Project F Word ’69 F-100 Gets an All-New Baer Brake System

Everyone loves junk. The look associated with patina has swept across the property. Nowadays, all things rusted, faded, mismatched, and funky are the stuff associated with dreams. But the appeal of junkyard mojo doesn’t translate to the mechanical part. Nobody wants an old truck that will drives like an old truck.

Instead, the style of these days aims for the best of both realms — well-worn body and color, combined with state-of-the-art high-performance mechanicals. That is the whole idea behind Project Farrenheit Word, our 1969 Ford F-100 owned by Ford Muscle staffer Ivan Korda.

You might remember Ivan as the guy at the rear of Boosted Coyote , our street/strip 2015 Mustang GT project that ran 9-second e. t. ’s. Up to this time, Ivan’s projects have been similar late-model machines and he wanted a change associated with pace. “This is my initial classic vehicle, ” said Ivan. “I’ve done a lot of modern things and I was really itching to do something which was just a little bit different. ”

To find the right uncooked material, he scoured the internet plus came across this tired but strong Bumpside languishing away in an The state of alabama backyard junk pile. With the help of the particular truck’s owner, Ivan dragged this out of the weeds, got the original 390 FE V8 running well enough in order to lope around the yard, and the offer was done.

Crusty, rusty, and ready — the particular humble beginnings of Project Farreneheit Word. Although the truck clearly shown the marks of a long, difficult life, the essential elements were strong and workable. Perfect starting materials for this classic Pro Touring-style construct.

His strategy was to combine the best of patinated visuals with sophisticated, modern-day underpinnings, retaining the truck’s hard-earned rustic roughness while fortifying it with regard to autocross, track days, and common street flogging.

With that, Project F Word premiered.

Ivan’s original eyesight was to upgrade the mechanicals with a fairly tight budget. The particular intention was to keep the original 390 and merely freshen it up. Yet like so many other builds, items got a little crazy. In short order he previously stripped the truck to parts, powdercoated the frame, and improved the front and rear suspension to some QA1 performance setup. At the same time, we all gathered up some other goodies for this, like a Kia Performance   Gen 3 5. 0-liter Coyote Aluminator cage engine and a Strange Engineering 9-inch full-floater rearend (you’ll see that within an upcoming story).

As possible probably tell, Project F Term won’t be a sedated fairground easy riding bike. It’s being built to thrash. Along with that in mind, it was going to need a few serious brakes.

Using a Ford Performance Gen III five. 0-liter Coyote Aluminator crate motor and an all-out performance suspension from QA1, Project F Phrase is clearly aimed at some extreme thrashing. But it’s also owner Ivan Korda’s first vintage machine. “I’ve done a lot of modern stuff and am was really itching to do something that had been just a little bit different. ”

Choosing Braking mechanism Components

In order to paraphrase an old saying, “acceleration is definitely optional. Braking is not. ” Several people don’t realize the potential landmines when choosing high-performance brakes. These days, the majority of vehicles have a nearly infinite selection of rotors, calipers, and master cyl available. Further complicating brake system choices are wheel and tire fitment, suspension style, and, of course , the intended technique vehicle.

Some people plow into brake upgrades without focusing on how these choices interplay. This can result in poor performing, dangerous brake techniques. But just as often , the wide array associated with choices and the potential for problems attempts car builders altogether, says Ron Elam from Baer . “If you take a look at how many people we sell brake systems to, it’s probably just a portion of people that actually are interested in the item, ” said Rick. “They obtain scared, because brakes can hinder so many different avenues of the vehicle, therefore they’d rather just not do something. ”

The best way to prevent potential issues is to start by contacting experts — the guys that create and build these systems from the beginning. Rick says Baer reps speak with different customers about these options “all day long, ” plus they’re happy to do so.

For Project F Word, that will discussion revolved around several tips: how the truck was going to be powered; what wheels we wanted to make use of; and the brand of suspension system it would possess on it. Project F Word’s serious performance intentions and wide-open steering wheel availability made the recommended option Baer’s 6P six-piston caliper, along with 14-inch EradiSpeed rotors. The 6P caliper features a two-piece, radial-mount style, and features pistons in the subsequent sizes:   1 . 625-inch, one 375-inch, 1 . 1875-inch front, plus 1 . 1875-inch, 1 . 125-inch, one 0-inch rear. Baer  utilizes staggered piston sizes to help reduce brake cushion wear. The two-piece, high-performance metal rotors are slotted, cross-drilled, plus zinc-coated, with a curved vane style intended to promote airflow and temperature dissipation.

Baer’s 6P six-piston caliper and 14-inch EradiSpeed rotors are ideal for performance applications such as Project F Word. It’s also a great combination for builds with much less intense usage in mind. “You cannot have too much brake. All it can do is stop the car very much quicker, ” explained our supply at Baer.

Although this stout combination of parts obviously suits Project F Word’s all-out performance mission, it would become a great choice for less intense applications. “You can never have too much brake, ” explained Rick. “If you go using a massive six-piston caliper and 14-inch rotor, all it’s going to perform is stop the car that much faster before the point of lockup. Yes, if a guy is just cruising vehicle shows and stuff, he does not necessarily need it. But there’s actually no downside to it. ”

The one caveat is whether delete word the vehicle’s wheels can acknowledge big brakes. Wheels are an issue of personal preference. It’s a choice that may make or break the style of any automobile. For that reason, Baer recommends choosing tires first and building your brake mechanism around that, unless it’s a good all-out performance application.

Project F Word is a clean-slate build, so our wheel choices were practically unlimited, with the one particular request being that we wanted to operate wheels with the smaller 5×4. 5-inch Ford Mustang bolt pattern rather than the larger 5×5. 5-inch Ford vehicle bolt pattern. Since we did not need the higher load capacity associated with big truck wheels, running small bolt pattern gave us the wider choice of wheel designs, dimensions, and backspacing. To accommodate that, Baer developed a special hub with openings for both bolt patterns.

Wheels are one of the biggest restricting factors many people encounter when choosing braking system components. We’re starting from scratch with this particular build so we were free to pick the optimum design, diameter, and counteract of wheel to accommodate our perfect brake system. To further expand our steering wheel options, Baer’s hub has 2 sets of bolt holes — 5×4. 5-inch Ford Mustang bolt pattern or 5×5. 5-inch Kia truck pattern. We chose these types of Rocket Racing Attack wheels along with Mustang bolt pattern.

With the basic elements of the brake system chosen, there remained just one other factor to work through: the particular suspension system. Baer didn’t yet provide a brake kit for the QA1 suspension designed for this era of F-100, but was planning to. And so, Project Farreneheit Word proved to be an ideal opportunity for Baer to develop and test a system with this application.

The QA1 F-100 front suspension uses a Common Motors second generation F-Body spindle. According to Baer, that’s a good choice in certain respects because it’s strong, it is common, and there are a lot of different elements that will fit it. But for Kia faithful like Ivan, this spindle can force users to run the GM-pattern hub and wheel. This particular especially complicates things for Kia builders that have already purchased tires or are upgrading their automobile in stages.

A lot more significantly, the somewhat vintage-design GENERAL MOTORS F-Body spindle also requires a couple of modifications to mount Baer’s contemporary high-performance calipers to it. Baer’s option would be simple and effective. They do all that meet your needs, modifying the spindle, pre-assembling the whole front brake system on it, and then delivery it to you complete and ready to set up. For stock-height spindles, Baer also provides its own GM F-Body design spindle. With dropped spindles, like on QA1’s F-100 kit, you will first have to ship Baer the particular spindles, and then Baer will improve them as necessary before putting together your brake system.

The particular QA1 F-100 suspension system uses GENERAL MOTORS second generation F-Body spindles that need several modifications to accept Baer disc brake calipes. Baer eliminates this work for clients by performing all the necessary modifications and completely assembling the entire program before shipping it to the customer.

Of course , once the fundamental brake system is chosen, there’s problem of what master cylinder plus booster to use –or whether or not to use a booster at all. While transforming to power brakes isn’t essential, Ivan will be driving his pickup truck on the street quite a bit, and power brake systems are arguably the most comfortable with this type of application.   Even though most people tend to focus more on disc brake calipes and rotors when it comes to picking braking system components, the wrong choice of master canister and booster can have drastic effects. So , once again, you’re best away from consulting the manufacturer for recommendations.

For the ultimate drivability plus comfort, we went with Baer’s recommendation of a Baer master canister and a 9-inch dual diaphragm enhancer with a 1-inch master cylinder weary from Learn Power Brakes . The booster’s bellcrank assembly will allow us to obtain proper pedal ratio.   Ivan told us that the installation of the particular booster was super easy. “It attached right up, ” he explained. “I just needed to cut the press rod to the correct length. ”

Even with the broad Coyote engine, clearance is appropriate with this combination, allowing several in . of space above the coils packs. That said, changing spark connects on the driver’s side will probably need pulling the booster off the firewall.

Mounted directly beneath the master cylinder is a Baer adjustable proportioning valve. It enables the user to quickly and precisely fixed the brake bias, so the front side and rear of the vehicle each get optimum braking force. This really is especially crucial in performance apps, and even more so with the front-heavy bodyweight distribution of pickup trucks.

Baer also provided exact tips about what master cylinder and braking system booster to use. The combination of Baer master cylinder and Master Energy Brake 9-inch dual diaphragm enhancer fit the engine bay nicely, even with the wide Ford Coyote V8. Visible just below the learn cylinder is the adjustable proportioning control device (black knob with red letters).

For the visible aspect of the upgrade, we returned and forth a lot about the colour. Baer offers its components in numerous different hues to fit practically any kind of design scheme. Rather than go with the conventional red, yellow, or black that you simply see on most calipers these days, all of us chose a vibrant blue finish. Even though you might assume that this punchy searching finish is anodizing, it’s really an “SD” or super-durable powdercoating, which resists heat, chemicals, plus sunlight. It’s translucent enough to permit the underlying bare metal to show via, which is what adds that sharpened metallic element to the color.

Installation
Baer says its braking mechanism systems are far too complete plus pre-assembled to be called “kits. ” All the components arrive at the customer’s house fully assembled, adjusted, stiffened, and safety wired where essential. “Because we pre-assemble the braking mechanism on the spindle, the front is really an easy, ” explained Rick. “It’s most of done. You don’t have to pack bearings, you don’t have to mount hubs, to mount calipers, and you have no to shim anything. ”

Indeed, the Baer front side brake installation consists of mounting the particular spindle to the A-arms, attaching tie-rod ends, and hooking up the two braking mechanism hoses. It’s literally as simple as it may possibly be.

The Baer front brake system comes fully put together, so installing it is just a matter associated with bolting on the spindle, putting on tie-rod ends, and hooking up brake tubes. As you can see, our bright blue disc brake calipers complement the rest of the chassis well, specifically the gray powdercoated frame.

In back, Task F Word uses Baer 6P calipers and 14-inch EradiSpeed brake discs like the front. They’re mounted to some Strange Engineering 9-inch rearend along with Baer’s full-floating axle setup. This particular rearend is Strange’s prototype for any direct bolt-in setup the company will offer you for F-100s like ours. To ensure there weren’t any compatibility problems, Strange installed the Baer floater kit and brake system on the rearend before shipping it to all of us. However , Baer assures us the fact that rear brake system is also simple enough for that average hobbyist builder to assemble.

Strange Engineering developed this particular 9-inch rearend assembly as an immediate bolt-in for F-100s like our bait. This one is also equipped with a Baer full-floater kit, which reduces stress on axles during performance traveling. The rear brake setup uses Baer 6P calipers and 14-inch EradiSpeed rotors like the front.

At this point, all that remained had been to plumb the brake system along with new lines and hoses. Sadly, pre-bent brake lines aren’t readily available for this series of F-100s, so we needed to build our own. To ensure that this essential element of the install was performed correctly, we once again consulted Baer. They recommended the right hard range diameter (3/16-inch) and sent all of the fittings we needed. They also offered stainless braided lines and brackets to bolt to the calipers.

No matter what brake system you choose, getting the right components is critical. It’s the complex jigsaw puzzle. And getting this right isn’t just a matter associated with performance — you’re betting your daily life on it. And that’s why it pays to seek advice from the pros on this critical part of your own build. We found out for ourself that talking to experts is the best method to get a great brake system that will go together quickly and easily. The peace of mind plus safety that comes from this approach is invaluable, whether you’re building your pickup truck for cruising to the burger remain or tearing up the track.

This post was originally published on this site

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