mazda big brake kit problems :(
#1
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mazda big brake kit problems :(
alright so i took the bigger four point calipers off mt vert and stuck them on my gtu with steel braides lines and had to take the rear singles because their wider to accept vented rotors. i hooked them up bled the crap out of them. and the brake pettle is still slightly mushy and the car stoped faste with singles all the way aroud. i mean with the singles it would brake lookse the tires if i slammed on them. in the vert (rip) it would brake loose the tires if i slammed on them. its an 89 gtu and a 91 vert
the part number on the two master cylinders are the same so idk
the rotors got slightly rusted but it quickly wore off with a short drive
maybe i try new pads but if the dosent work is their a bigger master cylinder i can use i know the turbo is a littlee bigger but ive herd rumors of a full 1in cylinder that swaps in
please help thanks guys
the part number on the two master cylinders are the same so idk
the rotors got slightly rusted but it quickly wore off with a short drive
maybe i try new pads but if the dosent work is their a bigger master cylinder i can use i know the turbo is a littlee bigger but ive herd rumors of a full 1in cylinder that swaps in
please help thanks guys
#2
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I would start by bleeding everything all over again since you've driven the car air pockets that may have collected should have moved and may be easier to get it all the air out, mushy pedal means air in the lines or a leak(pulling air in the line) assuming the master cylinder/brake booster were in good working order before hand, speed bleeders can be helpful too
#5
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#7
87 SE WITH S5 T2 SWAP
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I know is not the same but i have turbo brakes/calipers and rotors(cross drilled and slots)with spacers on my 4 lug fc and it does stops fine with the stock brake booster master cilinder units.It did felt mushy when it was done but a quick bleed with the vacuum pump did take care of that.
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#8
Living on the North Coast
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One dumb question, when you swapped the brakes did you make sure that the bleeder screws were still at the top of the caliper and you didn't get them mixed up side to side?
Mazda was a little screwy when it came to the 5-bolt brakes and master cylinder combos on the different chassis. The GXL and convertible models got the bigger 5-bolt brakes but they were stuck with the smaller 4-bolt 7/8" master cylinder - the combo still works, but the pedal travel is a bit too long. Not sure about the combo on the GTUs models. The Turbo II models at least got the 15/16" master cylinder and with a slight larger booster. You can step up to that combo or the 929 model's 1" setup or the units that clokker suggested that will all reduce the pedal travel and firm up the feel.
Mazda was a little screwy when it came to the 5-bolt brakes and master cylinder combos on the different chassis. The GXL and convertible models got the bigger 5-bolt brakes but they were stuck with the smaller 4-bolt 7/8" master cylinder - the combo still works, but the pedal travel is a bit too long. Not sure about the combo on the GTUs models. The Turbo II models at least got the 15/16" master cylinder and with a slight larger booster. You can step up to that combo or the 929 model's 1" setup or the units that clokker suggested that will all reduce the pedal travel and firm up the feel.
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One dumb question, when you swapped the brakes did you make sure that the bleeder screws were still at the top of the caliper and you didn't get them mixed up side to side?
Mazda was a little screwy when it came to the 5-bolt brakes and master cylinder combos on the different chassis. The GXL and convertible models got the bigger 5-bolt brakes but they were stuck with the smaller 4-bolt 7/8" master cylinder - the combo still works, but the pedal travel is a bit too long. Not sure about the combo on the GTUs models. The Turbo II models at least got the 15/16" master cylinder and with a slight larger booster. You can step up to that combo or the 929 model's 1" setup or the units that clokker suggested that will all reduce the pedal travel and firm up the feel.
Mazda was a little screwy when it came to the 5-bolt brakes and master cylinder combos on the different chassis. The GXL and convertible models got the bigger 5-bolt brakes but they were stuck with the smaller 4-bolt 7/8" master cylinder - the combo still works, but the pedal travel is a bit too long. Not sure about the combo on the GTUs models. The Turbo II models at least got the 15/16" master cylinder and with a slight larger booster. You can step up to that combo or the 929 model's 1" setup or the units that clokker suggested that will all reduce the pedal travel and firm up the feel.
really that combo, the S4 master, booster, and 4 piston brakes were standard globally, and the single piston stuff seems to be unique to north america.
#16
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Hey clokker, what did you end up keeping on/ what did you prefer the best from your setup? That was a great write up btw on your endeavors. I commend you on all that r&d.
#17
Cake or Death?
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When we were building the V-8 FD I really wanted the big Subie setup but my yard had no good donors, so I pulled it off my FC. The FC ended up with a 1" Honda combo and I've been too lazy to mess with it since.
I still consider the 1 1/16" Legacy unit to be the best but the 1" mc's work almost as well.
Especially since I just street drive, where braking performance is rarely tested.
I still consider the 1 1/16" Legacy unit to be the best but the 1" mc's work almost as well.
Especially since I just street drive, where braking performance is rarely tested.
#18
FC guy
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When we were building the V-8 FD I really wanted the big Subie setup but my yard had no good donors, so I pulled it off my FC. The FC ended up with a 1" Honda combo and I've been too lazy to mess with it since.
I still consider the 1 1/16" Legacy unit to be the best but the 1" mc's work almost as well.
Especially since I just street drive, where braking performance is rarely tested.
I still consider the 1 1/16" Legacy unit to be the best but the 1" mc's work almost as well.
Especially since I just street drive, where braking performance is rarely tested.
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