Sweeting Performance - HydroBoost HydroMax AirHydraulic Power Brakes

07/28/2026

Sweeting Performance Power Brake System with Bosch Hydro-Boost®, for GM 4 Bolt Universal Mount, Shallow Hole Master Cylinder Standard
https://www.powerbrakeservice.net/sweeting-performance-universal-hydro-boost-brake-booster-4-bolt-gm-master-cylinder-shallow-hole.html

Sweeting Performance has modified this Bosch Hydro-Boost® into a universal unit that fits a wide variety of GM applications. GM established a highly standardized fitment pattern for their brake boosters, both at the firewall and at the master cylinder. The aftermarket has widely adopted this common standard for creating universal swaps and upgrades. Obsolete Ford and Mopar applications will often have GM parts adapted to them, and most aftermarket universal brake pedals utilize this exact same 4-bolt pattern.

One of the primary engineering advantages of this plate is modularity. Some factory GM vehicles originally equipped with vacuum boosters utilize angled steel brackets between the firewall and the booster to achieve the correct brake pedal geometry. Rather than fabricating custom mounts, builders can transfer these factory angled brackets directly from the vacuum booster to the Hydro-Boost, exactly as we have set it up. This ensures the Hydro-Boost® mounts at the precise factory angle, maintaining perfect alignment with the brake pedal pivot point.

There are several different bolt spacing and pushrod length standards across different vehicle makes and eras. The GM Shallow Hole Standard covers the popular universal Corvette master cylinder, as well as a wide range of GM master cylinders across various sizes and applications. Our specific pushrod length and bolt pattern setup ensures that the master cylinder piston engages responsively, without free travel, and returns fully upon pedal release.

Because the Hydro-Boost® generates braking assist by utilizing the 1,000+ PSI from the belt-driven power steering pump—and factory power steering pump pressure is usually scaled to the size of the vehicle—this Sweeting Performance setup is highly adaptable. When paired with the correct master cylinder bore for your vehicle, this configuration will fit many applications and produce the exact fluid displacement and line pressure required to stop everything from 5-lug passenger cars and 1/2-ton trucks, to heavy-duty 3/4-ton and 1-ton applications alike.

07/22/2026

05/12/2026

Gear Vendors vs AOD and 4R70 Swaps in Classic Fords:

https://www.youtube.com/watch?v=VB93dKtF8xs

Rick Johnson from Gear Vendors explains why keeping the original Ford performance transmission and adding a Gear Vendors overdrive can be a better solution than swapping to a later-model AOD or 4R70 transmission.

A common swap in Mustangs, Torinos, and other classic Fords is the AOD transmission from the late 1980s and early 1990s. These transmissions are popular because they use a throttle valve cable instead of a computer, making them easier to install into older vehicles.

Many people assume the swap is a better bargain because the cost can initially appear lower than installing a Gear Vendors unit.

But according to Rick, the comparison is not even close.

The Gear Vendors overdrive was designed specifically to work with the legendary Ford transmissions people already love:
• C4
• C6
• Ford Toploader
• Super T10 manual transmissions

These transmissions were built during an era when Ford’s primary focus was performance, quarter-mile capability, and durability.

Later transmissions, such as the AOD and 4R70 series, were designed during the Corporate Average Fuel Economy (CAFE) era beginning in the early 1980s. Their engineering priorities changed dramatically, focusing heavily on squeezing out every fraction of a mile per gallon to meet EPA fuel economy standards.

Rick explains that owners of classic Mustangs and Torinos are usually not worried about gaining one-tenth of an MPG. They are looking for meaningful improvements in cruising RPM, fuel economy, drivability, and performance.

A Gear Vendors unit typically delivers:
• 25% to 30% lower cruising RPM
• Improved highway fuel economy
• Reduced engine and valvetrain wear
• Retention of the original transmission and driving feel

One of the biggest differences is how the vehicle drives.

The later overdrive transmissions often use very low first gears followed by large RPM drops between shifts. Rick describes it as taking off in a “granny low” gear before quickly falling out of the engine’s power band during the next shift.

The original C4 and C6 transmissions, by comparison, shift more naturally and keep the engine in the power band better during acceleration.

With Gear Vendors, you keep that original transmission behavior while adding:
• Overdrive
• Lower highway RPM
• Gear splitting capability
• Closer effective gear ratios
• Improved performance and drivability

Rick also points out that Gear Vendors units are known for exceptional reliability. The company offers a two-year unlimited mileage warranty, including drag strip use, and the units are widely recognized for lasting decades.

That reputation is one reason used Gear Vendors units still command strong prices even after 20 years.

Another major advantage is preserving the originality of the vehicle.

For collectors and enthusiasts, retaining the original transmission and drivetrain character matters. A Gear Vendors installation typically requires only shortening the driveshaft, without major cutting or permanent modifications to the car.

Rick’s conclusion:
If you enjoy driving performance cars, keeping the original Ford transmission and adding a Gear Vendors overdrive delivers the best combination of performance, highway cruising, reliability, fuel economy, and originality.

For more information:
800-999-9555

Gear Vendors site:
https://gearvendors.com

Sweeting Performance - Performance Brake Systems
https://www.sweetingperformance.com

Gear Vendors vs AOD and 4R70 Swaps in Classic Fords@gvrickf1 Rick Johnson from Gear Vendors explains why keeping the original Ford performance transmission a...

05/11/2026

Performance Torque Converters and Highway Cruising with Gear Vendors:
https://www.youtube.com/watch?v=wddEMwlo8SQ

​Rick Johnson from Gear Vendors explains one of the most common questions about performance transmissions and high stall torque converters:

“Can you run a high stall converter and still comfortably cruise on the highway?”

For example, let’s say you have a Chevelle or Charger running a 3.55 rear gear and a 29-inch tire. With a Gear Vendors overdrive, cruising speed at 70-75 MPH may put the engine around 2500 RPM. The question becomes:

“Can I cruise at 2500 RPM with a 3500 or 4500 stall converter?”

According to Rick, the answer is almost always yes.

A high stall converter is typically built around the engine’s horsepower curve. Someone running a 4500 stall converter may have an engine making close to 1,000 horsepower. The converter builder uses the dyno sheet to design the converter so it stalls at that RPM under full load, such as when launching off a trans brake.

But cruising down the highway is completely different.

At 70-75 MPH on flat ground, the engine is only making enough horsepower to overcome rolling resistance and wind resistance. Rick compares it to a small engine in a VW Bus or Pinto — it may only take around 60 horsepower to maintain highway speed.

With only that amount of power applied, even a very high stall converter is effectively “hooked up” with little to no noticeable slippage or heat generation.

Where you may notice converter flare is when adding throttle on the highway without changing gears, such as climbing a hill or accelerating in overdrive. That’s where the Gear Vendors unit helps keep the engine in the power band by allowing you to disengage overdrive or split gears as needed.

Rick also references Drag Week, where Gear Vendors-equipped cars run extremely high stall converters while still driving long highway distances. Jeff Lutz’s steel 1957 Chevy, making roughly 2500 horsepower, runs a 5500 stall converter while cruising only around 1800 RPM at highway speeds with tall drag tires.

This allows the engine to stay relaxed during the 1,400 miles of road driving required during Drag Week events.

Key Points:
• High stall converters are designed around engine load and horsepower
• Highway cruising typically uses very little horsepower
• A properly built converter can still drive smoothly on the street
• Gear Vendors overdrive helps keep the engine in the ideal RPM range
• Many street-driven combinations with 3.55 gears, 28-inch tires, and 3500 stall converters work extremely well

Rick’s conclusion:
A quality high stall converter, when properly matched to the vehicle and engine, can still be very street friendly while providing serious performance when needed.

Gear Vendors site:
https://gearvendors.com
Sweeting Performance - Performance Brake Systems
https://www.sweetingperformance.com

Performance Torque Converters and Highway Cruising with Gear Vendors:​ Rick Johnson from Gear Vendors explains one of the most common questions ab...

05/11/2026

https://www.youtube.com/watch?v=yprxkwgA_VQ

Gear Vendors is doing an install on a 1968 mustang California Special, this car has an AOD in it, it came with a C4, we are going to put the AOD back in it with a converter and a Gear Vendors unit for better performance. The AOD is commonly used because people want overdrive, so they have someone build them an AOD, the AOD has wide ratios, the c4 is close ratios, the AOD has a really low first gear, but 2nd gear is far apart, it really drops heavy into the next gear. If the AOD swap was a tenth of the price of a Gear Vendor it would make perfect sense, but some people spend 1/2 or 3/4 as much as a Gear Vendor, sometimes just as much as a gear vendor install for an AOD Swap. A C4 was one of the best transmissions that Ford ever built for performance, the Gear Vendors add on overdrive unit can handle vehicles with 2,000 or even 2,500 hp, and is warrantied even with drag race use.

An AOD in it’s original application, in a fuel injected car, with properly adjusted linkages, is still less than an ideal transmission, because it has those three wide ratios and then an overdrive, but in a swap it is unlikely that the custom linkages are going to be made to make it work right because of cost and time. In different throttles it will behave very differently, under light throttle, it will 1, 2 quickly, spend a long time in 3, and then when you are off the gas it drops right into overdrive, with a little faster acceleration it briefly stays in one, it will stay in second for a long time and then dump into 3, then 4. With fast acceleration it shifts without revving up each gear.

People get an overdrive with the AOD, and are happy about that, but are missing out with its long shifts. The AOD is good for cruising down the highway, and that is about it, Gear Vendors gives you overdrive with the best performance transmission for your vehicle. In a 68 Mustang, there is no better transmission behind a small bock than a C4 transmission, the close ratios give it high performance advantage, and big engines make too much power for the AOD to live with.

On the freeway you will find out just how far apart the gears are in the AOD, instead of banging through some gears and staying in the power band, it is going to stay in one gear for a long time. The AOD was deigned to deal with the requirements of Corporate Average Fuel Economy, a very low starting gear, then a dump into taller ratios, which will get mileage on a fuel injected car, whereas the C4 and C6 were designed for performance - "how fast can we go in the quarter mile?", "what is best for passing?". Call (800) 999-9555, or search gearvendors.com.

Gear Vendors site:
https://gearvendors.com/index.html
⁨⁩:
https://www.sweetingperformance.com

Gear Vendors is doing an install on a 1968 mustang California Special, this car has an AOD in it, it came with a C4, we are going to put the AOD...

05/06/2026

Throwback to a video we produced 12 years ago with Rick Johnson at Gear Vendors—now sitting at 46K views and still going strong.
https://www.youtube.com/watch?v=-VMv1VKj5H8

In this one, Rick breaks down how to use overdrive to split gears and make highway cruising in an older vehicle enjoyable. He also walks through what it took to install a Gear Vendors unit into a ’64 Falcon, including the extra work and modifications needed to make everything fit right.

It’s always great looking back at these projects and seeing how many people they’ve reached over time. Hopefully it’s helped a lot of builds—and brought in a little business along the way too.

If you’re running an older setup and thinking about overdrive, this is still a solid watch.

Gear Vendors site:
https://gearvendors.com/index.html/

Sweeting Performance Home:
https://www.sweetingperformance.com

Enjoy the videos and music you love, upload original content, and share it all with friends, family, and the world on YouTube.

05/05/2026

Sweeting Performance Bosch Hydro-Boost™ Buyer’s Guide: Part 9 — Getting the Right Hose Kit for Your Setup
https://www.sweetingperformance.com/postpu.html

Information About Your Power Steering Pump and Steering Box For Hose Kit: If you have swapped your pump or steering unit to something other than stock, you will want to note that in the comments section at checkout. Common examples are changing a Ford pump to a Saginaw pump, swapping an LS engine into an older GM vehicle, adding a front runner kit onto an older motor that changes the accessories on the engine, or changing a GM steering gear to a Ford rack and pinion. These kind of modifications will often change the fittings that you will need in the hose kit, so information about changes from stock will help in making sure you get the right fittings for installation.

When replacing a stock Hydro-Boost, the pump will have two returns, so that the steering unit and Hydro-Boost low pressure fitting return to their own fitting on the pump reservoir. When converting from manual or a vacuum booster, the pump will usually have a single return, so the two lines will get tee'd together. A hose diagram and step by step instructions will be included in the box.

05/05/2026

Sweeting Performance Bosch Hydro-Boost™ Buyer’s Guide: Part 8 — Choosing the Right Hose Kit
https://www.sweetingperformance.com/4stbrhyho.html

All three hose kits will handle the job—so what’s the difference?

It comes down to look, install, and preference:

• 4 Rubber Hose Kit
Simple to assemble, more stock-style appearance

• 2 Stainless / 2 Rubber
Balanced setup with a performance look

• 4 Stainless Braid Kit
Full performance aesthetic—uniform, clean, and overbuilt in the best way

Hoses are provided extra long so you can route them your way, cut to fit, and assemble.

Want to skip assembly? We can pre-crimp your lines—just provide lengths at checkout.

Build it how you want it to look and function.

05/05/2026

Sweeting Performance Bosch Hydro-Boost™ Buyer’s Guide: Part 7 — High Pressure vs Low Pressure Hose Setup
https://www.sweetingperformance.com/4ruhyhokit.html
https://www.sweetingperformance.com/2stbr2ruhyho.html

Not all hoses in a Hydro-Boost system do the same job—and they don’t need to.

The system has two sides:

• High pressure side (1,000+ PSI)
This is where your performance choice matters:
– PTFE stainless braid (lower friction, higher heat resistance)
– High-pressure rubber hose (easier to assemble, still handles the load)

• Low pressure return side (~1/10 the pressure)
Standard rubber hose with clamps is all that’s needed here.

That’s why our kits are configured as:
• 2 high-pressure lines + 2 low-pressure rubber lines

You’re only using premium materials where it actually counts—without overcomplicating the install.

PTFE = more performance
Rubber = easier install

Both get the job done on the high-pressure side.

05/05/2026

Sweeting Performance Bosch Hydro-Boost™ Buyer’s Guide: Part 6 — Hose & Fitting Requirements
https://www.sweetingperformance.com/sweeting-performance-hydraulic-fittings-stainless-braid-rubber-hose-power-steering-bosch-hydro-boost.html

The Hydro-Boost taps into 1,000+ PSI from your power steering system—so proper hoses and fittings aren’t optional.
You’ll need high-pressure lines from the pump to the booster, and from the booster to the steering unit, and low pressure hose from the steering gear to the pump reservoir as well as from the booster back to the pump reservoir.

We offer three hose kit options:
• 2 Stainless Braid / 2 Rubber
• 4 Rubber Hose Kit
• 4 Stainless Braid Hose Kit

Each setup is designed to safely handle the pressure—your choice comes down to install preference and engine bay look.