We agree, I just can’t construct an intelligible sentence.
The brake pedal is a lever, if the cylinder is mounted at the pedal there is no leverage and the force applied to the brake cylinder is the same as the force applied to the pedal. If the cylinder is mounted halfway between the pivot and the pedal the leverage is 2:1, giving twice the force on the cylinder(and twice the movement at the pedal). Steve's cylinders appear to be mounted a quarter of the way from the pivot to the pedal for a 3:1 leverage. Wayne's cylinders appear to be about three quarters of the way from the pivot to the pedal for a 1.3:1 leverage. Matco suggests 2.5:1 or more.
The fact that there is a pivoting arm attached to the cylinder to allow for rudder deployment doesn’t affect this, it is where the cylinder shaft intersects the the brake pedal arm that determines the lever ratio. If the pivot arm is flipped as Tmann suggests it will improve the ratio, but the brake cylinder will be mounted at an angle to the force being applied introducing trigonometric effects. Depending on the angle, this might result in non-linear pedal force feedback, I.E. the further the pedal is pushed, the softer it will become.
Now that I look at Wayne's again, it appears that there is a significant angle between the line of action of the brake pedal force at full depression and the line of resistance from the cylinder. This will increase the pressure on the cylinder for the same force on the pedal, acting like a longer lever arm but in a non-linear fashion. If the stroke of the cylinder is short enough, and the radius of the circle it moves along is large enough, the force would not change enough over the pedal range to be noticeable. If all the angles are known the total lever ratio could be figured out exactly. Translation: It might work
Wayne is clever