Split pedal force between the front and rear master cylinders, and let the driver trim that split.
A bar passing through the pedal arm with a spherical bearing at its centre and a clevis to each master cylinder. Moving the bar's pivot point along its length changes the moment arm to each cylinder, which changes the force split. The bias knob on the dash moves it.
No part-specific design process is documented. The Brakes subsystem design process applies: 1. Set tire loads at the maximum airspeed seen (90 mph): rear 291.60 lbf at max acceleration, front 454.21 lbf under braking, 427.97 lbf cornering. 2. Sweep master cylinder bore combinations against required pedal force and achievable deceleration, then select. 3. Run a transient thermal simulation of the rotor for a single braking event (2.4 s, 260 C initial, 90 W/m^2-K film coefficient, 0.8 emissivity, 25,375 W heat flux front) and import that thermal load into a static structural run (1.84 g deceleration, 12 MPa pad pressure, 707 N-m moment) with cylindrical and frictionless supports. 4. Compare candidate materials on peak and low temperature and on minimum factor of safety. 4340 gave 741.2 C high, 344.5 C low and FoS 3.6438, against Class 40 cast iron at 490.5 C, 256.5 C and FoS 2.1622. 5. Validate with brake rotor temperature sensors on all four corners and compare measured against calculated.
Steel.
Fault Vault, CR26I, Design, Compromised Failure. The master cylinder and bias bar combination had one more degree of freedom than it should, which caused brake migration. The trackside fix was to zip tie the master cylinders in place. The recorded engineering conclusion is that a different bias bar should be used.
The recorded engineering fix is to use a different bias bar, one that does not leave the master cylinder and bias bar combination with an extra degree of freedom. Zip tying the master cylinders was only the trackside mitigation.
Nothing in CrimsonStorage covers these yet.