The overall theory between the master cylinder and brake pedal relationship is that a driver can either run out of leg strength or pedal travel to reach the desired 1,000 to 1,200 psi in brake pressure. Lightweight front brakes may use a larger diameter two-pistons caliper design that saves front end weight but actually has similar stopping power as the smaller diameter four-piston rear brake designs. Rear brakes for drag racing typically consist of a visually beefier four-piston design. To change to a smaller piston master cylinder will increase line pressure but at the expense of longer pedal travel.” “A larger diameter master cylinder bore size will give a firmer pedal with less travel, but at the expense of lower line pressure and even less braking force. “Many racers will incorrectly say that their brakes aren’t working effectively so they need a bigger master cylinder for more flow,” Cotteleer explains. Extremes such as just a pair of rear calipers on a dragster or using 6-piston calipers all around in a road race car will dictate entirely different master cylinder specifications. In this case of six pistons between our four brake corners, both TBM and Mark Williams recommend a 1-inch master cylinder to provide the proper brake fluid volume based on their individual brake caliper designs. – Andrew Dickson, Mark Williams Enterprises We recommend at least 1,200 psi as the ultimate line pressure under severe braking conditions. That pressure determines the clamping force of the calipers. The key ingredient to any brake system is line pressure. Extremes such as just a pair of rear calipers on a dragster or using six-piston calipers all around in a road race car will dictate entirely different master cylinder specifications. As an example, we will use a familiar illustration of a doorslammer specification that typically utilizes a four-piston caliper in the rear and a two-piston caliper on the front.
Most brake manufacturers offer a chart as their starting point to set up your brake system based on the volume of fluid used to apply various sizes and quantities of brake pistons inside of the calipers. We recommend at least 1,200 psi as the ultimate line pressure under severe braking conditions.” “That pressure determines the clamping force of the calipers. “The key ingredient to any brake system is line pressure,” Dickson comments. Each of these manufacturers specializes in hardcore brake components for drag racing. We talked to two experts in race car braking, tapping the knowledge of Randy Cotteleer with The Brake Man (TBM) Brakes and Andrew Dickson from Mark Williams Enterprises (M-W). Other brake applications, such as the Generation 5 / COPO Camaro front brakes from Mark Williams utilize a four-piston front brake caliper thus requiring different master cylinder specifications. Though our topic is brake pressure, these three points must work in orchestration, just like the racing engine mentioned above.Ī typical drag racing brake system uses a four-piston caliper in the rear and a two-piston caliper on the front as shown by TBM Brakes. Three physical laws govern the relationship between master cylinder and calipers those rules include brake volume, brake pressure, and brake balance.
#Drag racing master cylinder plus#
The starting point of the brake pedal and master cylinder is one half of the combination the calipers plus the related pads and rotors make up the critical end-game of your system. The determining factor for proper stopping power is what happens before and after the said brake line. Short of a pinched line or leakage, their function is simplistic. Your brake lines are nothing magic they transfer pressurized brake fluid from the master cylinder to your brake calipers. The most prominent concept when working with a race car brake system is the measurement and monitoring of your hydraulic pressures inside your brake lines. Photos by Artie Maupin, Todd Silvey, and courtesy of manufacturers
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