IML: Brake Conversions

["Eric" <gearhead@xxxxxxxxxxx>]

Hi IML Members,
Please pardon the slightly off topic subject matter, but I came across an 
email today from the 1962to1965Mopar.ornocar.org mailing list I'm on and it 
gives reason to pause when considering any brake conversion to our older 
Imperials. It shows why it is important to do the engineering/science/math 
work before putting a brake conversion car on the roadway.
                                        **************
Hi all.
I did a complete disc break upgrade retrofiting my 65 dart gt drum system
with a set of calipers and knucles from a 79 Dodge Aspen plus a 73 uper
control arms.
I used typical dual master cylinder (67-78) and a proportional valve from
summit. The whole system worked ok when I first run the car, but to be
honnest the car doesn't really stop like suppose to do. I fact, It break
less compared to the previous drum system.

My question is,

Is possible that the master cylinder is not big enough to run the calipers
properly????

I remember that the Aspen used a 2-bolt master cylinder......maybe I should
use that one instead???

I read from thr "chrysler performance upgrades, Frank Adkins" that
"virtually any A, B, E or F body disc brake master cylinder from 67 to 78
will work"
                                        *****************

Kind of a thrilling idea to do the roadtest on the public roads...   please 
do not reply here to the questions in the post. If you know the actual 
trouble, there's a member in the www.1962to1965Mopar.ornocar.org club that 
would welcome your response.

Eric
'63 Crown Four-Door
'63 Belvedere Four-Door sedan
'72 Newport Custom sedan



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