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1994-2004 Mustang Brake Upgrade - The Big SlowdownStep up your ’Stang’s stoppers with Venom Tech’s 14-inch upgrade From the December, 2011 issue of 5.0 Mustang & Super Fords By KJ Jones Photography by KJ Jones
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Our supercharged (ProCharger F-1C) '02 Mustang GT has served as our primary vehicle for evaluating New Edge ('99-'04) newness since 2006. Its performance evolved from stone-stock to absolutely wicked (650 rwhp) for a fully loaded, regularly driven street 'Stang. With that said, it's no secret that late-model Mustang drivetrain performance captures the lion's share of our tech coverage. And, based on your feedback, our studies on parts and systems that make Ponies run harder is appreciated. We do realize, however, there are other upgradable segments of our favorite ride that also deserve our attention. We try and tailor coverage of these areas accordingly-especially when something new drops. Improving a 'Stang's overall handling prowess is one of those non-power segments that we visit from time to time. Braking probably is that segment's most-important subset. This is especially true when your pony is loaded to the saddle with power parts. Making phenomenal horsepower is great. However, getting a powerful Mustang slowed down and stopped is a whole 'nother side of the equation-an important side, especially if you drive your 'Stang competitively on road-race or autocross courses, or at the dragstrip. On our in-house '02, tests associated with handling's primary sector-suspension-have ranged from installing street/road-race, and, of course, street/strip components, and reporting on how the parts perform in each environment. Research on brake systems also has been done on the GT, the last brake project being a move from a Bullitt/Cobra-type setup to a system featuring higher-performance, six-piston calipers for improved stopping during our high-speed hi-jinx at the Mojave Mile (1994-2004 Mustang Performance, Fall '11, "The Mojave Experiment," p. 26). This brake-centric review focuses on a really cool stopper package from the engineers at Venom Technologies. They are the same crew that created the Shelby GT500 brake-conversion hardware that Associate Editor Mike Johnson installed on his Coyote-powered, SN-95 Cobra ("Fresh Fangs," 5.0&SF, May '09, p. 52). Venom's setup, code-named F14 for its radically large 14-inch rotors, fits all '94-'04 Mustangs (and Foxes fitted with SN-95 front spindles, rear axles, and brake-adaptor brackets) and initially was released as a front-only brake system. However, the company's new rear brakes are the latest attraction. The F14 rear hotness directly replaces OEM or Cobra-style brake equipment on SN-95 and New Edge ponies, bringing much-needed disc size that optimizes brake-torque balance and pedal feel. Of course, they also match the Venom fronts for a clean, balanced look. Stopping our fast 'Stang is of utmost importance. However, that look is also critical for our '02 project car, as it recently was treated to a wholesale appearance makeover that included adding a set of American Muscle.com's 18-inch '10 Shelby GT500 replica wheels. From a visual standpoint, the sight of our 12-inch rear rotors peeking from behind the spokes of the Shelby 18s didn't cut it-especially with 13-inch rotors up front. So, we're upgrading with Venom Tech's 14-inch pieces in front and out back, for must-have stopping power of course, and to put a finishing touch on the car's killer new look. In addition to the kit's affordable price ($1,555 front; $745 rear), installation doesn't require any elaborate fab work other than a bit of grinding on the OEM front spindle and rear-caliper brackets for proper fitment of Venom's caliper-mounting hardware. Unlike a few similar upgrades, installing the F14s does not require a master cylinder change, nor is a proportioning valve necessary. All in all, the job can be handled in the driveway or home garage, provided a jack and jackstands are available, along with the necessary hand and air tools. We entrusted our install to Source Interlink's Tech Center captain Grant Peterson in El Segundo, California. The accompanying photos highlight the process and the dramatic visual difference big rotors make on our New Edge. Horse Sense: Social media certainly has taken off, hasn't it? We're amazed by the near-instant responses (Comments and Likes) that our postings on Facebook receive, and hope you're enjoying the real-time look at some of the things we're working on. You likely got a preview of these brakes there. In addition to our Facebook page, you can also follow us on Twitter @FiveOhMag. Function definitely complements... Function definitely complements looks, as well. With the bigger rear brakes installed, our project Pony came to a full stop from 60 mph in 113 feet! On the Brakes
Our brake testing was done in one of the massive parking lots at Auto Club Speedway/Dragway in Fontana, California. Since we hadn't performed "before" tests with the 13-inch (front)/11.65-inch (rear) brake system we removed, we're comparing our Venom results against data that was collected a few years ago, when our project 'Stang was first outfitted with a Bullitt/Cobra-style brake package. Back then, with a test speed of 60 mph, our Pony came to a complete stop in smooth, consistent 120-122 feet distances (down from 132 feet with stock hardware). With Venom Technologies' F14 equipment, we knew there would be improvement over the brakes that we just swapped, but when you compare against Cobra gear-which is typically what most enthusiasts step up to over factory brakes-the difference is gargantuan. From 60 mph, Venom's 14-inch binders halted our 'Stang in 113.5, 113.75 and 113.25 feet on consecutive runs (with 15 minutes cool-down time between runs). Impressed with these statistics, we decided to up the ante a bit and try the brakes at 80 mph, as that speed reflects the type of action they could see in road-race competition. With 80-mph speed, out test Mustang came to a stop in 166.0, 166.75, and 166.0 distances. The comparative marker that we have at this speed is the '08 Shelby GT500 that represented 5.0 Mustang & Super Fords in the '10 Castrol-Syntec Top Car Challenge. Carlos Cortez's Shelby stopped in 171 feet. Of course, we have to credit some of this difference to the '02's lighter weight, but we're pleased with the stopping improvement our '02 has experienced through this upgrade.  With assistance from Justin...  With assistance from Justin Fivella (a Source Interlink Media motorcycle-mag guy who is crazy about ’Stangs), Grant Peterson (SIM’s Tech Center boss in El Segundo, California) finishes up installation of Venom Technologies F14 brake package on our ’02 Mustang GT.  First out of the big-brake...  First out of the big-brake gate from Venom was the F14 front system (PN SN95F14B-BLACK-PL; $1,555). Obviously, the brake kit’s moniker originates from the diameter of its Brembo rotors (14-inch), which are the same size as discs installed on Shelby GT500 Mustangs. Although the cast-iron rotors are smooth, they feature non-directional pillar vanes, which provide maximum cooling and heat dissipation during track or other aggressive braking. If a higher-performance look is desired, cross-drilled/slotted rotors also are available.  Once considered a big-brake...  Once considered a big-brake upgrade over factory-installed equipment, this Cobra rear caliper and rotor are about to be liberated from our ’02 GT and replaced with Venom’s F14.  New for you is Venom Technologies...  New for you is Venom Technologies rear-brake combo (PN SN95R14B-V6/GT-PL; $745). It is made up of a cast-iron disc and a black Cobra caliper (they’re usually red). When the Venom rotors are used with the small-piston rear calipers, optimal brake balance is achieved. The system also uses Cobra rear calipers because of their integral parking brake mechanism, which prevents the caliper pistons from being pushed back under hard (track) driving conditions.  Front brakes are first. Grant...  Front brakes are first. Grant removes the rotors from our project ’Stang.  The difference in diameter...  The difference in diameter is pretty alarming, isn’t it? For the record, factory rear brake rotors on SN-95/New Edge Mustang GTs measure only 10.50 inches. The Cobra rotor (right) has a little more diameter, measuring 11.65 inches from side to side. Moving up to Venom Technologies’ 14-inch rear disc is a big jump—especially if you’re starting with factory equipment.  Installation instructions...  Installation instructions usually aren’t mentioned in our tech reports, but it’s worth pointing out that Venom Technologies provides 26-page (for the front) and 40-page documents that detail every aspect of bolting its brake systems on any ’94-’04 ’Stang. We’re covering the highlights of the procedure and suggest you adhere to Venom’s directions when installing the F14 brakes on your Pony.  Venom supplies a stout assortment...  Venom supplies a stout assortment of steel brackets with each brake system. Hardware for the front calipers is supported with ARP fasteners and studs for mounting the heavy Brembos and ensuring they remain in place.  OEM fasteners are retained...  OEM fasteners are retained for attaching the Venom rear-caliper brackets to the factory mounts. Grant uses a wire wheel to clean dirt and thread locker from each bolt.  Yes, a single sheet of paper...  Yes, a single sheet of paper is used as a feeler gauge to measure clearance between the top of Venom Technologies’ front-caliper brackets and a Mustang’s stock spindle...  ...If the paper doesn’t clear...  ...If the paper doesn’t clear on either side, the top of the spindle (over the bolt eyelet that’s closest to the front of the car) must be filed down until the paper passes through.  Thread the ARP studs into...  Thread the ARP studs into the top of Venom’s caliper-mounting bracket until they bottom out, leaving 70mm (about 2.80 inches) of stud exposed. The studs are torqued to 84 in-lb.  Here’s a better look at the...  Here’s a better look at the front-caliper bracket, which is CNC-machined from billet steel for maximum strength, then electroplated (black zinc) for long-term protection against corrosion. Stiffness is critical for these pieces, which is why Venom machines the brackets from steel instead of aluminum.  Before installing the calipers,...  Before installing the calipers, Gran applies a thin smear of antiseize on the face of the hubs, the wheels studs, and the rotor pilot. Once this is done, Venom’s 14-inch rotors finally can be set in place.  Venom Technologies uses Brembo...  Venom Technologies uses Brembo Monobloc, four-piston, fixed brake calipers for its F14 front-brake system. The calipers are machined from a single block of aluminum, unlike others which are assembled using two halves that are bolted together. Piston diameters are staggered for pad longevity and consistent pedal travel. Venom also supplies race-inspired Ferodo brake pads, which actually have more surface area (77 square centimeters) than brakes that were standard on the ’00 Cobra-R’s calipers (52 square centimeters).  The calipers sit on the two...  The calipers sit on the two ARP studs that were installed earlier, and are secured using ARP 12-point nuts. Grant runs down each nut with 80 lb-ft of torque with a 14mm socket.  When it comes to hoses for...  When it comes to hoses for the front F14 system, original parts are in effect. Venom specifies using OEM hoses for their positive routing and robust design (the stock hoses are made with Goodyear 5052 material). Also, braided hoses do not like to twist, and in a front suspension application where steering is involved, unnecessary stress is induced at the connections with the braided lines. On the other hand, we realize braided hose does look cool, so those lines can be used if they’re your preference. Venom knocks $60 off the price of the kit if you opt out of using its rubber hose.  This is what’s left of the...  This is what’s left of the bolt that secures the banjo bolt on our project Pony’s rear caliper. Actually, both bolts look like this, as we had to file them down after experiencing a clearance conflict with a set of wheels. The challenge here is removing the bolts, as we couldn’t even get a good bite with a set of vice-grip pliers.  After sifting through the...  After sifting through the miscellaneous nuts-and-bolts bin, Grant welds a nut on each bolt stub, making them easily removable…  …But hot once they’re out....  …But hot once they’re out. Once lines, parking-brake cable, and other pieces out of the way, the calipers are removed.  This rotor is big! Technically,...  This rotor is big! Technically, the F14 brake system’s rear disc measures 13.75 inches. The company rounds that measurement up to an even 14 inches, basically because it sounds better than F-13.75.  As we mentioned earlier, the...  As we mentioned earlier, the OEM caliper mounts also must be ground or cut down to facilitate installing Venom Technologies’ rear-caliper adapter plate. Only the pointy ear section of the mount has to be whittled down.  Here is the Venom rear-caliper...  Here is the Venom rear-caliper adapter bracket installed. With the new rotors being 3 inches bigger than the previous Cobra discs, relocating the calipers is necessary. When the calipers are in place and secure, basic rear-brake reassembly procedures complete the process.  Bleeding the brake system...  Bleeding the brake system of air bubbles is the final step of any brake-system installation, and it’s usually a two-person job. Even though we actually had a small crew on hand during this project effort, and bled our project’s brakes in traditional fashion, we want to show you this cool MaxPro Professional Brake Bleeding Tool from Phoenix Systems (www.phoenixsystem.com). The MaxPro setup turns bleeding brakes into a one-person operation.  With the system bled, Grant...  With the system bled, Grant tops off the master cylinder with high-temperature brake fluid.  AmericanMuscle.com’s replica...  AmericanMuscle.com’s replica 18x9-inch ’10 Shelby GT500 wheels are shod with Nitto’s 275/35-18 555 radials and make a beautiful surround for our Pony’s new Venom Technology 14-inch front brakes. As a rule of thumb, the F14s require 18-inch (or larger) diameter wheels, and regardless of which style wheel you select, its spoke configuration must clear the Brembo four-piston calipers.  Out back, big is best, of...  Out back, big is best, of course, and our interest was to maintain the wide-track appearance that the ’Stang had with its 17x10.5-inch FR500 wheels. Continuity comes through Nittos 305/35-18 555R drag radials mounted on 18x10-inch GT500 wheels. But, of course, that’s not the big deal. Check out the F14 rear rotor as it pops through the wheel’s spokes. In our opinion, this is how an SN-95/New Edge Mustang’s rear disc brake should look when bigger wheels are added.
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