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With all of this heated discussion, anyone reading this thread hoping to gain some insight, don't take any of these comments without a grain of salt. I see lots of false statements and misunderstandings here.
1. Changing the calipers will affect bias, whether it is good or bad depends on the driver preference. I don't know tube pressures during maximum applied brake pedal position nor piston diameters, therefore I don't know applied force at the pads.
2. I also don't know pad coefficient of friction nor rotor diameter, and therefore do not know brake torque.
3. I also do not know weight distribution of every body's personal cars nor their individual tire choice coefficient of friction and therefore I do not know maximum required brake torque.
4. I don't know pedal/stroke ratio nor a master cylinder diameter to know the best setup for pedal feel.
Unless you figured all of this out before doing the swap in order to bring the setup into your right performance range (which can be tuned after systematic testing), why do the swap and waste money based on subjective statements of it "working"?
Regarding the swap orientation:
1. Brakes will need to be bled. If you have air in the system, and the bleeder valves are on the bottom, you have a localized maxima (mathematically speaking) located at the top of the caliper bore, this WILL cause air to be trapped there, no question, no solution except to turn the caliper right-side-up.
2. If the orientation is swapped so that the bleeder valves are in the proper location, then brake force distribution is ruined. If that's the case, then why do the swap at all? The whole purpose of multiple pistons is to distribute the force across the brake pad in a manner that will optimize breaking performance.
In conclusion, I used to be interested in BBK before too (primarily for aesthetics), until I learned how much goes into designing a proper braking system. True you can do the swap and have it function, but will it funciton optimally? Only two ways to find that out, tests out many, many swaps and get a hit or miss, or figure it out objectively and systematically top down to put you in the right range before fine tuning.
There are better ways to adjust brake torque without compromising pedal feel and stroke.
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