Sweeting Performance - Performance Brake Systems

07/12/2026

650 Horsepower is useless if you can’t stop it. Part 3 of our T-Bird Super Coupe conversion to Hydro-Boost™ is live!

A lot of guys can build a massive horsepower engine, but matching that power with a braking system that can actually control it? That’s where the real engineering comes in.

In the final chapter of our classic 3-part installation series at Art Carr's California Performance Transmission, Bob Sweeting finishes up the plumbing on a supercharged 427 Windsor Thunderbird Super Coupe and takes it out for a real-world brake test.

When you get rid of the factory, obsolete Teves Mark II electric brake booster found on these cars, you're left with some old wiring and plumbing to do: here we address the low-pressure hydraulic return lines (one from the steering rack, and one from the new Bosch Hydro-Boost booster) back into a single reservoir.

Bob shares some critical experienced master-technician secrets in this episode:

The Return Line "T" Rule: The Hydro-Boost low-pressure line must ALWAYS dump into the center 90 degree "branch" port of the T-fitting. If you mix this up, the high-velocity return flow from the steering rack will back up into the booster, causing a dragging pedal or self-applying brakes.

The Electrical Hazard: Why letting a loose power wire touch a steel brake line can cause a catastrophic failure, and how to safely isolate the leftover factory harnesses.

The Pre-Start Purge: Why you should never start a freshly plumbed hydraulic system right away, and how to air-bleed the system completely at cranking speed to protect your pump from destructive cavitation.

Dexron III Secret: Why we run up to half Dexron III transmission fluid (not regular ATF) to settle down foaming faster and keep the steering pump whisper-quiet.

Watch the full video to see how this sleeper T-Bird goes from risky electric brakes to simple but powerful and confident Hydro-Boost™ braking and easily locking up the tires on demand.

Upgrade your high-horsepower build with an engineered conversion system:
https://www.powerbrakeservice.net/new-1989-1992-ford-t-bird-hydroboost-brake-booster.html

Watch the Finale Here:
https://www.youtube.com/watch?v=JyVz2u-eApg

http://www.sweetingperformance.com We went to Art Carr's shop in Hu...

07/12/2026

How-to Custom-Plumbing a Sweeting Performance Brake Conversion to Hydro-Boost™ on a Ford Thunderbird SC.

Plumbing high-pressure hydraulic stainless braid PTFE type hoses can be tricky for some, but if you watch a Bob Sweeting, who assembles them regularly, you can feel confident to do it, too. You don't want to route a line too close to a hot headers and you want to get the hose end cut and assembled straight.

In Part 2 of our classic 3-part installation series at Art Carr's shop, Bob Sweeting gets down into the technical details of custom-assembling the high-pressure hydraulic lines for a radical, Vortech-blown 427 Windsor swapped Thunderbird Super Coupe.

We design our Sweeting Performance Conversion Kits to be completely user-friendly for home builders. We supply extra-long, 5-foot stainless steel braided hoses with one end pre-crimped, allowing you to custom-route the plumbing precisely around your engine bay.

In this video, Bob reveals the classic fabricator rules every car guy needs to know:

The Tape Trick: Exactly how to wrap and cut stainless-braid lines to ensure a clean, fray-free edge before assembling your fittings.

The Thumbnail Rule: Why leaving a tiny, thumbnail-width gap between the nuts on reusable AN fittings is the difference between a perfect seal and a crushed, leaking olive sleeve.

Overcoming Tight Clearances: Watch how we convert the Ford specific power steering pump to -6 AN fittings and interface with the notoriously hard-to-reach factory steering rack lines using our proprietary high-flow banjo swivels.

Ditch your failing, obsolete Teves Mark II electric setup and see how simple, clean, and bulletproof your engine bay looks with simplified and bulletproof Hydro-Boost™ brake booster.

Get the engineered solution for your Ford Thunderbird or Ford platform:
https://www.powerbrakeservice.net/new-1989-1992-ford-t-bird-hydroboost-brake-booster.html

Watch Part 2 of the Installation Here:
https://www.youtube.com/watch?v=nQ528jJbARI

The fabrication phase! Bob Sweeting dives into Part 2 of our 3-part...

07/12/2026

Stuck with a Rock-Hard Brake Pedal on Your Thunderbird Super Coupe? Skip the Obsolete Parts and Fix it Permanently.

If you own an '89–'92 Ford Thunderbird SC or a classic Lincoln Mark VII, you already know the headache that is the factory German-made Teves (ATE) Mark II electric-hydraulic brake system.

Between the electric pump motors wearing out, the nitrogen accumulators losing charge, and brake fluid leaking internally to short out the motor electronics, these factory units are notoriously complicated. Worst of all? Replacement parts have been obsolete for more than 10 years.

Don't buy a sketchy, used junkyard part that will fail in 6 months. Go straight to the ultimate solution.

In Part 1 of our new 3-part installation series filmed at Art Carr's California Performance Transmission, Bob Sweeting demonstrates how to rip out the complex, failing Teves electronic mess on a radical, Vortech-blown 427 Windsor swapped Thunderbird SC.

We replace it with our custom-engineered Sweeting Performance Conversion Kit with Bosch Hydro-Boost™ —a powerful, durable, easily serviced system powered completely by your power steering pump. No vacuum required, no complex wiring, and absolute, unmatched stopping power.

Our kit has a vehicle specific fitment designed to clear the tight clearance of the Ford front spring towers and electronic adjustable shock absorbers, plus our high-flow custom banjo fittings for flawless line routing.

Get your Sweeting Performance Conversion for Thunderbird SC to Hydro-Boost today:
https://www.powerbrakeservice.net/new-1989-1992-ford-t-bird-hydroboost-brake-booster.html

Watch Part 1 of the Installation Series Here:
https://www.youtube.com/watch?v=H0K6OZat7pk&t=23s

Fixing a dangerous classic! Bob Sweeting of walks through Part 1 of...

07/12/2026

Part 4: The Final Verdict! Testing Art Carr’s Turbo Buick brake swap to Hydro-Boost from Sweeting Performance!

The installation is finalized, the under-dash trim is back in place, and the results are in. If you've been wondering if a Hydro-Boost™ swap is truly worth it for an '86-'87 Turbo Regal, this street test settles the debate.

In the final episode of our classic 4-part series, Bob and Matt Sweeting hop in the car with racing transmission icon Art Carr to evaluate the vehicle's new stopping power and braking response.

The Technical Breakdown:

-Unmatched Stopping Power: The upgrade was a massive success. When applied hard, the system delivers aggressive, predictable pressure that pulls the nose straight down beautifully, effortlessly managing the vehicle's weight.

-The 3,400 RPM Launch Test: Even on ordinary street tires, our Hydro-Boost setup held the car rock-solid all the way up to 3,400 RPM and 8 lbs of boost before the rear tires finally broke loose. The front brakes never budged. (On track slicks, it easily holds up to 22 lbs of boost!)

-Why Vacuum Conversions Fail: Art brings up a classic episode of the hit TV show Pinks, where a Turbo Buick driver red-lighted and lost because a weak vacuum brake conversion couldn't hold the car's power while spooling the turbo.

-Balanced Braking Force: Bob and Art explain why running 7/8-inch rear wheel cylinders is the secret to balancing out the vehicle's stopping force when paired with the immense hydraulic pressure of the Hydro-Boost.
Delete the dangerous, failing 12V Powermaster electric master cylinder and give your high-horsepower engine the hydraulic pressure it actually needs to stop safely.
Get the ultimate performance upgrade for your GN Grand

National T-Type Buick here:
https://www.powerbrakeservice.net/sweeting-performance-power-brake-system-1986-1987-buick-grand-national-ttype-powermaster-hydro-boost.html

Watch the Final Part & Street Test Here:
https://www.youtube.com/watch?v=ncyy3h0k9Ic

The grand finale! Street testing the Sweeting Performance Conversio...

07/08/2026

Part 3: Mastering Hydro-Boost Plumbing & Bleeding on Art Carr's Turbo Buick!

Plumbing a high-performance Bosch Hydro-Boost system on an '86-'87 Buick Grand National requires knowing the right tricks to avoid backpressure and slow pedal response.

In Part 3 of our throwback series at California Performance Transmissions, Bob and Matt Sweeting map out the final plumbing runs, line routing, and system bleeding techniques to permanently eliminate the failed factory electric Powermaster.

Critical Tech Tips Drop in This Video:

The Return Line Tee Trick: Where should the return line tee be placed? As close to the power steering reservoir as possible, and with the 90 degree branch pointing toward the Hydro-Boost™ return. If it's too far down, or turned around another way, backflow will cause your brake pedal to lag and release slowly. (Want to skip the tee? We offer an optional aluminum dual-return reservoir that deletes it entirely!)

Unique 3.8L Turbo Pump and Fittings: What do you do when a factory steel tube leaves you with two un-connectable male ends? Bob shows you how to install a flawless compression-to-AN adapter setup.

Why We Use Dexron/Mercon ATF: Conventional power steering fluid can foam sometimes. We recommend up to half Dexron or Mercon (depending on if it is GM or Ford) to prevent fluid aeration and keep your hydraulic assist dead silent.

Fitting Seal: Always use two copper gaskets on a banjo fitting—one on each side—to seal the hydraulic lines tightly. Metric fittings often have an o-ring on the tip that seals in the bottom of the port, fractional will often have a flare shape that seals against a matching flare in the bottom of the port, AN sizes also seal male to female flare without a washer or o-ring.

Get the ultimate bolt-on solution from the guys who engineer brake systems from scratch.

Fix your Turbo Regal’s brake problems forever:
https://www.powerbrakeservice.net/sweeting-performance-power-brake-system-1986-1987-buick-grand-national-ttype-powermaster-hydro-boost.html

Watch Part 3 of the Installation Here:
https://www.youtube.com/watch?v=N7XXaC-XwCc

Step-by-step plumbing, line routing, and bleeding procedure for the...

07/08/2026

Part 2: Sizing up the Hydro-Boost vs. the Failed Buick Powermaster Setup!

When converting a 1986–1987 Buick Grand National or Turbo Regal from the problematic factory Powermaster to a reliable Hydro-Boost™ system, the details matter.

In Part 2 of our classic install series with transmission legend Art Carr, Bob and Matt Sweeting get into the nitty-gritty of the installation, covering the exact technical steps that make this swap a success.

What you'll learn in Part 2:
The Bracket Mod: The Bosch Hydro-Boost mounting nut is about 3/16" wider than the factory opening. We show you exactly how to grind the firewall bracket for a perfect fit.

The Brake Line Flip: You will switch the brake lines front to back for the new master, which reservoir is for the larger front brakes is reversed on the new master, switching will also match the fitting size on the brake lines.

Custom Hose Fabrication: Watch Bob break down how to properly cut, pre-assemble, and seat the olive/ferrule on our heavy-duty stainless steel braided Teflon power steering lines using our exclusive custom banjo fittings.

Do not use Teflon tape on brake line fittings flare type fittings are meant to seal on the flare, teflon tape can ruin your brake system components.

Stop letting a failing electric-hydraulic master cylinder keep your G-Body parked in the garage. Switch to the absolute reliability of Hydro-Boost with the upgrade kit from Sweeting Performance.

Get the complete Sweeting Performance upgrade kit with Bosch Hydro-Boost™ for Buick GN's here:
https://www.powerbrakeservice.net/sweeting-performance-power-brake-system-1986-1987-buick-grand-national-ttype-powermaster-hydro-boost.html

Watch Part 2 of the Installation Here:
https://www.youtube.com/watch?v=JWDB7vREjWw

Step-by-step installation of the Hydro-Boost Conversion Kit from Sw...

07/08/2026

Ditching the Dangerous Powermaster: Throwback to 2011 with Transmission Legend Art Carr & Sweeting Performance!

If you own a 1986 or 1987 Buick Grand National or Turbo Regal (T-Type/Limited), you already know the nightmare that is the factory Powermaster brake system. Between failing 12V electric motors shorting out from brake fluid leaks, worn out accumulators, and faulty pressure switches it’s not a matter of if it fails—it’s when.

In this classic throwback video (Part 1 of our 4-part install series), Bob and Matt Sweeting visit legendary racing transmission builder Art Carr at California Performance Transmission to fix his personal, rare Turbo T-Type Limited. Art’s factory electric brake booster failed, leaving his 87,000-mile beauty sitting parked and undriveable for two whole years because he simply couldn't trust the stock brakes anymore.
Why upgrade your Turbo Buick to the Sweeting Performance Conversion kit with Bosch Hydro-Boost™?

Zero Vacuum, Zero Electric Motors: Powered entirely by your power steering pump using a reliable Bosch Hydro-Boost™ brake booster. No phenolic vanes to wear out, no electric shorts.

Insane Launch Power & Boost Control: Track testing proves our kit allows Turbo Buicks to hold up to 22 lbs of boost at the drag strip line—effectively doubling or tripling your leaving horsepower!

Overcome High Stall Converters: Stock GM S10-style calipers can't hold back a Buick's power with a vacuum booster or a failing Powermaster. Our upgrade kit to Hydro-Boost multiplies your brake pressure, easily holding the car well past a 3,000+ RPM stall converter speed.

Serviceability: Unlike the integrated Powermaster, our system features an easily replaceable master cylinder.

Watch Part 1 to hear Art Carr share his iconic history with Kenny Duttweiler, Mike Thermos, Carcraft Magazine (Hot Rod Magazine network) and the Turbo Buicks, watch Bob explain the fatal flaws of the OEM system, and see a young Matt Sweeting kick off the step-by-step tear-down!

Watch Part 1 of the Installation Here:
https://www.youtube.com/watch?v=ublHtvbienQ

Get the Ultimate Kit to upgrade your Buick Grand National to Hydro-Boost™:
https://www.powerbrakeservice.net/sweeting-performance-power-brake-system-1986-1987-buick-grand-national-ttype-powermaster-hydro-boost.html

http://www.sweetingperformance.com We went to Art Carr's shop in Hu...

07/07/2026

06/25/2026

Options are running low these days - an economy rebuilt vacuum booster or a cheap offshore copy to stop your 3/4-ton or 1-ton GM Squarebody?

Whether you are pulling a heavy trailer with a classic C30 dually, wheeling a built K20 4x4, or getting work done with a heavy-duty K30 1-ton, inadequate braking power is an absolute safety hazard. This is especially true for trucks running big blocks like the 454, highly modified small blocks with performance cams that destroy engine vacuum, or early 6.2L diesels running weak mechanical vacuum pumps.

When you add massive rolling weight, towing loads, or oversized off-road tires, cheap parts-store components just won't cut it. The factory OEM Hydro-Boost supply is fairly exhausted out in the wild. Today, consumers are largely stuck choosing between low-cost rebuilt units or cheap Chinese copies. If you have done performance upgrade modifications to your truck, you need a high-quality, premium brake system—not an economy-grade or offshore clone.

The definitive, engineered upgrade is the Sweeting Performance Heavy-Duty Vacuum-to-Bosch-Hydro-Boost™ Conversion Kit, featuring brand-new genuine Bosch units injected into the mix to restore true-to-factory safety and reliability.

The Myth of the Aftermarket Master Cylinder Upgrade
A lot of online aftermarket companies don't understand basic hydraulic fluid dynamics. They will proudly pair these heavy-duty kits with a fancy Wilwood master cylinder. Even some truck builders who are lowering a 73–87 GM truck will ask for a Wilwood simply for the aesthetics.

Here is the reality: Wilwood master cylinders are too small for these trucks.

Wilwood units max out at a 1-1/8 inch bore. Heavy-duty GM 3/4-ton and 1-ton axles (like the Dana 60 front and Corporate 14-bolt rear) feature massive, large-piston front calipers that require much more volume of hydraulic fluid. If you run a master cylinder that is too small, you won't move enough fluid to properly actuate the pads.

The original factory specification is the correct size: a true 1-5/16 inch bore. Because proper engineering matters more than custom finishes, Sweeting Performance offers this, high-volume 1-5/16 inch bore master cylinder in two functional styles:

-Period-Correct Cast Iron: Perfect for a factory-correct restoration.

-Newer Style Aluminum: Features a modern plastic reservoir for easy fluid level inspection.

Designed to Fit Right, Routed Your Way

GM utilized at least three different Hydro-Boost variations on these trucks over the years. Original units are rare and hard to find, and while factory parts can be rebuilt, getting the geometry right is critical. Brackets may look correct but feature pedal rods that are misaligned, feature an offset pedal rod end that misses your factory pedal pin entirely, or have a master cylinder push rod that is too long. Sweeting Performance designs these systems to fit correctly right out of the box, utilizing our custom adjustable connecting rod to handle the factory layout differences flawlessly.

We also know that no two custom engine bays are identical. That’s why our lines are fully customizable, not pre-crimped. We give you the high-quality hydraulic lines and fittings so you can cut, mock up, and route them exactly how you like for a clean, professional appearance.

Whether you have a factory hydro-boost truck needing a direct replacement or are executing a complete conversion from vacuum or manual brakes, we have it completely figured out.

Get the stopping power your heavy-duty truck demands:
https://www.sweetingperformance.com/sweeting-performancepower-brake-system-1973-1987-chevrolet-gmc-three-quarter-1-ton-bosch-hydro-boost.html
Submit your build order through the site or call with any questions that you may have, (714)330-5286

06/25/2026

Are your factory vacuum brakes turning your classic 1/2-ton Chevy C10 or K10 into a runaway train?

The 1973–1987 GM Squarebody generation (and up to 1991 for K5 Blazers and Suburbans) is one of the most popular truck platforms on earth. But whether you are building a slammed C10 street machine or a lifted K10 4x4, the factory vacuum brake booster is a major weak link.

If you’ve done a modern LS swap or built a classic small block/big block with a performance camshaft, your engine vacuum drops significantly at idle. When you're trying to park, stage at a light, or stop in traffic, that low vacuum leaves you with a hard pedal and weak brakes. Even on stock engines, if you've added 33-inch or 35-inch off-road tires, the factory vacuum setup simply doesn’t have the clamping force required to stop that massive rotating mass safely.

The definitive upgrade is an upgrade Conversion Kit from Sweeting Performance with Bosch Hydro-Boost™

Tailored Exactly to Your 1/2-Ton Setup

Adapting a unit from the junkyard or otherwise applying a stock setup from a similar year 3/4 or 1 ton will give you a master cylinder size that is far too large for your front brakes. If you run an oversized master cylinder bore with standard 1/2-ton front calipers, your pedal becomes rock-hard, and lacks braking power.

Sweeting Performance matches the master cylinder to the fluid volume your 1/2-ton brakes require. We support whatever front brake configuration you are running:

-Stock or Aftermarket 1/2-Ton Calipers: If you run stock iron calipers or a Wilwood upgrade, you can choose from our standard iron universal master cylinder, or upgrade to a premium Wilwood master cylinder available in natural finish aluminum, black, or polished finishes.

-The Axle Swap Exception: If you have swapped out your 1/2-ton front axle for a pre-2000 GM 3/4-ton or 1-ton heavy-duty axle, stop right here. Those massive heavy-duty calipers demand a much larger fluid volume than you will get from a 1/2 ton master cylinder. You will want to look at our dedicated HD truck listing for this year range to get the correct, larger master cylinder.

Overcoming the Factory Hydro-Boost Quirks

GM offered factory Hydro-Boost on some of these trucks. If your truck came with it from the factory, GM used at least four different versions based on gas vs diesel, 1/2 ton vs 3/4 or 1 ton, and older vs newer. If you find a replacement unit the bracket might fit the firewall, but the pedal rod lengths may not match your brake pedal or have an offset pedal rod end that won't line up with your factory brake pedal pin location, and the rod from the booster to the master cylinder may be longer or shorter possibly making it incompatible with certain master cylinders.

Sweeting Performance has this completely figured out:

Our custom kits feature have an adjustable connecting rod that accommodates the factory straight vs offset and different length brake pedal connection rods, ensuring a perfect alignment with your pedal pin.

Replacement vs. Conversion: We offer Direct Replacement units for trucks that came with Hydro-Boost™ from the factory, and Complete Conversion kits for those switching over from vacuum or manual brakes.

Every single system features a brand-new, genuine Bosch Hydro-Boost™ unit, vehicle specific mounting brackets matching the Squarebody firewall, and customizable hydraulic hoses.

Ordering Note: Because these trucks see so many custom configurations, just drop any special notes about your specific front brakes, axle swaps, or modifications into the comments section at checkout so our team can verify your build!

Configure your 1/2-ton Squarebody kit today:
Submit your build order through the site or call with any questions that you may have, (714)330-5286

https://www.sweetingperformance.com/sweeting-performance-power-brake-system-1973-1987-chevrolet-gmc-half-ton-truck-sub-bosch-hydro-boost.html