Carl Bush: Although racing with a perfectly centred balance bar is the ideal goal, it seldom happens in reality. Besides, one of the advantages in using an adjustable balance bar is having the ability to adjust that leverage to optimize handling and driver comfort on track. Trying to measure the post-race leverage split at the balance bar is difficult and unrealistic. However, using pressure gauges to measure pressure differentials s at any given balance bar setting is relatively simple. The brake gauges will show the actual pressure split in the car based on the balance bar adjustments made by the driver. Those pressures can then be multiplied by the effective caliper piston bore areas to calculate the last on-track static bias settings.
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Going back to our (common setup) example, if we apply 50 pounds of leg force against a 6:1 pedal, we will generate 300 total pounds of force against the balance bar. If the balance bar is perfectly centred, it will distribute that force equally to each master cylinder. With each master cylinder receiving an equal force amount of 150 pounds, the 7/8&#; master cylinder should produce 250 PSI (Jeff&#;s math: 250 PSI comes from 150 divided by .6 which is the 7/8&#; master cylinder math result) while the rear 1&#; master cylinder produces 192 PSI (Jeff&#;s math: 192 PSI comes from 150 divided by .785 which is the 1&#; master cylinder math result). In practical use of gauges, you can use any level of effort and pressure for your comparisons. The end result will be the same.
When the front pressure of 250 PSI from the 7/8&#; master cylinder is multiplied by the 4.8&#; inches of caliper bore area of the front 1.75&#; piston front calipers, we get a front clamping force of . On the rear, we will have 192 PSI x 2.97&#; caliper area or 570 pounds of rear caliper clamping force. When comparing the these front to rear clamping force total in the same way you would compare wheel weights for balance, we would see that this car has a total of pounds of caliper clamping force at these line pressures with pounds or 67.8 % on the front. It&#;s that same static bias ratio that was measured using the overall driver leverage ratios.
Now, if every car and driver had the same braking requirements and pedal feel preferences, we would never need to adjust anything. But, every car and every driver are unique and adjustments will get made.
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The ratio examples that have been used here are very common in many short track asphalt cars. But your car, for a wide variety of reasons, may have quite different requirements. As a racer or crew chief, you can use these formulas to map the existing brake setup on your own race car, and then make calculated decisions when the desired handling or driver feel isn&#;t being delivered. The inability to reach the desired bias or driver&#;s feel of the pedal is the indication you will need to evaluate your component selection and consider possible alternatives. By using the formulas in these examples, you can accurately calculate what affects a component change will make to your existing baseline, and record those final ratios in your records to use for future adjustments and set up for any given track type or conditions.
I had the drivers side rear slave cylinder blow on me. Got the part home and it looked different. the old one just had the dust seals on the inside and the new one had the seals on the outside. There is a stamped piece steal welded on the backing plate that just touched the boot so I did a bit of looking and found out that their are 2 that could fit my truck. It looks like the difference is 1/16" in the bore size. I got 2 of the 1" sizes (as opposed to the 1 1/16 others) just so they would be the same on both sides. Now the more I think of it the more I'm not sure which one I should have gotten. any help would be great. The truck is a '93 suburban 4x4 and the brake drums are the 11" not the 10".
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