Back in 1964 when this car was showroom new, stopping power was not the concern it is today to vehicle performance or sales. Our SS version of the first-year Chevelle came with a meager four-wheel drum-brake system with shoes measuring 8X2 inches each and a manual single-outlet master cylinder. Even with totally original musclecars, kits and systems are now available that bolt directly onto stock spindles and axle housings to produce far superior stopping abilities than those provided by the factory some 40 years ago.
We sought out Baer Brakes, Inc. for its expert advice on a bolt-on system that would greatly improve our braking performance. We added a challenge in that the system needed to allow for the use of 15-inch wheels. Founded in 1986 by Hal Baer and located in Phoenix, Arizona, Baer is one of the better-known sources of performance brake products for all types of vehicles, with more than 150 brake system applications in its inventory. With that kind of depth, chances were good Baer Brakes would have exactly what we needed.
For the front we chose the Serious Street Baer claw brake package that fits any stock or aftermarket 15-inch wheels. The system was developed to allow direct bolt on installation to either drum-or disc-brake spindles. The serious street Baer Claw brake systems are currently available for ’67 to ’72 A-bodies. They can be used whether the car originally came and equipped with drum or disc-drum brake systems. The rear brakes were matched to the front with the installation of the Rod & drag package, a direct bolt-on kit that converted the rear drums to discs as well.
This brake system also requires the installation of a dual-reservoir master cylinder, which Baer provided with its kit. The dual reservoir master cylinder is a more efficient and safer design, as well as being hydraulically matched to the Serious Street front and Rod & drag rear disc system. Since we were in this deep correcting the deficits of the Chevelle’s brake system, we decided to add a power booster to the system as well. Baer provided the correct power booster to complement the package from its braod array of specialized brake parts.
The final upgrades to the Chevelle’s original system were to the brake lines. With a quick telephone call to Original Parts Group (OPG) we secured the pre-bent lines needed. Pre-bent lines are the only way to go. They fit perfectly and save tons of time and effort. The front, front-to-rear, and rear-axle line sets were all changed out in the installation. Some additional pieces that made the installation a little easier included a power brake booster fitting for the intake manifold, a brake booster hose kit, and a new pedal pad, which we simply had to have. All were in stock at OPG.
Armed with everything we needed, we headed to Johns Customz & Performance located in Torrance, California for our installation. John Barbera and Paul Morrow both lent a wrench to the Chevelle in its conversion. While the brake system was being installed, the car also received upgraded front and rear suspension parts from Global West Suspension Systems and Edelbrock.
The actual installation was a relatively easy process that required only basic hand tools to complete. When working on both front and rear brakes, it’s recommended that you allow a whole day to finish the project, although two would be better. While our Chevelle project was completed on a rack, homebuilders should always use a good set of jackstands to support their vehicle have available: quality tubing benders, double flaring tools, a garage jack, and a good set of hand tools to do the job right.
The last steps prior to enjoying the confident driving feeling of a new brake system was to follow proper bleeding and rotor-seasoning/pad-bleeding procedures. Baer stresses the importance of both procedures to insure maximum performance and product life.
Our Chevelle’s initial 60-to-0 average stopping distance was 277 feet. While we could not get our rotors seasoned and pads bedded in time to meet press deadlines, we expect to shave a minimum of 35 percent, or about 100 feet, off that distance. We also expect the driving experience to feel something like the difference between walking on thin ice and running in the best set of custom jogging shoes.
Just click on the buttons below to follow the step-by-step "How To" instructions at your own pace.
Our car simply did not stop! Seeing a stoplight in the distance was like a trip to Las Vegas: a roll of the dice as to whether or not the car would stop should the light change to red. This is a fairly common problem with many musclecar projects and must not be taken lightly. Brakes should be a major concern and a top priority on any project vehicle. The brake system is the one enhancement you can apply to your vehicle that improves personal safety and that of the vehicle.
