies pressure in
> >either equal or unequal rates depending on whether
> >those wheel cylinders are the same size.  Since
> they
> >are Bendix, and the Bendix on my 1964 are the same,
> I
> >am leaping to the assumptive conclusion that the
> 67-69
> >bendix are also the same inner diameter, front and
> >rear.
> >
> >If all four 67-69 wheel cylinders are the same
> inside
> >diameter, and all 1960 wheel cylinders are the same
> >inside diameter, and all have a total of 2 pistons
> per
> >wheel, they should operate the same, riiight?
> >
> >Lastly, the 1960 Wheel cylinders appear to have a
> >larger diameter, so the same amount of pressure in
> the
> >line might move them fractionally less?  Pedal
> travel
> >seems very acceptable, and I'm not bothered about
> it
> >so far.
> >
> >Did I mention that I absolutely hate math and
> consider
> >myself a marginal engineer?  Now that I'm thinking
> >about this, I'm fretting about it, despite having a
> >car that's set up, done, and seems to work
> >superficially.
> >
> >Will the 3 club members that are still awake after
> >reading this offer a technical opinion?  I'll
> probably
> >leave the stuff on there till I get to drive the
> car,
> >but would like to be mentally settled, so that's
> why
> >I'm asking.
> >
> >Kenyon Wills
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
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> 
> 
> 
=== message truncated ===


Kenyon Wills
 
 






















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