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ReplicaR

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ReplicaR last won the day on September 12

ReplicaR had the most liked content!

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About ReplicaR

  • Rank
    Member
  • Birthday 06/17/1983

Profile Information

  • Member No
    00036

My SN95

  • Year
    1994
  • Model
    GT
  • Car
    1994 Mustang GT
  1. So, I took the car back. After driving it around the block, I can definitely tell that the brake pedal is a bit better. There is definitely more travel, it feels a bit more OEM-ish, although still a bit harder than I'd like it to be. Even though it's a full factory setup now, it still doesn't feel as nice as vacuum brakes did on the pedal and modulation, but it will have to do. The biggest thing for me now is to relearn how to brake on this car, since I've been spoiled by outstanding system in my daily driver, and I haven't had any seat time in this in almost a full year. Next up is the tune rework and a trip alignment shop, after which the car will get a shakedown at the autoX.
  2. They are around 20 dollars, but I've reviewed the site more, and it seems like they have very specific applications. Now that I've done a bit of memory searching, I realized that my lines were custom made by the shop that handled the swap.
  3. Oh, those lines! I think MM has the lines just for the application, I would assume. They make so many different versions.
  4. I didn't do any of the work, so I wouldn't know. Sorry, can't help you there.
  5. I did. As far as I was able to tell, no difference in the brake bias or the way ABS functioned before or after. I highly doubt you have to swap over ABS and proportioning valve from the hydroboost car, since all you're changing is how the brakes are assisted, not necessarily how the ABS system works.
  6. All plumbed up and fully functional. Before it was just a mock-up fully installed. This time the lines are all there, including reservoir.
  7. The conversion is done! All that's left is to run it a bit longer, get a different size belt, because it's a bit tight, make sure that it tracks straight, and it's off to the next part of the modification.
  8. The reason for hydroboost conversion is because the cam profile weakened the brakes significantly (not enough vacuum). It was either this, or manual brakes conversion, which I'm not completely thrilled about. I only have the hydroboost unit and pedal box right now, powered by stock power steering pump, which is why the pedal feel is total trash. Hoping converting to the correct power steering pump will take care of that, because that would be the whole hydroboost system end to end.
  9. One step closer to having full hydroboost conversion done. Pressure line has to be redone, and install reservoir.
  10. The whole idea of hydrooboost is a decent one, especially because it's a factory setup, but you may want to just look into a vacuum pump instead. For me it wasn't an option, since a vacuum pump won't be able to keep up with high demand of road racing, but for a street car, it should be more than sufficient. Something else to keep in mind is that hydroboost is an afterthought. Even Ford admitted that once they went to S197 chassis, and they had enough room to mount the vacuum assisted brake setup. It doesn't have the feel of vacuum brakes (much better ability to read what's happening with brakes), there is some cross chatter if you're trying turn and brake at the same time. If I could have made the vacuum brakes work well, I would have kept them.
  11. Got the parts necessary for the conversion of power steering pump. The mockup will be done next week. Just the pump and pulley are necessary for now. If I can get those working, the lines and reservoir should be a breeze.
  12. The Madd Motorsports POS

    You should try using your arms then. Trollololololol
  13. The whole idea of hydrooboost is a decent one, especially because it's a factory setup, but you may want to just look into a vacuum pump instead. For me it wasn't an option, since a vacuum pump won't be able to keep up with high demand of road racing, but for a street car, it should be more than sufficient. Something else to keep in mind is that hydroboost is an afterthought. Even Ford admitted that once they went to S197 chassis, and they had enough room to mount the vacuum assisted brake setup. It doesn't have the feel of vacuum brakes (much better ability to read what's happening with brakes), there is some cross chatter if you're trying turn and brake at the same time. If I could have made the vacuum brakes work well, I would have kept them.
  14. In development land, refactoring is something we call when an issue has been discovered, and it requires rethinking the approach and reworking the code. The next step of Mustang project is pretty much refactoring. I’ve been rethinking about why I can’t really harness the speed as well as I would like, and I’ve put together a comprehensive list of what will be tackled. 1. Front end geometry: When the engine was built, I decided to shift it back on k-member 1 inch backward for better weight distribution. One thing that I discovered is that when you do that, the front sump of the oil pan gets in the way of the steering rack, and the rack has to be shifted down to clear it, which in turn requires to adjust for bumpsteer. Doesn’t seem like a big issue until you realize that even when you max out the bumpsteer adjustment, you are still nowhere near where it should be. To remedy this, I had the engine moved back to original position, set the rack back to the center on the adjustable bushings, and dialed in the bumpsteer with the gauge to almost no change at all (as close as it would get to 0 toe change). 2. Hydroboost: As some may know, I’ve converted my car to hydroboost in order to be able to utilize the brakes to their maximum potential. The conversion consisted of hydroboost unit with master cylinder and pedal box from 96-04 V8 powered car to line up the pushpin with the pedal. I decided to power the unit with the stock 94 power steering pump. The issue is, that the pedal doesn’t feel anything like you would find in a normal OEM application. The travel is short, the pressure is really hard, feels like stepping on a rubber ball. I’ve had a chance to drive a 96 GT, which has a full factory hydrboost system, and I’ve realized that the pedal feel is completely wrong on my car. Since the power steering pump is the only piece that still hasn’t been converted, I assume this is what I need to fix. I have to keep a couple of things in consideration, such as size of power steering pulley and crank pulley to make sure that I don’t over-drive or under-drive the pump, and mounting it will be a separate challenge all together, since they are completely different mounting styles. 3. Oil rings: The motor is consuming oil like crazy. Having eliminated everything else, looks like oil rings are not doing their job well. I can see it smoking oil out of the tailpipe, and level goes down pretty quickly. Looks like Wild Pony Motorsports strikes again. Absolutely everything that shop touched about this motor is total shit. I’ve asked for a quote regarding how much it would cost to fix the issue, still waiting on the current shop to get back to me on that. More updates to come soon hopefully.
  15. I bought my Brembo of a racer, who went to something different. Ended up costing me 550 dollars, plus some shipping, but came with two sets of rotors, and a set of track pads (PFC-01, pretty expensive). I just had to clean up the finish a little when I got it. I really like the setup, and feel as if braking at triple digits is better over the Cobra kit I've had before that. The most difficult part is pushing the pistons back inside when you are doing a pad swap. It's kinda annoying, but not something that's a deal breaker by any means. It would be very simple with a tool, but I just use an old pad and a pry bar, works just as well. One of the biggest benefits of the Brembo kit over the PBR Cobra or C5 caliper, is that the pad goes down all the way to the hub, and therefore increases sweep area. And having 4 pistons is nice too.
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