The Force 10 Super-Twin kit for Fox Mustangs includes SN-95 spindles and sealed bearing hu
While ultra-trick, mega-inch racing brakes may give your street ride that awesome look you want (with a price tag to match), it's sad when you have to mail-order replacement service parts and park your ride until they show up. With the Stainless Steel Brakes Force 10 system, replacement pads are as close as your nearest D-I-Y parts store.
It seems as though people are beginning to get the message. We're seeing more and more high-horsepower street Mustangs with serious brakes on them. This prolif-eration of big brakes is coming from the '94-and-later Cobra parts bins. This stems, of course, from the fact that the Cobra is an OE system, and service parts for it are no farther away than your nearest parts house.
We're starting with the front brakes. With the vehicle supported by jackstands and the fro
We've seen numerous options-such as different logos and colors-when it comes to these big brake setups, and we wanted to explore an opposite idea of what we usually preach. Normally we would tell you to make it easy on yourself and get XYZ Monster Brake Kit from Acme Corp. and bolt on everything in a weekend.
We're not saying that's a bad idea. On the contrary, if you want it simple and you want what the company offers, then feel free to write the check. But if you want something custom, or want to mix and match, you're going to have to go the piecemeal route as we are doing here. We started with one company and picked up the major items, then we scoured around and finished off our brake-system upgrades after a few more phone calls to some of our advertisers. We did all this while keeping future serviceability in mind.
Our problem stemmed from a previous upgrade done many years ago. We installed a 12-inch, four-wheel disc kit that, at the time, was in its prototype stage. The calipers were oversized for our stock master cylinder (which used racing brake-based brake pads), and we did not incorporate an adjustable proportioning valve. This led to a spongy brake pedal and easily locking rear brakes. It was our only recourse at the time due to our C-clip-eliminator-equipped 8.8 rear, which severely limited our rear-disc options. Now that we've updated to a more widely used option-the 9-inch bearing ends (see "Past Reargrets," July '02, p. 151)-we could choose from many different brake companies and their options.
Up front, our options were wide open. Though our stock spindles had been cut and clearanced the first time around, most, if not all, front-disc brake systems come with new or modified spindles. After seeing the many options that Stainless Steel Brakes Corp. (SSBC) offers for performance street use, we decided to give the company a call to discuss our brake needs.
The 13-inch rotors are side-specific. Though we've seen brake kits machine the degas slots
The new SSBC calipers come "loaded," meaning they are fully assembled with guide pins, pad
Remove the original Banjo bolt from your stock caliper and discard the original copper sea
Install the brake line to the rear of the caliper, but do not tighten the Banjo bolt yet.
The opposite end of the new DOT line will fit into the factory bracket on the framerail a
For the rear brakes, we start with SSBC's A111-3 Torino kit so we can use the 9-inch Ford