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The balance bar is one among the critical not noted, and least understood, additives on in reality any race car. As with all assets of race car assembly and preparation, wary focus to the geometry of the balance bar and brake pedal will yield large reward. To delivery, we must visual appeal at the right kind installation of the bias bar adjuster.
First, we must insure that the bias bar pivot bearing is free to transport within the pedal tube. The tube must be easy, and ought to be lubricated with a gradual-weight oil or dry Teflon spray.
To set up the balance bar, thread the master cylinder push rods thru their respective clevises to acquire the specified position. Threading one push rod into its respective clevis capability threading another one out an analogous volume. Sometimes this might lead to a "cocked" balance bar when the pedal is in the comfy position. This is applicable equipped that each master cylinder push rod is fully freed from strain when the pedal is comfy. Balance bar lever adjustment.
With the clevises set on the adjuster each clevis and the bias tube ought to be no greater than 1.5mm air gap is achieved. This prevents the bias bar from shifting while on the track, and changing in an unpredictable manner, the brake bias of the car.
Note: The push rod adjustment depicted in the figure is representative of a total asphalt application. That is, huge caliper pistons in front, small caliper pistons in the rear. It is sizeable that the operation of the balance bar capabilities without interference by over adjustment. This can come up when a clevis jams towards the part of the pedal or the lever (bolt) hits the pedal bore during any point of pedal travel.
The balance bar is an adjustable lever that pivots on a spherical bearing and uses two separate master cylinders for the front and rear brakes. The balance bar is half of a pedal assembly that still adds a mounting for the master cylinders. When the balance bar is targeted, it pushes equally on equally master cylinders creating equal strain, equipped that the master cylinders are an analogous size bore.
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Over the years we have equipped a whole bunch of pedal systems to race teams, race drivers and track day race autos.
With the pedal tube and clevises squared away, we now visual appeal at master cylinder push rod length. The secret's to set up the bias adjuster so that it is perpendicular to the master cylinder center lines with the brake pedal lower than compression. Typically, this capability that the front master cylinder push rod will be 3mm-5mm longer than the rear master cylinder push rod at rest. This is as a result of the very truth that the front braking circuit has a bigger fluid volume, as a result of the greater piston diameters in the front calipers. As a outcome the front master cylinder requires a greater in-depth feed cost than does the rear. If the rush rod length is equal front and rear, than the feed cost of the rear master cylinder is too excessive relative to the front. The bring forth this case is the rear circuit "hitting" beforehand the front. With the rush rod lengths adjusted properly, the bias bar will be square lower than compression and the front and rear circuits will "hit" diversity of at an analogous time.
SETTING UP THE BALANCE BAR
With the bias bar with regards to the master cylinders, and brake lines related, the brakes ought to be bled. It is critical that front and rear brake circuits be bled simultaneously. This will permit equally master cylinders to apply their full travel, and prevent binding the bias adjuster (the fluid reservoir must always be determined above the extent of the bleed screws).
Balance bar lever interference. Lever movement ought to be unimpeded all around pedal travel. In the neutral position, clevises should have amongst 1mm to 2mm total clearance amongst the part of the pedal. Make special that the master cylinder push rods remain specific in dating to the cylinder during entire pedal travel; push rods should not be pushing master cylinder pistons at an angle. In its non-depressed position, the pedal and balance bar should permit the rush rod of the master cylinders to fully return. This can be checked by feeling push rods for very slight movement, not loose movement.
When adjusted as far as imaginable toward one master cylinder it will push diversity of twice as hard on that cylinder as another.
BALANCE BAR ADJUSTING
