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OK, genuine question for the "Brains Trust" here.

The standard front brake lines on most bikes is 3 lines. One from the MC to a splitter, then one line to each calliper, or one to a calliper then a second line to the other calliper.

What are the real world advantages to going to a "race" setup, as in one line from the MC to each calliper?

Cheers
 

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OK, genuine question for the "Brains Trust" here.



The standard front brake lines on most bikes is 3 lines. One from the MC to a splitter, then one line to each calliper, or one to a calliper then a second line to the other calliper.



What are the real world advantages to going to a "race" setup, as in one line from the MC to each calliper?



Cheers
None....it's a fluid Dynamics issue, there will be a minute loss in brake fluid speed as it hits the bend on the first caliper enroute to the next...in an every millisecond counts scenario this could be felt... however; if you could feel the difference you should look for a sponsor

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Weather this can be felt as being more spongy than in a twin line system I can't say but I build my bikes with twin lines.

I get them custom made by John Stamnas, I have absolutely no connection to them, just a very satisfied customer over the years.
https://johnstamnas.com/brake-lines/
 

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GP twin style looks way cooler. If you go this way you won’t lose anything. If you’re sensitive enough you’ll feel more difference in pad material.
A bit of “give” in the lever makes for easier modulation on the lever.
 

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So does a smaller diameter master cylinder.
Danny, believe it or not is using a 13mm one with Goldlines and loves it.
 

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can never understand the need for rock hard levers with no feel.

You have it arse about, that small 13mm piston gives a real soft feel with more travel.
Smaller piston moves less fluid for a given pull.
 

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You have it arse about, that small 13mm piston gives a real soft feel with more travel.
Smaller piston moves less fluid for a given pull.
I think it gets really confusing...and complicated...the larger the piston generally means the harder you have to wrench on the lever to reach ...let's say 1000psi.... whereas the smaller piston reaches that level of force quicker and over a longer portion of it's stroke...the stroke length on each is relative to its pivot distance...the large piston will have a softer feel at first but ultimately require more pressure to reach 1000psi... the smaller piston will have a more even feel throughout it's stroke but with more initial effort in comparison...this all gets further complicated by brake pad composition... which in turn changes the feel and effort all over again...everybody wins on this one

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It's not complicated at all
The smaller the piston the greater the leverage and the more lever travel.
Simple as that.


Pads are another separate factor which we are not talking about here.
We are talking about hydraulics.
 

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It's not complicated at all
The smaller the piston the greater the leverage and the more lever travel.
Simple as that.


Pads are another separate factor which we are not talking about here.
We are talking about hydraulics.
Technically your correct...smaller piston requires more travel to compress the caliper....but with a different inter-axis measurement this can be offset to equal a larger pistons travel....weather one is softer or harder depends on where in the stroke are we talking...modulating one better than another then becomes a personal preference

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....weather one is softer or harder depends on where in the stroke are we talking...modulating one better than another then becomes a personal preference
Oh the jokes I could have with that one, if I liked dirty jokes.

My point, incorrect usage of "weather"
 
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