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| The Biscayne was born with drums on all four feet. Stainless Steel Brakes sent us their prototype, circa 1999 (actually for something else but with brackets that “adapted” the caliper to the stock spindle). Two-piston calipers clamp a 13-inch rotor. | Rear discs are 12-inch single-pot jobs from a Ford Explorer and part of the original (and quite possibly the first) Currie 9+ axle assembly. |
We plumbed the fuel system with a stock Classic Industries fuel tank to which Aeromotive installed a sump. With Holley -10 braided lines and fittings, we ganged the 100 micron filter with the A1000 pump with the 10 micron filter leading more -10 Holley line. In the middle of the car, the fuel passes through a Barry Grant heat sink intended for a carbureted application. We removed the pressure-retaining spring and check valve and ran more line to the FAST fuel regulator (45psi) and on to the FAST fuel rails and Buick GN 36lb/hr injectors. The brains of the outfit are the FAST XFi controller and corresponding eDist electronic distributor. The have their own room in the refurbished glove box. A lot more on this in the future.
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| We used the ultimate wheels. In front, aircraft-quality Fikse Profil 5 18x9 forged modular rims sown with Goodyear 245/45ZR F1 GS G3 tires. Grip is phenomenal and noise level is low. Just as good in the wet as on dry tarmac. | “Bigs” are 275/40ZR Goodyears on 10-inch Profile 5 forgings. |
I got a smaller brake booster so long ago I can’t remember where. Todd cut and bent the lines, incorporating the SSBC brake-bias control and the Hurst Roll/Control unit. The Biscayne was an all-drum brake vehicle and early on, no one made anything that would adapt to the stock spindles. Stainless Steel Brakes stepped up with two-piston calipers and pads for an A-body (I think) and the prototype brackets to make them fit on a B-body. They did but not without lots of grinder trial-and-error on the brackets. The rotors are 13-inch with gas-relief gutters. By convenience, they are paired with the 12-inch Explore single-pot discs that Currie cross-drilled. Without getting technical, the brakes work remarkably well on this two-tonner, aided to some degree by that sublime weight distribution. Instrumentation to follow.
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| Although we’d foolishly contemplated using mechanical clutch linkage at one point, the idea of Shafi Keisler’s hydraulic advance was too simple and foolproof to resist. (note Painless wiring.) The throwout bearing is hydraulically-operated and the fluid stays in the little reservoir above the brake booster. (note Painless wiring.) | |
As a modern rendition under an old skin, the idea of mechanical clutch linkage did not sit well. We shanghaied some of Shafi Keisler’s hydraulic stuff and put it to work. Rather than random pieces of metal, braided lines co-opt with fittings and a foundation that bolts directly to the firewall. The throwout bearing is actuated by hydraulic motion. Pedal pressure is light. Shift gears as brutally hard and as quickly as you like. Keisler’s stuff does not falter.
Give a peek next month. We got some more hot junk to tell you about.
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Goodyear Tire & Rubber goodyear.com |
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