![]() I'm going to drive it for a while with the current 1" MC and see if the new brakes wearing in will make things better. I'm also trying to get rid of the pedal activating the brakes so far down which is a common old Ford trait. Modern traffic conditions inspire me to find better braking as well. Our radial tires just dont slip as easily as the old bias ply's so we can use more brake. Whether you need rear drum to disc brake conversion kits or other performance parts, weve got you covered Purchase a brake conversion kit at JEGS High Performance. Vehicles that have as much piston area as the 4 piston KH's generally use a 1 1/4 or larger MC.Īs it stands now, the 1" is marginal when it comes to a very hard stop. Our drum brake and rear disc brake conversion kits come in many options. At that point I would need a double booster but I suspect even that would not be enough. I believe the addition 1/16" will be tolerated as well but going up to something like a 1 1/8 or 1 1/4 would be way too much and it would feel like manual brakes. This area is for posting questions/information concerning 1961-63 year Thunderbirds NO FOR SALE POSTINGS. The brake kits on this page fit the 1961 Ford Thunderbird All. Rotors feature dual bolt pattern: Ford 5 x 4.5 w/ 1/2 studs and GM 5 x 4.75 w/ 7/16 stud bolt. I hope to keep the booster, replace the single bowel master, install a 'T' or proportioner valve and move the brake switch to the brake pedal.Probably toss all the old lines as well. This brake conversion set will fit various models using a 9' rear or 8' with bearing rear end with non-staggered shocks. After several tries to adjust the drums decided it was time to toss the OEM drums for front discs. Our current stock booster held up fine to the 1" MC although you could tell a little bit more effort was required. Wilwood bolt-on brake conversion kits are designed to provide superior braking performance and a highly detailed appearance over a wide range of domestic and import applications. Street Series 9' Rear Disc Brake Conversion with Non-Staggered Shocks. The smaller MC's just dont have sufficient volume to move all those pistons enough to stop the car. The problem is the Kelsey Hayes calipers have 4 large pistons and that requires more fluid movement. ![]() The original MC for disc brake T-birds (65~67) was 1" and the only year that used a dual MC was the 67. It was indeed either 7/8 or 15/16 for the 64 - I forget now! Plus, the piston in the big caliper is 3/16' larger than the big bore metrics, and the pads are MUCH bigger than the oversize pads supplied with CPP calipers, and 1/16' thicker. I also converted to a dual master cylinder, but in order not to cut or notch the support brace to clear the master cylinder, I used a newer style master cylinder with plastic reservoir. 212 more than the Granada/S10 conversion, but about half is offset by not having to buy new wheels. Hopp150 wrote:I was under the impression that our original MC's had a bore of 7/8's.And if you keep going up in bore size you are reducing pressure but increasing volume.Am I wrong on this? I completed a disc brake conversion on my 61.
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