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rebore master cylinder?

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Branson

Branson

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has any had apple hydraulics rebore their mastercylinder? Their website says that they re sleeve it with brass....I thought brass was fairly soft. any issues with the use of brass and certain brake fluids / premature wear of the bores?

Thanks!
 
I have read some negatives about Apple Hydraulics in the past, but I have used them both for shock rebuilds and reconditioning my master cylinder and was quite satisfied with both. Brass is fine for sleeving (only the rubber cups should be coming in contact with the bore anyway!). :thumbsup:
 
:winner1: :iagree: with Trevor. Can't say anything good about the 1st mentioned Co. :wall:

And I have been having those "services" done for a couple decades. :lol:

:cheers:
Ed
 
power brake exchange in California is second to none! They'll do a fine job of reconditioning your M/C. Reasonable rates, too.
 
Brass by all means. No subsitute for a rebuild.
 
Gerard, of (https://gerardsgarage.com/) is THE "expert" in this area. I think, that the sight that Trevor lists also has a fine reputation. Apple did mine, some time ago and I've had no problem since, but I have since heard not good things about them. For SHOCKS, Peter C. (https://www.nosimport.com/) is the place to go. (guaranteed for as long as HE lives). Both of these trusted vendors gave speeches/demonstrations in their respective areas of expertise at LotO, and Peter C. was even allowed to have his Mini in the Group pictures; a sign of the respect that he has earned.
 
I have used White Post on Miss Agatha and another many years ago think about 1975.
 
Man, I would seriously consider a MC upgrade where I you. That 12A is going to be producing MUCH more power than the engine the stock brakes were designed to stop.
 
Brakes were designed to stop the weight of the car with a given tire size. If he was taking it on the track I'd agree, but will he be doing higher speed stops than a car with a 1275?
 
I agree with Trevor! Engine power should not be a factor in braking efficiency! Total weight will be a factor, tire size, as Trevor says, as may be the velocity of the car, but for other than track use, there should be no problem slowing or coming to a stop!
 
Hmmmmm....is that why a Corvette that weighs 1200 pounds less than a crew pick up has WAY bigger brakes on it? Perhaps the fact that braking is "negative" horsepower has something to do with the equation.... GM engineers told me that in class... They DO have a few billion more dollars in their R&D than we peons ever will!
 
A street spridget gets light at 95 mph. If he is installing a rotary to go FAST, then he needs to worry about a lot more than brakes. Corvettes are designed as a complete car to go faster than a crew cab, and customers want it to stop faster than a crew cab. They are paying for performance that can be taken on the track without brake fade. What good are bigger brakes without bigger tires?
 
wow. didnt expect this subject to get heated.

Mainly going to be a street car with the occasional autox or open track day.

The bores of my master cylinder are pitted. 1st step is to get it sleeved and use it in conjunction with the original front disc brakes, the rear disc brakes from the Rx7 GSL rear end and stickier tires than the sumitomo HTR's.

If I dont like the results from that setup, the next step is to adapt wilwood or tilton master cylinders to the sprite pedal box (see previous post) and to install a big brake conversion on the front end. And as always safety fast.
 
<div class="ubbcode-block"><div class="ubbcode-header">Quote:]Brakes were designed to stop the weight of the car with a given tire size. If he was taking it on the track I'd agree, but will he be doing higher speed stops than a car with a 1275?[/QUOTE]

Good point.
 
I don't think you'd get brake fade in auto-x, but it may be tricky to get the proper balance with rear disc brakes. You want the fronts to lock first, but the amount of difference you need will depend on your suspension and the weight distribution. Obviously, when you jab the breaks the front tires get more weight thrown on them and the rears have much less. If the rears lock first the back of the car may come around real quick.
 
So, why, then should the Corvette have bigger brakes than a CC? I mean, stopping faster than a CC is a given, based on weight.... but tire "footprint" patch on the pavement is less of an issue than one might think (unless you go to opposite extremes). Brakes have to produce "negative" horsepower... i.e. they have to convert kinetic energy back into heat energy in order to stop the vehicle... quite the opposite of acceleration. Now we get into efficiency in the transfer of heat... the faster the heat can be transferred, the more efficient the brakes... Fact is, the co-efficiency requirement of brakes increase exponentially with doubling of speed. At the point of high speed braking, the heavier vehicle has more inertia moving forward for the brakes to overcome, lending credence to your weight issue.... but the CC maxes out at 105 MPH, and the Corvette 160 or so. The corvette is much harder to haul down from 160 than the CC at 105. But it weighs less and has bigger brakes! That's because the Corvette has more inertia at 160 than the CC does at 105....So an important issue is maximum speed....
 
I see your point ...and maximum speed is not based solely on engine performance.

But... to return the thread to Branson's situation: bigger brakes may not be necessary for autocross unless you have large sticky tires.
 
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