Funny Greg, that nugget your looking for is to truly not take anything for granted. Don't assume anything, just because parts are new, no guarantees that they will work properly. I still say the setup I was running should have been at least been in the ball park, the new master was just defective.

Instead of taking the extra day or two to check everything, my A.D.D. once again got the better of me. Too many projects not enough focus. Payton sent me his pressure gauges 2 years ago, but they didn't fit my calipers so I never checked.

I am definitely not an analysis to paralysis guy, I put things together and beat the sh*t out of it to find the week links. Now that I'm focused on the brakes, I'll screw with them until they work. There are so many variables with this crap, I feel the charts only get you in the ball park, the rest is all on you.

My car is the only one I've driven on a road course, so honestly I didn't know what "RIGHT" was. I can sure clue you in to what wrong is though.LOL

Here --- Let me explain it to you....


When I go hard into a corner at speed and I stomp on the brakes while turning in -- the weight transfers to the front - and the rear loses grip -- which makes the ass end of the car swap with the front end of the car.

I don't really care about the technical details or terminology.... I have a real good understanding of what to do, and what not to do, to get around the track. Ron Sutton explained it all to me -- "be nice to the tires". Good enough.

Well, I hope this edit ↓↓↓ reads better for you. I really don't like having to use poor terminology to get the main point across, but I guess I have to make exceptions from time to time.



Sorry, Ron.


Norm

Well I disagree with the last statement. It either transfers weight or force to the front tires or it it does not. We all know that it does. Works exactly the same way on the other end with acceleration. So you are stating no weight is transfered to the rear wheels when a drag car leaves the line with the front tires in the air?

No - what he is saying is a bit clearer now but the cause and effect is backwards.

He is saying nose dive doesn't cause weight transfer - which is correct because nose dive is an effect of weight transfer not a cause.

He is also saying that nose dive doesn't tell you how much weight is transferring which is also true due to the number of factors involved. Nose dive is simply an indication that weight is being transferred.

Greg <<<<<<< rattling around in his bag... AH! Here it is.... Beginning to transfer fluid....


Norm - Semantics and engineering gibberish aside. Anyone that has ever driven a car understands what "the point" is.

When the brakes are applied hard - especially during road racing or auto crossing etc - the front brakes need more braking power and the rear will need somewhat less - due to the coefficient of the tire / pavement / loading on the front vs the rear.

The amounts are all variable due to speed attained prior to the need to brake... and somehow the brain and the leg discuss this phenomena and come up with a plan. What the leg and the brain NEVER DO... is take the time to figure out if it's fluid transfer - nose dive - motion of the ocean - mass of the ass.... etc. The leg then carries out the "plan" and applies pressure on a flat pad attached to a lever - which then transfers that pressure to fluid - and that pressure is applied to more flat pads which press against rotating discs of steel.... and when the brain says -- I need more pressure - the leg applies more pressure and the previous technical analysis is multiplied -- or decreased if the brain said it wants less pressure - until the brain says - that's enough. Then the leg is told to switch positions and press on another flat pad attached to a different lever. This lever can now be electronic or mechanical but it's basic function is to transfer a different fluid - which, when mixed with the proper amount of air - and compressed - and lit - explodes in a controlled fashion and creates more pressure which pushes down on a different flat pad attached to a lever. Well... you get the point.


I think I have a better understanding of how this all works now. It's all about flat pads and levers and pressures and fluids of various viscosity. Funny when I think about it - this whole thing has another commonality. All these pads and fluids etc create heat. I'll have to do some reading about that.

Thankfully I drive by feel and learn from images more than theories and equations.

http://www.pbase.com/996sps/image/14...7/original.jpg

I've learned from images like this that sometimes rear brakes just aren't that important. :D

but theories and equations help you further understand and make improvments.

Reminds me of a story of a novice body man watching a 300 year old veteran work metal.
The novice " I see you are using the off dolly technique"
The veteran "What? I have no idea what you are ******* saying. I just hit the metal and it does what ever I ***** want it to do".


Now back to more pictures.

Thank you.

When cause and effect get mixed up, you can end up making wrong conclusions. Using the relative amount of nose dive between a race Mustang and somebody's DD (what started this tangent off) to suggest that the DD transfers more weight forward is a classic example.


Sieg - I also drive by feel, and I don't have to be on a track to be consciously aware that I am. On the track, I'm also driving with some awareness of the sounds of cornering. The engineer is on break during such times ands deals with things later.


Norm

It was never stated that a daily driver transfers more weight/force...just that a street car normally has more front dive. We all understand that the amount of front dive a car has under braking has to do with the spring rate, shock dampening, anti-dive built into the front suspesion, rate of deceleration, etc.

Back to our regularly scheduled thread "As the Car Stops" starring Good Ron as a middle aged car builder/boy racer with no rear brakes. When we last left off, Good Ron had discovered that his Mustang never had rear brakes due to a bad master...that is where the journey started as he replaced the faulty master with 2 new racy masters and a balance bar system. Tune in next week when you will hear Good Ron say, "My fricken car stops awesome! Why did I wait 2 years to fix this crap?"

My guess to the answer to that question is: It was easier to build an AMX than it was to take 10 minutes to diagnose the problem.