Rear disc brake conversion
Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
The rear disc brake components in your link are actually Explorer rear disc brakes for an 8.8" rear end housing.
The Explorer has the same (4) bolt hole flange pattern as the newer style Ford 9-inch large bearing rear end flange pattern. --the newer style large bearing flange is also referenced as the 'Torino' style flange.
The disc brake kit will bolt up to the newer/Torino large bearing 9-inch housing.
Unfortunately, our old trucks have the old style large axle bearing flange bolt pattern and those rear discs won't bolt up to the existing flanges at the ends of the housing tubes. (flange dimensions shown below)
The Explorer has the same (4) bolt hole flange pattern as the newer style Ford 9-inch large bearing rear end flange pattern. --the newer style large bearing flange is also referenced as the 'Torino' style flange.
The disc brake kit will bolt up to the newer/Torino large bearing 9-inch housing.
Unfortunately, our old trucks have the old style large axle bearing flange bolt pattern and those rear discs won't bolt up to the existing flanges at the ends of the housing tubes. (flange dimensions shown below)
Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
I don't think there's enough meat on the Explorer disc brake cast bracket flanges to spread the hole pattern out.
It would probably be better to buy the new style/Torino large bearing housing end flanges, cut your old flanges off and weld the new flanges to the housing.
Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
....also, I forgot about the lug pattern. The Explorer has a 5-on-4.5" lug pattern.
The area inside the back of the Explorer rotor 'hat' --where the rotor slides over the axle's wheel flange, isn't big enough to fit over an axle flange with a 5-on-5.5" lug pattern.
This means you cannot simply change the flanges at the ends of the axle housing without changing the axles out to a smaller lug pattern too.
The area inside the back of the Explorer rotor 'hat' --where the rotor slides over the axle's wheel flange, isn't big enough to fit over an axle flange with a 5-on-5.5" lug pattern.
This means you cannot simply change the flanges at the ends of the axle housing without changing the axles out to a smaller lug pattern too.
Fleet Owner
Joined: Dec 2009
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From: NorCal
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Posting Guru
Joined: Aug 2008
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Looked too simple, thanks for the info!
I liked the "drum" parking brake set up.
Not a fan of the caliper parking brake set up.
I liked the "drum" parking brake set up.
Not a fan of the caliper parking brake set up.
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Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
I found these Explorer rear disc brakes at Curries. I'm not certain if the rotors are specially made items to work with this (?). It states aftermarket axles are also required.
At any rate with this, it goes back to what I said earlier that the axle housing tube end flanges would have to be changed out for the later large bearing Torino-style 9-inch rear end flanges.
Currie Enterprises Racing Rear End Categories
At any rate with this, it goes back to what I said earlier that the axle housing tube end flanges would have to be changed out for the later large bearing Torino-style 9-inch rear end flanges.
Currie Enterprises Racing Rear End Categories
Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
Locking the brakes isn't a good thing to do. Maximum vehicle deceleration and the highest coefficient of friction between the tires and the pavement comes just before wheel lockup. Once the wheels lock and the tires start to slide, speed reduces at a slower rate and the possibility for skidding out of control becomes much greater.
Logistics Pro
Joined: Jun 2003
Posts: 3,928
Likes: 276
It would actually, probably, be better to have discs in the rear than drums. Drums are self-energizing. Discs are not. Discs are less likely to lock up. At 600 PSI, a drum brake would be locked up. At the same pressure level, a disc would only be half on.
Locking the brakes isn't a good thing to do. Maximum vehicle deceleration and the highest coefficient of friction between the tires and the pavement comes just before wheel lockup. Once the wheels lock and the tires start to slide, speed reduces at a slower rate and the possibility for skidding out of control becomes much greater.
Locking the brakes isn't a good thing to do. Maximum vehicle deceleration and the highest coefficient of friction between the tires and the pavement comes just before wheel lockup. Once the wheels lock and the tires start to slide, speed reduces at a slower rate and the possibility for skidding out of control becomes much greater.
IMO, there is no advantage to non-ABS rear disc brakes on a pick up.
Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
Yeah, I get that. What I meant was these trucks are already light in the rear. The majority of stopping power is in the front brakes. Under hard braking, the rear suspension is unloaded, reducing rear tire to road friction.
IMO, there is no advantage to non-ABS rear disc brakes on a pick up.
IMO, there is no advantage to non-ABS rear disc brakes on a pick up.
Logistics Pro
Joined: Jun 2003
Posts: 3,928
Likes: 276
I'm just a 4-wheel discs kinda guy. I got the 4-wheel disc MC (for a '95 Ford Explorer) I recently installed on my truck with the intent to eventually put rear discs on my '69 F-100 short bed. --the Bendix dual-diaphragm booster I have should work really well with all-wheel discs.
(Or I should say, develop my hard line skills.)
Lead Driver
Joined: Apr 2011
Posts: 6,399
Likes: 40
From: El Dorado, Arkansas
If you have an uh-oh, it's no big deal. Just start over and make another line.
It had been a couple of years since the last time I had fabricated any brake lines but, fortunately (so far), I haven't had to make any do-overs on this project.