Prior to our arrival, PHP's Karl Roekle already had the hydraboost master cylinder setup from Hydratech Braking Systems mounted and partially plumbed. It did clear the GT 500 engine assembly, which was bolted in for a test fitting during our visit. PHP is working to get our 5.4-liter as low and rearward as possible, but that's a story for another issue. Hydratech offers bolt-in hydraboost solutions for '79-'95 Mustangs and much more, so if you need more room in your engine compartment and don't want to track down all the used gear for a conversion, check them out. | 
To facilitate moving the project around the PHP shop, its original spindle and brakes were loosely bolted in place. Unlike more recent Mustangs, the factory 10.84-inch Fox rotor setup had integral hubs and the dreaded four-stud pattern. | 
That rusty old stuff quickly came off in favor of our new, customized pair of SN-95 spindles. Maximum Motorsports' bumpsteer tie-rod ends were then bolted into the enlarged holes in the spindles. Actual set up of the bumpsteer hardware will happen when the project is once again on its feet and ready to roll. |
Next came the SN-95 hubcaps. What appear to be bumps on the hub surface are actually dabs of antiseize compound. | 
Karl Roekle looks amused at the thought of fitting 14-inch rotors-not to mention Brembo four-piston calipers-on the snout of a humble Fox LX. His amusement remained until we started making caliper-to-fender-lip measurements and pondering potential rim configurations. | 
We don't need to say much about comparing the four-piston GT 500/Brembo caliper to its single-piston '88 Fox counterpart. The sheer span of these new rotors clearly dictated the widened mounting-hole spacing on our SN-95 spindles. |
On the plumbing side, Karl bent and routed hard lines from the junctions of the brake kit's braided flex lines to a Hurst line lock solenoid, making Editor Turner's inevitable smoky burnouts easier. Near the middle of this image, you can also see the adjusting knob for the brake-proportioning valve. | 
Here's a teaser showing the finished front binders, as well as a peek at the Condor motor test-nestled in the Fox engine bay. Karl thought sticking a GT 500's coiled cobra on the fender would get Editor Turner all revved up in anticipation. It did. | 
Moving out back, we're now looking rearward at the outboard passenger side of the axle. While an OEM Fox rear brake line routes down the tranny tunnel and then splits at a junction atop the axle, Karl instead ran a new line down the passenger side of the unibody and mounted the left and right wheel-line junctions to the body. This was done to keep the main line out of harm's way should a driveshaft let go, and also to avoid the myriad suspension-related U-bolts that now clamp around the axle tubes. |
Karl also fabricated a new yaw brace for each end of the axle, as the brake kit's factory SN-95 versions wouldn't fit between the coilovers and caliper-mounting flanges on our shortened tubes. | 
Because the outer ends of the axle tubes are so close to the damper bodies, Karl also had to grind away some of the emergency-brake actuating bracket on the inboard side of the calipers. | 
FRPP's M-2300-K kit includes splash shields, so we used them-this is going to be a street car, after all. For the same reason, you can also see the end of the parking-brake cable hanging at the lower left of the photo. This stuff might be superfluous on a race car, but it sure is nice on a driver. |