Brakes on a 97 Civic

Naw... You're doin' just fine. It's who you are "attempting" to communicate with.

I spent many years in manufacturing and regardless of how automated a process may be, there is always the human variable whether it is at the front or back end. Ever see an example of when JIT logistics actually work? Lean manufacturing??? There is always theat pesky human element that acts like grit on a slippery slope..

JT

oh, busted, dang-it. i confess grumpy, i've never touched a car or a braking system in my life. i have no clue about manufacturing or measuring tolerances either. and i know absolutely ZIPPO about hydraulics.

reality comes hard to some folk obviously...

Hey, admission is half the battle...

You wouldn't know reality if it bit you in the ass. Back into the ignore file with you!

JT

idiot.

Yep, take a look in the mirror buddy !!!

so, i measured: per

the top piston is ~19 years old and with ~170k miles on it. the bottom is factory new, zero miles.

from the right hand end of the piston push-rod to the internal end where the brake booster rod goes is 47.82mm on the old one and 47.81mm on the new one. 0.01mm is not a significant difference - likely to be factory tolerance more than it is wear. even when allowing for a ~10:1 foot pedal leverage ratio, that's still only 0.1mm pedal travel difference at the pedal.

bottom line, adjusting the push rod "for differences between old and new master cylinders" is mistaken. if there are any perceived problems with pedal travel, it's because of wear in the pedal pivots. end of story.

amazingly for you, yes i am familiar with those kinds of buzzwords. people that aren't trying to cover their ignorance with same refer to it as "q.c.".

In message , jim beam writes

Unless the fit is an interference one, the most important part is that of all the systems (rubber) seals.

for hydraulic sealing, yes. but that's another thing that doesn't require any pushrod adjustment.

In message , jim beam writes

Agreed.