brake help

Stop! Wait.

I made a mistake.
It cannot be the P-valve. There is nothing in there that affects the front brakes. The safety switch cannot come far enough forward to block the front passage, and the proportioning section is the last part on the way to the rear brakes.

I'll say again, it cannot be the Combination valve. We commonly call this valve a Proportioning valve, but it's a throw-back to an earlier time when the valves were all separate.Properly,when the block has both the safety sw and the proportioning section, then it is a Combination valve. Some early DB cars had a metering valve in the front line, plus a safety sw, plus a separate P-valve. But by 73 those were all gone with just the C-valve remaining.

So that just leave two bad hoses, or the residual valve in the wrong port, or back to the blocked compensating port. Ima going back to the Cport idea, although I have no idea how that could be happening.
If the pushrod hadda been too long during the bleeding procedure, it woould have been impossible to bleed it. If the pushrod hadda been too short, the pedal would be hanging down, and a lot of it's travel would be used up just to innitiate a hard pedal, and then it could be very close to the floor.
So, I'm stumped..
The Rvalve is only 8 to 10 psi, so while I don't think it's in there with your description of fluid coming out with force, I guess I would check it'

Hey something just came to me. If you were to pump the pedal up, to lock both front brakes on, and then crack one side, to see the fluid spurt out; and then without touching the brake pedal,go around the other side and crack it, then; no spurt on second side means the pressure is gone, and so this hose is good. Repeat the test starting with the other side. If same result then that hose is also good.
But if both hoses spurt with the one initial pump-up, it still does not prove the hoses are bad.
That leads to test #2. Pump up the brakes again to lock up the fronts. We now know that this will produce at least one spurt. So simply loosen the M/C retaining nuts or screws and move the M/C back about a quarter inch.Go bungee up the brake pedal so it cannot follow the M/C. Now crack a bleeder. No spurt means the C-port has allowed the fluid to return. Repeat at other wheel. No spurt, same thing. But any one spurt means a bad hose there. If Two spurts,it's gotta be two bad hoses.
So at this point, with the M/C hanging there, and lets say zero spurts, we have proven that the C-port was blocked.
Now that just leaves the why of it,and however did you manage to get the system bled?And how do we keep pushing fluid along for the tests?
Hmmmmmmmmmmmmmmmmmmmmm
I think I got that right. Anybody catch me napping?