![]() The upper studs are the ones that held the old master cylinder and the two underneath those are there to help support the pedal assembly. The vacuum booster will attach to the firewall via the four studs where the original master cylinder was located. Other than the obvious single-pot and dual-reservoir configurations, the piston/bore diameter within the master cylinder is an important aspect that must be considered. When contemplating a brake upgrade, it’s important to remember that all master cylinders are not created equal. ![]() This upgrade consists of Tuff Stuff’s 11-inch single-diaphragm booster and dual-reservoir master cylinder with a 1-inch bore. Size Definitely Mattersįor the upgrade to Phil’s Nova, Tuff Stuff Tech Manager, Matt Oliver, recommended PN: 2127NB-1 combo package. Since the line’s outside diameter is basically the same as the inside diameter of the ferrule and nut, there’s no fail-safe to prevent separation. The clamping force from the threads of a compression fitting is exerted onto a movable sleeve (ferrule) which compresses onto the brake line. The two should self-center on assembly, with the seal being made by the tube’s end being forced strongly against the companion fitting. The flared end itself complements a companion shape in the other fitting. This shoulder matches the fitting’s main diameter and the line cannot pull through the fitting nut. With a flared-fitting connection, the thread's clamping force is exerted onto the shoulder of the flared line. The hydraulic pressure found in a brake system requires flared-union fittings. I repeat NEVER, use compression fittings on a brake line. ![]() When I say there was some shoddy work done prior to Phil acquiring the Nova, I meant it. That means he will not be required to push the pedal as hard to achieve the same braking response. When we add the Tuff Stuff recommended power brake unit, he will increase that pressure to approximately 2,000 psi. With the 7:1 pedal ratio and the application of 100 pounds of force on the brake pedal, he is creating 891 psi of brake pressure. We’ll use Phil’s car as an example: The Nova has a dual-reservoir master cylinder with a 1-inch bore and no vacuum assist. The larger the diaphragm’s area, the more pressure the booster can provide. As the engine vacuum is introduced to the booster, the vacuum pulls one or more diaphragms that act on the master cylinder when the brake pedal is pushed. This install features an “aid” which is achieved via a vacuum hose that is connected from the booster (vacuum canister mounted behind the master cylinder) to a vacuum port on the engine’s intake manifold. In some cases, you may be required to add a vacuum pump to reach the required 18 inches of vacuum.
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