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4wheel discs, FOUND PERFECT MASTER CYLINDER!!

Discussion in 'The Garage' started by muddybuddy, May 15, 2006.

  1. muddybuddy

    muddybuddy 3/4 ton status

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    hey all, ive got a 1ton k5 with 4wheel discs on 42s. originally i replaced my stock master cylinder with one off a k20 but that was still inadaquate. so i went to advance auto parts and started looking up master cylinders of various truck. im actually going to start working there within the week, and i know everyone so they didnt care if i ordered and then returned them haha. i wanted the p30 one, but i dont have hydro-boost. then i found it! it actually looks bigger than the p30 van master. Part Number 102754, its off a 1999 c3500 with 4wheel disc. i just installed it, (the lines are reverse) and wow what a difference, i cant even press the pedal to the floor anymore, and can lock up if i want to. just thought i would share my findings, as i know alot of people are looking for the perfect solution after goin to 1ton with discs.
     
    down4thakrown likes this.
  2. y5mgisi

    y5mgisi 1 ton status

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    Added to favorites! thanks man!
     
  3. K5er4Life

    K5er4Life 1/2 ton status

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    Im willing to give that a try since it sounds promising in the never ending search for better brakes.
     
  4. K5er4Life

    K5er4Life 1/2 ton status

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    btw, what manufacturer is that?
     
  5. muddybuddy

    muddybuddy 3/4 ton status

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  6. Stomper

    Stomper ΜΟΛΩΝ ΛΑΒΕ GMOTM Winner

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    Go here and add it to the list please... Nice find, post back after a few weeks let use know how it's working:waytogo:
     
  7. muddybuddy

    muddybuddy 3/4 ton status

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    its been added :)
     
  8. y5mgisi

    y5mgisi 1 ton status

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    on a side note stomper's avater is funny
     
  9. Skigirl

    Skigirl 1/2 ton status

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    This should help with any 4 wheel disc conversion, yes? The MC's rear reservior is oversized?
     
  10. RootBreaker

    RootBreaker 3/4 ton status Premium Member

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    think they would take my 70's master as a core???

    hmmmmm well my truck stops ok right now.. maybe a upgrade for the future.....

    just not sure about the plastic master.... Like that old school metal :D
     
  11. muddybuddy

    muddybuddy 3/4 ton status

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    yes, i have d60/14b with disc conversion and it works perfectly. the resovoirs are about equal in size and are very large. i know everyone who works at the parts store, so they took my 88 as the core, my guess is they probably wouldnt know the difference, since you return the core after u purchase so they wont see it side by side.
     
  12. 90blzr

    90blzr 1/2 ton status

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    Ballpark cost?

    Nevermind, saw the link...about $75 plus core.
     
  13. BizeeB65

    BizeeB65 1/2 ton status

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    you think this would be overkill for 1/2 ton brakes? I wanted to swap discs onto my 12b, and replace the master cylinder... ?
     
  14. muddybuddy

    muddybuddy 3/4 ton status

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    cost is about $80 or so.

    um, it might be a little overkill for 1/2ton, i can stop the 42s pretty well. but if your planning on eventually goin bigger then go for it. worse case senario, dont press the pedal down all the way:p:
     
  15. roadnotca

    roadnotca 3/4 ton status

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    Good question here for anyone thats an expert on brake design; can there be "too much" master cylinder?
    I wouldn't mind coming to a screeching stop.
     
  16. JUNIOR-K5

    JUNIOR-K5 1/2 ton status

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    Good find! Now when you say lines are reverse do you mean threads or just lines are switched around.
     
  17. mo

    mo 1/2 ton status

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  18. BizeeB65

    BizeeB65 1/2 ton status

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    I am having a problem with the fronts locking up in mud or on hills and the rears not locking up at all.. But discs on the rear might correct that, along with a new vaccum booster and mc. :dunno:
     
  19. roadnotca

    roadnotca 3/4 ton status

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    Got a proportioning valve?
     
  20. DieselDan

    DieselDan 1/2 ton status

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    I'm a firm believer in an adjustable proportioning valve to dial-in the brake performance. Higher center of gravity, off-road rubber, and altered brake components all change the factory brake front to rear bias.

    Driving on pavement with a high amount of tire coefficient (traction) will provide a LOT of weight transfer to the front wheels during braking. The requirement in this situation would be to prevent the rears from locking (before the front) and swapping ends during "panic" manuevers.

    Braking on a low traction surface, has very different requirements. Weight is not transferred to the same degree (as high tractive surface). The rears could be biased so the they handle much more of the braking load.
     

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