The Cars & Trucks That Defined PRI 2025
December 29, 2025
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THE AUTO BUILDER
Featured
GOING IN THE TANK
More than one technical article has been written about gas tanks. Some of these articles would lead you to believe that a foam-filled fuel cell is the only solution, and others give you the impression that any tank will work as long as you have a high-dollar, killer fuel pump. However, we believe that the truth lies somewhere between these two opinions.
BARRY BULL SESSION
There are so many good-looking ’32 Ford street rods around, one might think that building a really nice one is easy, but it is not that simple. To begin with, the Deuce is an inherently good-looking car, which presents a two-edged sword. First, you have a great-looking piece to start with, and second, you must be extremely careful not to make it look worse.
FORD HANDLING GUIDE
Although modifying a car to handle well can often seem like a black art, virtually every aspect of handling comes down to three things: the weight of the vehicle, the traction generated by the tires, and the distribution of weight on each particular tire at a given moment.
Spotlighter
Drop ‘N’ Stop
Superior Spindles’ 2-Inch Drop Mixed With Wilwood Brakes
Author
Bob Carpenter
Story & Photography
Why Disc Brakes Are a Must for a ’55 Chevy
Getting a ’55 Chevy to sit at the right ride height is as easy as installing a set of 2-inch drop spindles, such as those from Superior Spindles and others. Getting the big ol’ car to slow down offers many more choices as well, and as long as you’re swapping spindles it is an excellent time to install those long-overdue disc brakes. When you think about it, it doesn’t make good sense to put a newly rebuilt tri-5 Chevy on the same road with stock OE cars with ABS four-wheel disc brakes. If ever you came upon a situation where a car ahead of you had to stop in an emergency situation, the performance of even a stock set of disc brakes will far “outdistance” your drum setup, meaning you would not be able to stop in time and could well end up in the trunk of the car ahead of you. Not good.
Stage I, Stage II, and Stage III Brake Options Explained
The standard swap (let’s call it Stage I) involves installing a 10-1/2-inch rotor, and that’s plenty for most people. The next step up (Stage II) is to use a kit to install a 12-inch 1LE Camaro rotor and a ’79–’81 Camaro caliper (also used on the Astro van). This kit typically sells for around $600, but it will widen the track a bit, so wheel selection is somewhat affected. Another step up (Stage III), involves using a 12-3/16-inch two-piece rotor and aftermarket Wilwood calipers. Superior Spindles’ version of this kit sells for around $1300, and it does not widen the track because Wilwood’s hat doesn’t use any adapters.
Installing Superior Spindles and Wilwood Brakes on a ’55 Bel Air
It just so happens that we knew of a shop that was about to install a Superior Spindles kit on a ’55 Chevy two-door Bel Air, so we elbowed our way into the place and set up camp with our cameras and notepads. This car already had a cheap set of drop spindles on it and a ho-hum set of 10-1/2-inch rotors, but the owner was definitely not happy. The braking performance, while better than the stock drums, was not nearly as good as he had hoped it would be, and he swore that he could feel the flimsy caliper mounts flex during braking. Whatever the reason, he wanted them off, and he brought the car to T&R Performance in Simi Valley, California, to get the work done correctly.
Stage II vs Stage III—A Real-World Comparison
Tim and Ron Porco also happened to have a Stage II kit in stock, to go along with the Stage III kit ordered for this car, so we took the opportunity to install both, giving you a nice comparison. Superior Spindles uses 4140 heat-treated chromoly for its spindles, and the kits include everything needed (seals, bearings, pads, and braided lines). The rotors in the Stage III kit are drilled and slotted for a more aggressive look.
Clean Install and Proper Fitment
The installation was surprisingly smooth and quick, or maybe it’s just that we are used to so many other installs having glitches and quirks that it made us take note when it all bolted right on and everything fit. Follow along and we’ll show you what is involved to swap in the Superior Spindles and Wilwood brakes on a car that was not up to par.
1. This ’55 is not stock, but it needs more help in the braking department.
2. A backside view shows that this car has air bags and plenty of wheel clearance for bigger rotors.
3. The stock spindles with 10-1/2-inch rotors added are marginal, and the ill-designed mounts flex during hard braking. The owner wanted to upgrade, and we concurred.
4. Since the usual tap of a hammer on the side of the tie-rod end wouldn’t knock it loose, Tim Porco uses a pickle fork.
5. The old spindle is removed and tossed into the garbage bin.
6. The new spindle from Superior Spindles is installed onto the ’55.
7. Tim threads on the spindle-mounting nut.
8. Tim slips the 12-inch rotor over the spindle.
9. Bearings are included in the kit. They must be packed with grease before assembly.
10. After the spindle nut is tightened, the dust cap is tapped on.
11. Tim slides the caliper into position.
12. Using a wrench, Tim tightens the caliper.
13. A banjo bolt is slid through the end of the braided steel brake line.
14. The banjo bolt is screwed into the caliper.
15. After removing the factory brake line, the braided steel line is connected.
16. Here’s the whole shebang after the installation is complete.
17. Tim replaced the wheel so we could check for clearance and see how the brakes look.
18. There’s lots of clearance and the Wilwood calipers show up nicely.
19. The spindle is slightly different for the Stage III kit, but you can hardly tell by looking at it. Tim knew that this set was going to stay on the car, so he had it powdercoated.
20. Tim threads on the nut that holds on the spindle.
21. A wrench is used to tighten the nut.
22. Tim slides a cotter pin through the nut to ensure that it never comes off.
23. The top of the spindle has to be tightened, too.
24. Wilwood supplies bigger (and longer) studs for use with the brake kit.
25. Loctite is applied to the studs.
26. An inch-pound torque wrench is used to tighten the bolts on the rotor.
27. Safety wire is used to connect the bolts that attach the rotor to the hat. This will prevent them from loosening.
28. Superior Spindles supplies brand-new bearings in the kit, and they have to be packed with grease.
29. Ron Porco positions the bearing in the hub in preparation for knocking it into place.
30. Some grease is also added to the spindle.
31. The hat and spindle are joined with the hub.
32. Tim grabs the studs and pulls up on them to get the hub to seat.
33. Allen bolts hold the hat onto the hub.
34. With the rotor assembled, it is installed onto the spindle.
35. The supplied washer is installed, and then the nut is threaded on.
36. Tim tightens the nut.
37. A cotter pin is pushed through the nut.
38. A slick dust cap from Wilwood is tapped onto the hub.
39. The supplied brake line adapter is threaded onto the caliper.
40. Tim slides the caliper into position.
41. The calipers have to be centered on the rotors; Wilwood supplies shims. Tim checks and they are perfect.
42. A wrench is used to tighten the caliper.
43. One of the nice features of Wilwood’s calipers is that the pads simply slip in.
44. A pin holds in the pads. Replacement time is measured in seconds.
45. Removal of the old rubber brake line is next.
46. Tim installs the new braided steel brake line.
47. Next Tim reinstalls the tie-rod end.
48. With everything installed, the Stage III kit sure looks great.
49. It’s time to put on the wheel and see if everything clears the big 12-3/16-inch rotors. There was no problem at all.
50. A backside view shows that there’s still a lot of clearance for these 16-inch wheels.
51. Tim slips on an adapter for his brake-bleeding kit.
52. The hose is connected for the bleeder.
53. Squeezing the handle forces the brake fluid up and through the system “backward” so there’s no air left. The master cylinder has to be near empty. This car is ready for a ripping test drive–slowly at first, of course.
STAGE III
A. The new spindle from Superior Spindles drops the car 2 inches and allows for the addition of some serious braking power.
B. Wilwood’s hat attaches to the rotor without the use of an adapter. It’s a solid fit and it doesn’t widen the car’s track.
C. These hubs are fully machined and absolutely beautiful. They are drilled for both Chevy and Ford bolt patterns.
D. Wilwood’s calipers are built for racing. They can handle the heavy tri-5 Chevy, even with multiple stops.
E. These 12-3/16-inch rotors are big and beefy: They’re .810-inch wide.
ARTICLE SOURCES
Superior Spindle Service
25377 Brest Road
Taylor, MI 48180
Toll-Free: (877) 946-7400
Wilwood Disc Brakes
4700 Calle Bolero
Camarillo, CA 93012
Phone: 1-805-388-1188
