Disc Brake Conversion - Super Chevy Magazine

In 1967 all cars went to dual masters, and disc brakes were an option. Older cars had a single master with drum brakes. On the right is a '66 distribution block that cannot be upgraded to the dual master because there is no inlet for the second line. The block on the left is also a distribution block but for the '67 dual master cylinder. It does have the provision for the second master line but cannot be used on disc brakes alone because it does not proportion any fluid; it's still just a distribution with a low-pressure warning light lead.

In 1967 all cars went to dual masters, and disc brakes were an option. Older cars had a si

Proportioning valves come in all shapes and sizes and vary considerably depending on the car you are working on. But the most common problem you'll face is which valve should be used on which car. To help you make the right choice when doing a disc brake upgrade we asked the experts at Inline Tube and received the full scoop, from installing a used valve to buying a new one.

There are plenty of disc brake systems available today. Just take a look on e-Bay, at the swap meet, or in the junkyard. But most people don't know what system will fit their ride. First off, it's important to know the exact year, make, and model of the car the brakes came off of. Most of the parts cross over to work on a number of different vehicles, but knowing what to look for is the hard part. Whenever we see a disc brake setup at the swap meet and ask what year it came off, the standard answer is: "A '72 Chevelle." Take a close look to determine the exact year. The '69-72 GM A-Bodies and the '67-69 Camaro are not the same system.

The first year for disc brakes on GM products was 1967. Almost all cars before then had four-wheel drums. Discs were introduced as an option on passenger cars from '67-72. Starting with the '73 model year, front disc brakes were standard and front drums were no longer available. When disc brakes were developed, so was the dual master cylinder. But because discs required different pressures, the master was divided into two halves to provide pressure to the front and rear separately.

All '67-68 factory disc brake cars came with dual-piston calipers. Those from '69-72 had a single-piston design. The majority of aftermarket systems come with the later, single-piston caliper, but this is not technically correct for '67-68 cars. The single-piston setup will bolt on all the '64-72 GM A-Bodies and '67-69 F-Bodies.

Which valve do I need? There are so many to choose from, they are all different sizes, and the fittings change as well. This is why it is difficult to pick out the right valve for you car. Some valves are used in conjunction with others, and many are singular units which require no other valves. Most people call these items "proportioning valves," but very few are just that. Some are distribution blocks and others are hold-off valves.

Which valve do I need? There are so many to choose from, they are all different sizes, and

The first issue to converting a car to disc brakes is what kind of car it is. If it is factory correct and that is a concern, single-piston calipers on a '67-68 car will certainly catch the judge's eye. If the car is a driver, no one will care. The first question Inline Tube asks is: Are you looking for original appearance or for something that just bolts on and does its job?

That brings us to the issue of the proportioning valve. The valve released in 1967 was still being worked out for the next few years and could be made up of as many as three pieces. In 1971 the design was used on most cars late into the '80s. This is why it is important to know what the correct pieces are for your car.

People generally refer to all blocks as proportioning valves. This is incorrect. There are metering blocks, hold-off valves, adjustable proportioning valves, and residual valves. What's the right combination? Once you get past the spindle and calipers, the brake lines will drive the average guy insane. With the wrong caliper the hose may not fit. With the wrong valve combination the lines may not fit properly.

The fitting sizes change with the year of the valve, and valves that look the same are not. Factory lines do not work with aftermarket valves, and in some cases, headers will hit blocks located on the frame. We've put together a set of photos to make anyone the expert. Next time you go to the swap meet you will know what to look for. Inline Tube makes lines to work with all the valves, but you still have to know what valve your car has on it. Remember most of these cars are over 30 years old and parts have been changed.

For 1969-70, a third valve was added to correct problems from the previous years. This valve went in the rear line to restrict pressure and prevent the rear drums from locking up before the front brakes were even activated. By 1971, GM had all the problems worked out and combined all these valves into one valve that is now called a proportioning valve.
For 1969-70, a third valve was added to correct problems from the previous years. This val
Also in 1967, when disc brakes were ordered, the system received the same brass block (left), as the drum car but had an additional hold-off valve (right), whose function it is to apply the rear brakes until the system built up pressure to activate the valve applying pressure to the front brakes. The rear brakes were to come on a split second before the front. This brake method soon caused braking problems that took years to solve. The biggest problem was the car had uneven braking and wanted to slide out.
Also in 1967, when disc brakes were ordered, the system received the same brass block (lef
These hold-off valves were used on '67-70 disc cars and changed just about every year. From left: '67-68, '69, and '70. Notice the change in fittings. It is important to note these valve are not available new: The ones with the large nut can be rebuilt but costs more than getting a new '71-72 valve from Inline Tube.
These hold-off valves were used on '67-70 disc cars and changed just about every year. Fro

In 1971, the three '70 valves (left) were combined and superceded by the valve on the right. This valve gives 70 percent of the stopping power to the front brakes and the remaining 30 percent goes to the rear drums. This valve is proportioning fluid and has corrected all previous braking problems.
In 1971, the three '70 valves (left) were combined and superceded by the valve on the righ
On the left is a valve from a '70 Camaro, right is from a '71 Camaro. Again the mess on the left is replaced with a one-piece proportioning valve. When doing a disc upgrade, the new valve is the way to go.
On the left is a valve from a '70 Camaro, right is from a '71 Camaro. Again the mess on th
In the '70s, these valves were made in both cast-iron and brass. The cast part did not hold up very well to the elements; the brass valves clean up nice and are easily reused. This valve was used on most GM cars until 1981 and is also available new.
In the '70s, these valves were made in both cast-iron and brass. The cast part did not hol

Inline tube offers this setup for most cars being converted to disc brakes. The valve is neatly tucked under the master and away from header heat on the GM A-Bodies. The valve is available in the disc/drum version and the four-wheel disc version. The brass construction prevents rust, and the bracket holds it securely in place. Inline Tube also offers disc brake conversion line sets for most of the more common applications.
Inline tube offers this setup for most cars being converted to disc brakes. The valve is n
Inline Tube can help with all your disc brake and valve needs. Valves are available new for most applications and your unanswered questions are only a phone call away.
Inline Tube can help with all your disc brake and valve needs. Valves are available new fo
The adjustable proportioning valve is used to tune brakes. The valve goes in the back brake line, affecting only the rear brakes, and reduces pressure to prevent the tires from locking up. If the car is running wide tires in the back and narrow tires in the front, there is now more surface area in the back causing the rear drums to do all the stopping. This valve reduces pressure to even out the brakes and is ideal for use with the distribution block shown earlier. The distribution block provides equal pressure to all four wheels, and again this valve goes in the rear line to reduce the pressure to the rear brakes. Ideally, the front brakes should be getting 70 percent and the rears 30 percent. On four-wheel disc applications 50/50 is normal.
The adjustable proportioning valve is used to tune brakes. The valve goes in the back brak