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In all that I said in my earlier detailing of '57-59 Chrysler/300 brake systems, I should add that Chrysler obviously moved the distance the master cylinder pushrod comes off the brake pedal - according to whether 'power brakes', or non boosted brakes.
With 'non power' brakes, the pushrod for the master cylinder comes off the brake pedal closer to the pivot. My guess is this gave (needed) less pedal pressure (feet on the pedal) needed to apply the brakes. The other thing Chrysler did, was they went from an 1 1/4 inch (I think) bore in the master, to an 1 inch - likely when they stopped using 2 piston front brakes early 60s - that smaller bore master would also change the pressure applied if it was used on old late 50s 300 twin piston brakes, but give less capacity/volume to apply the wheel cylinders per inch of pedal travel? The reason I found out all this stuff re the difference, was on a friend's '59 Dodge someone had removed the original bellows type booster, and in it's place put a (remote) inline aftermarket booster - but with the pedal Master cylinder pushrod still coming off the pedal at the lower point on the pedal (as it does with all Chrysler late 50s power brake setups), the resulting 'boost' was not enough versus factory, and it took very large force to pull the car up quickly, The rubber bellows are now available new again - maybe back few years ago, they just fitted what they could make do with at the time, even though it wrong, it sort of better than nothing?! enough about this - do not know if any of this helps those with original 300 brakes, or those with disc conversions, Christopher in Australia From: Chrysler300-noreply@xxxxxxxxxxxxxxx To: Chrysler300@xxxxxxxxxxxxxxx Date: Tue, 31 Mar 2015 16:46:01 -0700 Subject: [Chrysler300] 1964 brake cylinder issues Added information of possible interest. The firewall mounting plate for non-ram power brake ‘64’s is different from the non-power brake and remote power brake (ram-engined) cars. The difference is that the bolt circle on the back of the non-power brake master cylinder is different from the bolt circle on the back of the power brake booster.
My originally ram-engined car came to me with a 383 two-bbl engine, a standard P/B booster and MC on the firewall and the remote MC present but disconnected. During restoration the remote booster was also restored along with a non-boosted MC on a new mounting plate on the firewall (with the outlet check valve removed). I was not aware that the pedal linkage might have been changed, also. The brakes work fine, nicely boosted—but a little grabby with low miles on new shoes. Anyone surmise that may be due to a wrong pedal linkage?
Still trying to figure out how to plumb this system for a dual-outlet MC. Until then, the emergency brake (now called the parking brake) is the redundant system. I have had to use those a few times over the years. The old-style emergency brake with the drum on the back of the transmission does not work very proportionally at speed—more all on or all off.
300K’ly, Rich Barber Brentwood, CA
From: Chrysler300@xxxxxxxxxxxxxxx [mailto:Chrysler300@xxxxxxxxxxxxxxx] On Behalf Of 'John Grady' jkg@xxxxxxxxxxxxxxxxx [Chrysler300]
I thought same way. Why would they do that? But compared firewall drilling and mount plates..different on the car I had. Beyond that I do not know. Had to fabricate pedal arm hole and push rod mount, going manual where power was, 1960. Put together stock took 500lbs to stop car ,manual. With smallest bore (manual) master. Works fine now, drove it to Ct meet.
Call it something to be aware of… From: Chrysler300@xxxxxxxxxxxxxxx [mailto:Chrysler300@xxxxxxxxxxxxxxx] On Behalf Of 'Ron Waters' ronbo97@xxxxxxxxxxx [Chrysler300]
Changeover for two-platform to three-platform brakes happened in Dec 1958/Jan 1959. I have a ton of factory documentation to support that.
Worth reading:
Also worth buying is a 1959 and 1960 factory parts book.
All bodies were set up to accomodate both power and non-power brakes. Otherwise, it would be a logistical and production nightmare. When changing over from one to another, as I have done, it's imperative that you get the correct pedal assembly, master cylinder, vacuum port for the intake, etc.
Ron
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