My old brakes were in good condition. They were only ten months old and had barely covered 1300 miles. However, I came across an intriguing picture of a small knob that sits atop a TRP brake lever master cylinder. This knob replaces the rubber diaphragm and, through the action of a spring-loaded piston, adds a slight amount of pressure to the system even when the brakes are off.
I carefully considered the potential advantages and disadvantages of this modification. I was impressed by Cascade Components’ work and didn’t believe they would offer this product without ensuring its effectiveness. However, I realized that I didn’t have TRP brakes, so I would need to install new brakes and rotors if I wanted to experiment with the adjuster. Undeterred, I embarked on an online shopping adventure and placed my orders.
The TRP DH-R brakes arrived first, so I promptly installed them. I took a few test rides and was immediately struck by the superior performance compared to my old XT brakes. This provided a solid baseline for comparison when I installed the Cascade Components Contraption.
Finally, the Contraption arrived. Since it was a new product, it didn’t come with any detailed instructions. However, a few sentences on the website were sufficient to guide me through the installation process.
Surprisingly, bleeding the brakes after installing the adjusters was a breeze. I had anticipated a challenging task, but the process was surprisingly straightforward. Turning the knob on the adjuster performed exactly as expected. At the lower end of the adjustment range, there was minimal effect. As you cranked the dial, the lever provided less and less “take-up” until you reached the point where the pads consistently rubbed against the rotors. At that moment, you knew you had gone too far and should back off the adjuster.
Before installing the contraption, the travel of my lever from “off” to “full braking” was approximately 1.4 inches. After the installation, the full travel is now about 0.7 inches. While this isn’t a precise scientific measurement, it’s a reasonable approximation.
Now, I’ve had the opportunity to test these brakes on 35 miles of some gnarly trails, and I can provide a preliminary report. The initial “take-up” is significantly reduced. The seals and hoses are “preloaded” with a slight pressure, which minimizes the wasted movement of the lever. It certainly appears to offer superior braking power, but I need more miles on these brakes to confirm that my initial impressions are accurate.
In the meantime, I’m thoroughly pleased with the results. My brakes are significantly improved compared to before, and that’s all that truly matters.
I carefully considered the potential advantages and disadvantages of this modification. I was impressed by Cascade Components’ work and didn’t believe they would offer this product without ensuring its effectiveness. However, I realized that I didn’t have TRP brakes, so I would need to install new brakes and rotors if I wanted to experiment with the adjuster. Undeterred, I embarked on an online shopping adventure and placed my orders.
The TRP DH-R brakes arrived first, so I promptly installed them. I took a few test rides and was immediately struck by the superior performance compared to my old XT brakes. This provided a solid baseline for comparison when I installed the Cascade Components Contraption.
Finally, the Contraption arrived. Since it was a new product, it didn’t come with any detailed instructions. However, a few sentences on the website were sufficient to guide me through the installation process.
Surprisingly, bleeding the brakes after installing the adjusters was a breeze. I had anticipated a challenging task, but the process was surprisingly straightforward. Turning the knob on the adjuster performed exactly as expected. At the lower end of the adjustment range, there was minimal effect. As you cranked the dial, the lever provided less and less “take-up” until you reached the point where the pads consistently rubbed against the rotors. At that moment, you knew you had gone too far and should back off the adjuster.
Before installing the contraption, the travel of my lever from “off” to “full braking” was approximately 1.4 inches. After the installation, the full travel is now about 0.7 inches. While this isn’t a precise scientific measurement, it’s a reasonable approximation.
Now, I’ve had the opportunity to test these brakes on 35 miles of some gnarly trails, and I can provide a preliminary report. The initial “take-up” is significantly reduced. The seals and hoses are “preloaded” with a slight pressure, which minimizes the wasted movement of the lever. It certainly appears to offer superior braking power, but I need more miles on these brakes to confirm that my initial impressions are accurate.
In the meantime, I’m thoroughly pleased with the results. My brakes are significantly improved compared to before, and that’s all that truly matters.
