Hi all. I've come to the conclusion that alot of people don't like the SC 59 master cylinder. Even on the non abs. Has anyone got any ideas why it's so horrible. Is the SC 57 any better? Cheers broadie
Are you using the bike on road, or on track (or both)? The SC57 (non-Brembo), is fine for road use. But for track I'd want to upgrade it. Brembo RCS 19 may be a good upgrade.
Road use only not looking to spend big money. Just be nice to have a lever that inspires a little more confidents in the bike. Interested in were the designs gone wrong. Anyone know what size the stock one is? Am I right in thinking it's a nissin master, are they all like it.
I've ridden a similar bike to yours, and it was better than my 2017 bike. But not by a massive amount. I've ridden other bikes with Brembo master cylinders (Triumph Speed Triple, Aprillia Tuono V4), and they are almost too good. Literally one finger braking. A Brembo Master is the way to go tbh, as a first step.
I kept having issues with my mc on my 2015 non abs where I had excess lever travel even when bled properly with fresh fluid when riding spirited. Bought a accossato prs mc from biker discount store on here and fitted braided hoses and brakes are mega
I must admit to being in the same camp, as an engineer I see that I pull the lever on the MC which has roughly 19mm bore this sends brake fluid to the 8 pistons 4 about 30 dia and 4 about 32 dia, which in turn presses the pads against the disc, How do the more expensive ones create an improvement
I believe the offset of the plunger from the fulcrum point makes the travel different. Plus, much finer tolerancing and detail in the plunger and seals for the Brembo MC, gives much less slack in the mechanism and better feel. Here is a interesting link: https://www.motorcycle.com/products/mo-tested-brembo-19-rcs-corsa-corta-master-cylinder Am also a fellow engineer
I see from brembo a lot of technical jargon that to me has limited technical value, In theory you would expect Honda to be able to make a MC by now, But you would also expect them to fit an ABS system that works,
Completely forgot about fulcrum points .I was thinking along the lines of cylinder porting. But yeah pivots and angles makes more sense.
What do you mean bad? What issues are you actually having? What have you done to your braking system - pads - lines fluid?
The lever is inconsistent you can never be quite sure what position it will be at when pressure will start. Similar feel to pad knock back but it's not being ridden that hard.
I had my brakes bled at the dealer, and that made a big difference. do you think you might have a faulty part? Might be worth a brake service.
Calipers are well serviced and I've a good bleeding regime. Maybe I need to move on from dot4. However I will check the pad retaining pins for grooves snagging the pads. Forgot I had this problem on a dirtbike before after replacing everything else.
Another mech engineer here! I have a rcs 19 too. The 19mm actually will reduce power but change the modulation/feel to a much firmer lever, my preference! The 18-20 ratio effectively changes the fulcrum point. Again I prefer a shorter pull but at the sacrifice of mechanical advantage ie 20mm. After all the money I’ve spent ive come to to conclusion travel consistency is all about the friction between the seals and pistons, any friction causes the pistons to retract back into the calliper therefore increased and inconsistent travel at the lever. I have mirror polished SS pistons, no corrosion no retraction! Nice hard lever, short consistent travel just how i like it!
I came across a substance called tungsten disulphide powder, This is supposed to give the lowest friction coefficient of any material, it was designed for space, you have to plate the parts you want to reduce the friction on, it says there is 3 ways of doing this, 1, blast onto the surface with compressed air, 2, put a mix of T D sulphide and alcohol on a polishing wheel and buff it on till it sticks 3, put parts in a tumbler with T D S and plastic media I tried the buffing method on various materials without much success, I then made a tumbler and that seemed good, I put the pistons in one at a time for 24H and they looked plated I service my brakes once a year but they have always seemed to bind quickly not badly but not how I would like them, They now are just as I like them, you can spin the wheel with minimal drag
I should have taken photos but you never know if it is going to be any good and how long it will last, I will put future posts on how they are doing with plated pistons, I have put a snipit from the internet that shows how I first got to find out about this and normally you see something like this and dismiss it as snakeoil but it does work TUNGSTEN DISULFIDE (WS2) POWDER Tungsten Disulfide (WS2) is dry/solid lubricant powder and is one of the most lubricious substances in the world. WS2 offers excellent dry lubricity (COF: 0.03) unmatched to any other substance, including Graphite or Molybdenum Disulfide (MoS2). Tungsten Disulfide (WS2) can also be used in high temperature and high pressure applications. It offers temperature resistance from -450 deg F (-270º C) to 1200 deg F (650º C) in normal atmosphere and from -305 deg F (-188º C) to 2400º F (1316º C) in vacuum. Load bearing ability of coated film is extremely high at 300,000 psi. Tungsten Disulfide (WS2) can also be used instead of Molybdenum Disulfide (MoS2). See comparison of WS2 / MoS2 Since the powder offers one of the lowest Coefficient of Friction (Dynamic @ 0.03 & Static @ 0.07), the applications are unlimited and could be tried with every conceivable idea. . Uses Of Tungsten Disulfide (WS2) Powder 1) Mixing the WS2 powder with wet lubricants (such as oil, grease & other synthetic lubricants): The powder can be mixed 1wt% to 15wt% (as required) with grease or oil. This will enhance lubricity of the mixture and also improves High Temperature and Extreme Pressure properties of the mixture. During the use, WS2 in the mixture will get coated on mating/moving parts, which in turn reduces friction and improves lubricity and load bearing ability for much longer cycles. 2) Coating the WS2 powder on a substrate requiring (dry) lubricity: The powder can be coated by spraying (at 120 psi) the substrate with dry (& cool) pneumatic air. It does not require any binders and spraying can be done at normal room temperature. Coated film will be 0.5 micron thick. In an alternative application method, the powder can also be mixed with Isopropyl alcohol and this paste could be buffed to the substrate. The coating applications are already established in many areas such as Automotive parts, Racing Car Engine and other parts, Aerospace parts, Bearings (Linear, Ball, Roller etc.), Shafts, Marine parts, Cutting Tools, Blades, Slitters, Knives, Mold release, Precision Gears, Valve components, Pistons, Chains, Machinery components and many other areas.
Interesting stuff, thanks for sharing. Is there any safety precautions to take with the Tungsten Disulfide ?
