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Ford 9 Inch Rear Disc Brake Conversion Kit w/ 3/8" Flange Studs

Item Number: 22335

Review Average:

Number of Reviews: 1

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Unit Price: $325.00

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Quantity

Reference Number2500

New
1979-86 Ford Bronco
1979-86 Ford Truck
Proudly Made In The USA!
Approx 2 weeks to ship

Detailed Description

Kit: This kit is for the 1979-86 axle with 3/8" studs.

9 inch Ford complete rear disc brake conversion kit includes:

    brackets
    grade 8 mounting hardware
    park brake housing extension
    spacer plates
    new 11 9/16" vented rotors

Details:

All of our rear disc brake conversion kits use G.M. single piston calipers: These kits use D-154 Pads, have 7 Inch mounting screw spacing, and 1 Inch wide rotors.

If you aren't worried about parking brakes they will work with the front calipers from a 78-83 Monte Carlo. Those looking for the e-brake setup you will need the rear calipers from a 79-85 El Dorado, Riviera, or Tornado along with the short cable extension to allow your exsisting parking brake cables to work .

You may also need to move your shock mount inboard 3/4 Inch.

All kits require the stainless steel hoses to tie into the existing brake system.

Custom hardware needed for the swap is included. This saves in the cost and allows you to locate the additional parts locally (parts store/bone yard.)

The rotors are custom pieces that are readily available for replacement if needed. An adjustable proportioning valve can help to achieve proper balance front to rear.

SIDE NOTE: Our Kits do not use inferior rotors that install on the back side of the axle. With the inferior rotors, axle and rotor have to be installed together which is much heavier and the access holes for tightening the T-bolts are blocked. The studs are also shortened by the thickness of the rotor and only partial splines go into the axle. The studs might turn when the wheel is removed.

Product ReviewsClick here to review this item

	Part of a much bigger upgrade	9/5/2023
This kit was part of a significant upgrade to brakes and steering in my 1979 F-150. This will be a long review. TL;DR - Buy this kit it is a vast improvement over stock drums! Read on if you want to know more about hydroboost conversion and some potential hiccups. I purchased a 1979 F-150 4x4 in Novemeber 2022 and spent the winter planning. This is not my first dentside and knew that braking and steering was never that great on these trucks, especially when you start adding bigger tires. This kit was part of a much larger upgrade to the entire braking and steering system. Many of the components used for this upgrade were purchased through JBG. Up front I replaced everything, tie rods, ball joints, drag link, all the bushings, coil springs, axle u-joints, wheel bearings, lock out hubs, brake rotors, shocks, wheel studs. The front differential was removed, cleaned, inspected and resealed. The front calipers were changed from stock F-150 to those off a 1979 Thunderbird, they offer more clamping force in the same package as the F-150 caliper so they fit the factory caliper mounts. You will need to source banjo bolts which are bigger and if you use stock replacement rubber brake hoses be prepared to modify them to fit the larger banjo bolt. In the engine bay, I used a P/S pump , H/B unit and M/C from a 2001 Ford PSD Superduty. The steering box was sourced from Redhead and is for a 1979 F-150. Pressure hose from pump to H/B is from 2001 SD and unmodified other than a little tweaking where it connects to P/S pump to clear steering shaft. Pressure hose from H/B to steering box is from 2001 SD and the steering box end was cut, and re-flared with the fitting from 1979 which is inverted flare. Return hose from H/B to pump is 2001 SD and the return line from steering box to pump is the original hard line with new rubber since it also acts like a cooler making a big loop on front cross member. The M/C from the 2001 SD has brake lines exiting towards engine which is how my factory M/C was set up. I purchased adapter brackets to mount H/B to firewall from another vendor and they included adapters to mate the inverted flare fittings from 1979 to the M/C from 2001. Lines from M/C to new non-adjustable proportioning valve designed for 4 wheel disc, found here at JBG. Hardlines came from Inline tube purchased through JBG. Out back, this rear disc conversion kit was used, I ordered the stainless brake hose kit to go with it. The rear differential was removed like the front, cleaned, inspected and resealed. I purchased the rebuild kits for both differentials here at JBG. The bearings inside both diffs were still in good condition. Wheel bearings, seals and gaskets were replaced though. This kit was very easy to bolt up. There is a small amount of welding involved. There are small brackets to secure the brake hose to the differential housing and adapt to hardline. The other place I welded, though not required was the parking brake adapters. They provide a clip to secure the adapter but in the instructions indicate they can be welded to the caliper too. I chose to tack weld instead of the clip. I sourced 1979 Cadillac El Dorado calipers with parking brake from elsewhere. Parking brake works as intended. As indicated in the instructions for the disc conversion I needed to clearance the brake pads to avoid rubbing on the rotor. I only clearanced the passenger side pad at first, since I thought drivers side had enough clearance. I was wrong, I noticed when backing up you could hear something rubbing, removed the wheel and could see a line around the rotor where the pad was rubbing. Easy fix, hit the corners of the pad with a grinder is all. Another note, the factory steel wheels that came on the truck, though they can clear the calipers up front, they do not clear the calipers in the rear. This is mentioned in the instructions too. Though most 15 wheels will fit, as long as they are designed for disc brakes, I went with 16 wheels so I had the option of higher load rated D or E rated tires. Final thoughts, this is the best stopping 1970s era pickup I have ever driven. There were some bumps in the road that I was able to overcome, for example, do yourself a favor and get the cap and vacuum pump if you dont have one already, to assist bleeding the P/S pump and make sure you get most of the air out BEFORE you start the truck. Otherwise you may need to pull apart your brand new P/S pump and un-stick the pressure relief valve that wedged itself open due to too much air in the system. With the brake and steering upgrade on this truck it is light years ahead of the worn out 42 year old components and on par with my 2011 PSD Superduty as far as braking and steering are concerned. These upgrades were worth every penny as well as the sweat and frustration. Thank you so much JBG for being an excellent source for this project and quick to respond to my concerns!
- Mike, MT

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Ford 9 Inch Rear Disc Brake Conversion Kit w/ 3/8" Flange Studs

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