suicide six
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Powermaster Rebuilt????
- Thread starter suicide six
- Start date
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suicide six
New Member
- Joined
- Aug 28, 2005
- Messages
- 1,161
Seen this above thread on ebay today.Looks odd,anyone ever try one??
suicide six
New Member
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- Aug 28, 2005
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Looks like a fresh painted old unit,overspray on reservior,fresh bumper chrome paint job.
MeanBuicks
Scaring the neighbors!
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- May 24, 2001
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- 3,658
YUCK! You're right. I hope their lack of attention to detail on the appearance isn't representative of the inner workings.POWERBRAKEBOB
Banned
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Hydroboost Vs Vacuum Vs Powermaster
The Power master is rebuildable, but the 12v motor has soft phenolic vanes that wear out pumping brake fluid. The other problem the motor/pump has is when the seal wears out between the pump and the electric side, it fills up with brake fluid and shorts out. When the vanes wear down, they cannot generate the 2400psi needed to shut off the pressure switch, and charge the accumulator. The Powermaster has a 1.250" master piston that is very stiff to push when the pump fails. Buick used a 15/16" master with the vacuum booster used on Standard Regals. The pedals are different to compensate for the difference in the bore sizes. Buick did not think it was a good idea to turbo charge a vacuum booster, i.e. blowing the vac hose off, or the check valve apart. Vacuum boosters are rated to put out their power using 20" of vacuum. Anything lower causes a loss of power output. The HYDROBOOST runs off of the power steering pump, and needs no vacuum. The HYDROBOOST can deliver 1400 to 2000psi to the calipers at idle pump speed. They can last up to 200,000 miles if using clean fluid in the pump. We normally use a 1.125" master with it, and it has a full pedal, with enough pressure to EXPAND the calipers. Your friction should have the car stopped before reaching this pressure, but it can do it. Another plus is reduced rotor heat. By stopping the car in much shorter distance, the brakes are released much sooner. We installed one on the TV show "OVERHAULIN'" recently on the 67 HEMI charger done at SEMA. This car had the HEMI, an overdrive automatic and 4 Baer brakes. The HEMI is too wide to allow a vacuum booster and the vacuum was low anyway. We fitted the H/B next to the HEMI, and the car stopped like a new car. ANOTHER plus for the HYDROBOOST conversion is that it uses the same pedal as the POWERMASTER. This saves a lot of time, as the H/B bolts right on the firewall. Once the hoses are hooked up to the H/B, any caliper combo can be used with incredible stopping power. Some of the GN'S can spool up 10 lbs of boost on the line, because as the pump speed goes up, it supplies more pressure to the HYDROBOOST, holding the brakes on harder. There are some very cool pictures in the site POWERBRAKESONLINE.COM, and a magazine article that can be read by clicking on the "Super Chevy" cover and the pages will open. As far as the TTA, the Syclone, and the Typhoon, those vehicles were built by an outside vehicle modifier, not by GM. They are having problems stopping those vehicles. Their site it SYTY.NET
The Power master is rebuildable, but the 12v motor has soft phenolic vanes that wear out pumping brake fluid. The other problem the motor/pump has is when the seal wears out between the pump and the electric side, it fills up with brake fluid and shorts out. When the vanes wear down, they cannot generate the 2400psi needed to shut off the pressure switch, and charge the accumulator. The Powermaster has a 1.250" master piston that is very stiff to push when the pump fails. Buick used a 15/16" master with the vacuum booster used on Standard Regals. The pedals are different to compensate for the difference in the bore sizes. Buick did not think it was a good idea to turbo charge a vacuum booster, i.e. blowing the vac hose off, or the check valve apart. Vacuum boosters are rated to put out their power using 20" of vacuum. Anything lower causes a loss of power output. The HYDROBOOST runs off of the power steering pump, and needs no vacuum. The HYDROBOOST can deliver 1400 to 2000psi to the calipers at idle pump speed. They can last up to 200,000 miles if using clean fluid in the pump. We normally use a 1.125" master with it, and it has a full pedal, with enough pressure to EXPAND the calipers. Your friction should have the car stopped before reaching this pressure, but it can do it. Another plus is reduced rotor heat. By stopping the car in much shorter distance, the brakes are released much sooner. We installed one on the TV show "OVERHAULIN'" recently on the 67 HEMI charger done at SEMA. This car had the HEMI, an overdrive automatic and 4 Baer brakes. The HEMI is too wide to allow a vacuum booster and the vacuum was low anyway. We fitted the H/B next to the HEMI, and the car stopped like a new car. ANOTHER plus for the HYDROBOOST conversion is that it uses the same pedal as the POWERMASTER. This saves a lot of time, as the H/B bolts right on the firewall. Once the hoses are hooked up to the H/B, any caliper combo can be used with incredible stopping power. Some of the GN'S can spool up 10 lbs of boost on the line, because as the pump speed goes up, it supplies more pressure to the HYDROBOOST, holding the brakes on harder. There are some very cool pictures in the site POWERBRAKESONLINE.COM, and a magazine article that can be read by clicking on the "Super Chevy" cover and the pages will open. As far as the TTA, the Syclone, and the Typhoon, those vehicles were built by an outside vehicle modifier, not by GM. They are having problems stopping those vehicles. Their site it SYTY.NET
