After checking the pressures with the balance bar in the middle. 3/4F-3/4R Masters. The pressures were 1050 rear / 950 front. Adjusting the bar I could get it 1200 F/ 800R and then reverse it 1200R/ 800F with just a turn of the knob. It did seem to favor the rear pressure wise, so I may change the rear to 7/8.


My system has 6s front with 15" rotors. 6p rear with 14" rotors, and 3/4" masters front and rear.

Is there a front/rear psi target or ballpark you are aiming for?

I'm going to start in the middle, 950ish front and back, dial in the rear brake till I get them to lock up on the street, then back it off (then recheck the pressures). The rest will be done with a temp gun at the track.

I'm so used to this car the way it was, really want to see if rear brake will make any difference.

Oh...... Just Stop it!





LOL

I read thru this -- didn't really find any particular nugget of info to hang a hat on... such as 60/40 or whatever....

What I did find --- was a mindset.... which is --- Race cars with race tires are to be thought of differently than street cars with street tires. Important only because a lot of the things we hear and base info off of may be "street" info rather than "race" info. The math used alone is almost DOUBLE using the sticky race tire with a coefficient of 1.5 versus the street tire of .08 makes a huge difference in what the tires can handle and their stopping distances.

Weight bias - front to rear - and more importantly weight TRANSFER under braking... I know my Mustang doesn't nose dive like my street cars do... etc.


http://www.stoptech.com/technical-su...alance-matters

I bet it is spot on with the 3/4 and 3/4. I know you are getting a little more pressure in the rear, but I bet you have a touch of air in the line up front. Even if you do not your weight bias, if I remember correctly, is 49 front and 51 rear. Think you will be fine with the bias already built into the caliper piston size and rotor size compared to the front.

Drive that bitch and lets find out.

Nose dive, per se, has very little to do with the amount of load transferred forward under braking. Only by whatever amounts the actual nose dive in the front lowers the sprung mass CG and the tail lifting in the rear raises it combine to make an overall change in the CG height will there be any change in the load transfer. Unless your Mustang has undergone a fairly serious CG lowering exercise, it will very likely transfer more % forward during a max-effort stop than your street cars do.


Minor nit to pick - the only weight that moves forward under braking is fluids in partially filled containers/reservoirs (gas, oil, coolant, W/S washer. brake fluid, etc.) and unrestrained cargo/passengers.


Norm

What Greg was saying was not that the CG is moving, but that due to the moment exhibited about the CG during breaking, there is a substantial load increase at the front tires and reduction at the rear tires. How the car reacts to this transfer involves more than the position of the CG - which is what I think you are alluding to in that his Mustang doesn't dive like a street car.

Hope you're taking notes so you can get that parts runner truck of yours DIALED.

Well . . . sort of.

The point that I'm really trying to get across is that "nose dive" neither causes forward load transfer nor is it even a particularly good representation of how much forward LT is happening.

Only that "some is" (along with some general implications regarding values of the applicable geometric anti effects).


Norm