Dual chamber master cylinder for drum brakes

[V8 Bob]

KULTULZ,


1-There is no brake fluid "flow", only very slight movement. You knew that!


2-"Studying" a modified or custom brake system to match an existing factory system's fixed value PPV doesn't include all the dynamic Hi/Co Lo/Co testing the factory (and I) had to do. I'll stay with, and will continue recommending proven adjustable PPVs thank you.


3-1965-6 Lincolns, T-Birds and Mustangs with front disc brakes. The K/H adjustable valves came in two or three different styles.


4- I hope my advice isn't included in the "puzzling and dangerous" category.

[KULTULZ]

Originally Posted by V8 Bob

KULTULZ,

1-There is no brake fluid "flow", only very slight movement. You knew that!

Liquid in motion is a flow.

2-"Studying" a modified or custom brake system to match an existing factory system's fixed value PPV doesn't include all the dynamic Hi/Co Lo/Co testing the factory (and I) had to do. I'll stay with, and will continue recommending proven adjustable PPVs thank you.

You can't quite grab the concept. Production braking systems. Sit up a little higher.

And, you can use/recommend anything you like. Doesn't make it correct or legal, just (IMO) unless you have a FLUID DYNAMICS DIPLOMA and work for a major car company.

3-1965-6 Lincolns, T-Birds and Mustangs with front disc brakes. The K/H adjustable valves came in two or three different styles.

Let me ask again, how are they adjustable?

4- I hope my advice isn't included in the "puzzling and dangerous" category.

I don't take it as advice. You may, but I find it skeptical.

[V8 Bob]

Have a nice day.

[KULTULZ]

Originally Posted by V8 Bob

Have a nice day.

You too BOB ...

I am really disappointed though that you won't share with me the secret of how the KH PPV (2091) was adjustable. I bet those SHELBY BOYS would just love to gain that little secret.

And, it surely would be better than 'SPINNING FOR DOLLARS' (read INCREASED INSURANCE PREMIUMS) with the so-called ADJ PPV, for which there is no real ADJ, only wild guessing without knowledgeable brake spec, pressure gauges and a suitable skid pad. And even then, there is no guarantee it will perform as described.


You know, I bet that IS the reason WILDWOOD inserted that WARNING and DISCLAIMER, that being they know too it is meant for RACE CAR and not STREET CAR but would hate to lose the sales.


... sigh ... oh well ...

[Jwawhite]

I think I'll stay with the single reservoir MC drum brakes..........

[KULTULZ]

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Originally Posted by Jwawhite

I think I'll stay with the single reservoir MC drum brakes..........

It is really not that big of a deal if one ciphers and strategizes carefully.

Stay away from VENDOR CANDY and you should be OK.

[JeffB2]

Originally Posted by Lamar Wadsworth

Need to replace the master cylinder on my '55 Ford. Keeping stock drum brakes. Is there any particular late '60s-early '70s dual chamber MC for drum brakes that someone can recommend that you have used in this application? I think dual chamber MCs became standard on everything around '66 or '67. I remember a '69 Dodge A-100 van and a '72 Ford pickup I had both had dual chamber MC, drum brakes all around, and no power booster. Wondering if one of those might work, or something for a mid-size Ford car of that vintage? I can do the brake line plumbing to separate front and rear brakes. I know Rambler was the first to have that feature in the early '60s.

I used these to connect the front and rear lines and eliminated the old three way down by the frame that way you just need one 1/4 to 3/16 adapter and one 20" x 3/16" brake line.

[Dobie Gillis]

A late '60's/early 70's Malibu drum/drum master is a near bolt on, may need to drill 1 hole in the firewall. Any dual master you get will make your pushrod a tad short, but adjustable length pushrods are available.

[KULTULZ]

Originally Posted by Dobie Gillis

A late '60's/early 70's Malibu drum/drum master is a near bolt on, may need to drill 1 hole in the firewall.

Not intending to start another food fight, but ...

Why would anyone want to use a GM MC on a FORD?

Wondering In W(BY GOD)V...

[Dobie Gillis]

It was what was immediately available locally when I needed one. It worked just fine and is still working just fine per the guy I sold the car to. Improvisation is the very soul of hot rodding.

[KULTULZ]

Originally Posted by Dobie Gillis

Improvisation is the very soul of hot rodding.

Yeah, you see it in CUBA a lot also ...

[JeffB2]

Originally Posted by KULTULZ

Not intending to start another food fight, but ...

Why would anyone want to use a GM MC on a FORD?

Wondering In W(BY GOD)V...

Over the years and it still will show up on Ebay and other forums as "Corvette" master cylinder I guess calling it that makes it sound better.

[KULTULZ]

Originally Posted by JeffB2

Over the years and it still will show up on Ebay and other forums as "Corvette" master cylinder I guess calling it that makes it sound better.

I think I have it figured out. It is known as the ROBERT MITCHUM SYNDROME, that being an inordinate fear of not being able to keep the car under control on a two-lane, subsequently sliding into a power sub-station and then having to go to TRAFFIC SCHOOL.

What that CORVETTE STYLE ROAD RACING MC gives is confidence in the driver's ability to stab and steer so that the next time he won't go off the road.

Much less, it looks good with the DIALING FOR DOLLARS supposed PPV, the INTERSTATE BATTERY, STANT radiator cap (with pull tab) and of course the ever popular EDEL CHI-COM ACL with foam insert that lights up with every backfire.

OH! I forgot, also yellow plug wires and a HEI distributor cap. Pop the hood on that baby and all that will set the gang wowing.

[40 Deluxe]

Originally Posted by KULTULZ

Sorry about that.

Inline (after MC) valves. They should be mounted as near the MC as possible.

Hmmm, need to tell this to Mercury. My '67 Cougar with factory front discs had the residual check valve mounted on the floor pan directly above the rear axle! (I removed it when installing a new master with a built-in valve.)

[KULTULZ]

Originally Posted by 40 Deluxe

Hmmm, need to tell this to Mercury.

My '67 Cougar with factory front discs had the residual check valve mounted on the floor pan directly above the rear axle! (I removed it when installing a new master with a built-in valve.)

Maybe tell MERC you need a SHOP MANUAL. The valve you are referring to was the PROPORTIONING VALVE (2B091). The RESIDUAL VALVE was in the MC DRUM CIRCUIT OUTLET.

[paul2748]

I thought that when Ford went to discs in the front they used a combination valve ( Proportioning and residual pressure) and no master for disc/drum setups had a residual pressure valve. Or maybe they came later???

[KULTULZ]

No true COMBINATION VALVE until 1971/72. They were separate before that model run.

[40 Deluxe]

Originally Posted by KULTULZ

Maybe tell MERC you need a SHOP MANUAL. The valve you are referring to was the PROPORTIONING VALVE (2B091). The RESIDUAL VALVE was in the MC DRUM CIRCUIT OUTLET.

Oops! See the egg on my face? Apparently I've been wrong all these years. My bad!

[KULTULZ]

Originally Posted by 40 Deluxe

Oops! See the egg on my face? Apparently I've been wrong all these years. My bad!

Nah, you're OK. Brake valving is a fairly complicated subject, especially considering all the different circuit designs used.

The question is, do you have a PPV on your new system? And did the replacement MC come with an internal PRV and how was the new system was plumbed?

[40 Deluxe]

Originally Posted by KULTULZ

Nah, you're OK. Brake valving is a fairly complicated subject, especially considering all the different circuit designs used.

The question is, do you have a PPV on your new system? And did the replacement MC come with an internal PRV and how was the new system was plumbed?

Well, the new master has internal residual valve for the rear, but no proportioning valve in the system. I have a 9" rear out of a '59 Galaxie which has smaller brake shoes than the original Cougar shoes. I get on the brakes fairly hard after a 110 MPH run down the strip and braking action feels fine; no tendency to swap ends.