Since no one likes a cluttered-up engine bay, CPP spearheaded the development of the MCPV-1, which integrates a master cylinder, a double-adjustable proportioning valve, a removable metering valve, and a stoplight control all into a single compact assembly. "In addition to looking ugly, every additional fitting you have on a brake system is another potential for a leak," explains Jim. "By incorporating everything into one package, not only does it look better, it works much better as well. With the MCPV-1, you have the ability to adjust maximum brake line pressure, the threshold of rear-wheel lockup, and the transition of pressure from the front to the rear."
"Probably the fastest-growing part of our product line is our HydroBoost kit, which is a power brake system that runs off of the power steering pump," Jim reveals. "They have an accumulator that stores the energy produced by the power steering pump, and can provide 1,300 psi of brake line pressure at the wheels. This is great for cars that have big cams that otherwise wouldn't be able to run power brakes since HydroBoost systems don't rely on engine vacuum. This also means that you don't need to worry about tuning your motor to produce maximum manifold vacuum. People are always concerned about what would happen if their motor shuts down or throws a belt, but even if that happens the system stores enough energy that you'd still be able to make six to seven power-assisted brake applications. These systems have been around since the '70s on industrial applications, so they're very safe, and all use new Bosch hardware instead of remanufactured components. We offer universal HydroBoost kits in addition to systems with preplumbed proportioning valves for Camaros, Novas, Chevy IIs, El Caminos, Monte Carlos, Tri-Fives, and Impalas."
They may all look the same to the undiscerning eye, but CPP says that its control arms have several features that distinguish them from the pack. They're built from thick 0.120-inch DOM tubing with chromoly cross-shafts, and allow for up to 5 degrees of caster. That said, according to CPP, it's the little things that really matter. "Instead of welding the coil spring buckets to the arms, ours are stamped," says Jim. "Like an OE control arm, that reduces binding by allowing the spring to rotate in the bucket. Also, our cross-shafts hold all four sides of the bushings simultaneously, which distributes stress more evenly."
Springs Or Drop Spindles?
Although it's a topic of much debate, CPP prefers lowering a car with drop spindles rather than with lower springs. "With lowering springs, a drop of as little as 1.5 inches will adversely affect the inner and outer tie rods and the bumpsteer characteristics of a car," explains Jim. "With drop spindles, you can achieve as much as a two-inch drop without affecting the steering geometry at all and having to deal with a stiffer spring rate. One thing to keep in mind is that if you decide to install new replacement springs, your car may sit higher because the 40-year-old springs that were on the car had worn out and settled."