Brake Clearance
There's no disputing the performance and safety advantages of swapping out those old brake drums for discs, but the potential headaches caused by wheel-to-caliper interference scare many people off. Fortunately, PST has taken the guesswork out of the equation, and unless you're running spare tires, it probably has a conversion kit that will fit behind your wheels. "We've done a lot of research on this, and our catalog lists the minimum wheel size for each kit. Our basic front disc brake conversion kits will fit most 14x7 and larger wheels," Brian explains. "The only time we seem to run into issues are with honeycomb-style wheels. As the kits get bigger and better with larger rotors and multiple piston calipers, the wheel size requirement goes up, but our basic conversion kits will fit behind most stock-style wheels. Your best bet is to check our catalog or website, and call us if you have any questions or concerns."
Sagging Springs
The lower a car sits, the more spring rate it must have to prevent the suspension from bottoming out. Unfortunately, as a spring begins to sag, it loses its ability to support load but its rate remains the same. The result is treacherous handling and ride quality, which is why it's always a good idea to replace the springs in an old muscle car. "Even when these cars were brand new, spring rates from the factory were often too soft for high-performance driving," Brian opines. "Mileage, corrosion, age, and hard driving compound the drawbacks of being undersprung, resulting in worn, sagging, and weak springs. Replacement springs are a great way to restore factory ride height and bring your vehicle back to factory performance standards. For the more demanding driver, a stiffer lowering spring takes it to the next level by reducing body roll and lowering your center of gravity to keep your tires planted on the road."