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Not directly replying to you, just wanted to get this in at the bottom where it wont likely get overlooked, plus most of this thread is now closed Few things to note and clarify: It has been pointed out to me that if someone thinks they want to use a particular kit in conjuction with a proportioning valve that the OEM master cylinder
will need to be replaced since it has an integrated proportioning valve already and simply adding a proportioning valve on top of the existing one is
not the correct way to install adjustability. To maintain pedal feel characteristics, you would want to use the same diameter MC, and then plumb the
proportioning valve into the system. While it doesnt appear to be a very challenging mod to me just at first glance (famous last words), the real challenge in
it is whether the plumbing & fastening hardware for the lines to the MC/proportioning valve itself on the booster will be compatible or require a bit more work
to get installed, as well being sure that the # of lines for the rear brakes and the ABS match up with whichever proportioning valve chosen. Until someone,
preferably Canadian, dives into this mod and tries it out on the Z32, it cant be said for sure yet where the mod will fit in the PITA vs benefits chart. Also brought to my attention, 5% change or shift in bias is not insignificant nor necessarily detrimental. While discussing this topic with someone who would
actually be considered an "expert", he told me as a rule-of-thumb, 5% shift in bias is about the limit before things can start turning detrimental performance-
wise by over-working the front brakes. Keep in mind the OEM brake bias is going to be on the conservative side (less rear bias) to make the car as stable as
possible under heavy or emergency braking without overtaxing the front brakes in normal braking conditions. This is why it is important to stay as close to
the OEM bias as possible if it is unknown how much shift begins to result in a poorly performing brake system. With many variables such as weight
distribution, wheelbase, wheel-size, and tire grip (front vs rear) factoring in, in some instances a 5% shift could be too much, in others it can be within
"tolerances". The simplest remedy is to increase the cF on the rear pads to bring rear bias back up to snuff. Again, with the least balanced BBK kit, I have never felt like I was getting shortchanged in braking performance. All my expectations for recreational track
day trips were easily met. As pointed out, this all really just splitting hairs as you can talk to any of the resident track rats here and find that braking
performance with any of the front kits is quite ample for recreational purposes. But it is good stuff to know if you are curious or find yourself needing to
tweak things in the braking system.
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