Thread: Perentie 4x4 and 6x6 brake M/C same ?

It is a different booster and M/C on the 6X6. Someone who has an army rps migh be able to chirp in with the make and part number.

6X6 master cyl/booster was off a F ser truck.
had a hole drilled between the 2 chambers.
warning light switch was UK landrover.

4X4 was modified XD falcon unit with spit system switch.

Cheers Dave, I just found your answer on a Ford forum too

So it'd be either a LE97934 (F100, 25.4mm bore) or LE98280 (F250, 31.75mm bore) M/C, they both bolt up to that booster.

The big bore unit would generate some stopping power, if the booster is up to it (It should be)

I upgraded my old F100 with the VH344 booster and it made a hell of a difference in pedal pressure.
I used to struggle at times to pull her up with the single diaphragm booster as it went over 3000kg over the weighbridge, pretty much the same as the 130 does now.

Hmm, will I jump this way or just get a new Defender booster ?

Hey Rick, if you go for the F series system, let us know how easy the changeover is, I've been looking at the possibility of fitting one of these when my M/C finally bites the dust.

Originally Posted by rick130

Cheers Dave, I just found your answer on a Ford forum too

So it'd be either a LE97934 (F100, 25.4mm bore) or LE98280 (F250, 31.75mm bore) M/C, they both bolt up to that booster.

The big bore unit would generate some stopping power, if the booster is up to it (It should be)

A bigger MC will give you less stopping power. More pedal force needed to generate the same line pressure.

Originally Posted by Dougal

A bigger MC will give you less stopping power. More pedal force needed to generate the same line pressure.

I know that, smaller bore m/c = longer pedal, larger bore = shorter pedal stroke but greater leg force needed at the pedal.
Dual diaphragm booster fixes the problem of the right leg power and with the bigger bore m/c would give a damned high and hard pedal, which may or may not be not be ideal.
I just hate brakes that feel like a clutch.

Used to play with m/c sizes on race cars quite a bit

Originally Posted by 1103.9TDI

Hey Rick, if you go for the F series system, let us know how easy the changeover is, I've been looking at the possibility of fitting one of these when my M/C finally bites the dust.

It's not going to happen now.

I have a complete F series dual diaphragm booster and m/c and I placed it alongside the existing setup and it is looong.

I'll take a piccie over the weekend, but with the supplementary mounting bracket the booster has and needs to accomodate the length of the pushrod (and it goes damned close to the bolt spacing of the Defender pedal box) it pushes the M/C all the way to around the front of the expansion tank.

The entire assembly from mounting bracket to front of m/c is roughly 490mm.
Add the length of the pushrod and it's a long sucker.

[edit] Oh, and the weight of it all is pretty high too, the old PBR m/c is cast iron, so it's no lightweight.

Easiest fix is another TRW booster and replace it in five years when it fatigue cracks again
Even the dual diaphragm Disco and TD5 ones crack, they are just made of tinfoil.

Originally Posted by rick130

I know that

I know you do, so why didn't that post make sense?