Callipers Tech - Custom Parts - Super Chevy Magazine

Sucp 1109 Callipers Tech Unfair Floats Away 001

Along with removing the requirement to keep the wheel flange aligned with the axle, Moser's floating setup moves the rotor away from the wheel flange. Instead, the rotor attaches to a rotor adapter mounted inboard of the wheel flange and directly on top of the bearing housing. This arrangement reduces lateral rotor movement during maneuvers to effectively zero.

Custom Parts

When we started to do research into floater kits, we found that Moser has a Grand National setup that can be had with 35-spline axles, which we need in order to hang on to 1,300 hp in drag racing mode. Unfortunately, Moser's GN kit only supports smaller rotors, since circle track racing is limited to 15-inch wheels. We also had a problem in that floater kits have no reluctor or wheel sensor capability other than using the rotor adapter bolts. This would only give us five signals per revolution, while the folks at RaceLogic told us that we really needed 30 signals per revolution for the best possible performance.

Given this "almost there" state of affairs, I contacted a local CNC machinist. Armed with Moser's original rotor adapters, a technical drawing from Wilwood for their big rotors, and a sketch of how a reluctor could be integrated into the design, we were able to make some rotor adapters that solved both the reluctor and large-diameter rotor adapter problems. During assembly, the custom parts bolted up with no issues, which is very important to help avoid balance issues at high speeds.

To complete our rear suspension setup, we contacted RideTech for a set of its new triple-adjustable shocks. Armed with such great shock adjustability, we should be able to switch modes from drag racing to road racing just by switching the shock adjustment. Even if we do have to change springs, the RideTech parts will make that a quick and easy swap, even at the track.

No story about Project Unfair is complete without some fabrication, and this one is no exception-we had to fashion custom brackets with which to bolt the calipers. I used an All Star Performance bracket to start, but had to modify it slightly so it would bolt to Wilwood's radial mount bracket.

The caliper bracket also provides a convenient spot to mount a tab for the wheel speed sensor.

Have a glance at the photos to get a close-up look at how a floating axle setup works and how we adapted Moser's GN setup for use with Wilwood's huge rear brake kit.

An astute reader will notice that there isn't an emergency or parking brake in our setup. Many enthusiasts will be OK without one, and I know I rarely use mine-I just put the car in gear to keep it from rolling away. However, that's not good enough. Not only is a parking brake useful, but many states require one to pass inspection in order to get tags to drive the car on the street. I've found a solution for the parking brake, but it is different than what one might think.

First, let's back up. Most of us use "emergency brake" and "parking brake" interchangeably, but they are different things. The U.S. Department of Transportation allows that using separate hydraulic circuits for front and rear brakes meets the definition of an emergency brake, since it is unlikely that two hydraulic failures will happen simultaneously. Since we took that one step further and used separate master cylinders for the front and rear brakes, we are covered for an emergency brake.

Sucp 1109 Callipers Tech Unfair Floats Away 029

That leaves the concept of a parking brake. A parking brake is used to keep a car from rolling away while on an incline/decline, or to keep in place during jacking or trailering operations. Take a look at the photo above. It's a mechanical hydraulic line lock designed for holding hydraulic pressure until released. To use, one presses the brake pedal, then depresses the plunger. Doing so will hold the hydraulic pressure until it is released by simply pushing the brake pedal again. We're going to use this hydraulic lock as a classic parking brake by plumbing it into the rear brakes and using the rear calipers both for normal braking operations and for a parking brake. - John Parsons

5 On the left is Moser’s GN rotor adapter. It won’t work with Wilwood’s big rotors, so we had the one on the right made by a local CNC machinist. It bolts to the Moser hubs and the Wilwood rotors, plus it provides a 30-node reluctor for our RaceLogic traction control sensors.
5 On the left is Moser’s GN rotor adapter. It won’t work with Wilwood’s big rotors, so we
6 Note how the 35-spline axles are also splined at the drive hub end. It’s the splines at both ends that give this setup its “floating” name.
6 Note how the 35-spline axles are also splined at the drive hub end. It’s the splines at
7 The floater snout replaces the traditional Ford ends. The big, tapered bearing’s inner race rides on the smooth surface.
7 The floater snout replaces the traditional Ford ends. The big, tapered bearing’s inner

8 This is the wheel hub and it slides on over the snout. Note the massive dual-tapered roller bearings. No deflection allowed!
8 This is the wheel hub and it slides on over the snout. Note the massive dual-tapered ro
9 Here’s the backside of the hub. The dust seal keeps dirt out and grease in.
9 Here’s the backside of the hub. The dust seal keeps dirt out and grease in.
10 The wheel bearings are packed in grease, just like front wheel bearings.
10 The wheel bearings are packed in grease, just like front wheel bearings.

11 Our custom rotor adapter is bolted on the backside of the hub before installing it. It fits with perfect zero-tolerance fit.
11 Our custom rotor adapter is bolted on the backside of the hub before installing it. It
12 Once the rotor adapter is bolted into place, the bearings greased, and the dust seal installed, the hubs are slipped into place over the snout.
12 Once the rotor adapter is bolted into place, the bearings greased, and the dust seal i
13 A threaded bearing retention nut holds the hub in place. The driver’s side has lefthand threads, and the passenger side has righthand threads to help prevent the retention nut from backing out.
13 A threaded bearing retention nut holds the hub in place. The driver’s side has lefthan

17 The axle endcap goes on next to keep the axle secure.
18 Here’s a look at the hub and rotor adapter from the other side. Note how big the axle bearings are compared to a traditional setup, since they ride outside the axle housing, rather than inside it.
18 Here’s a look at the hub and rotor adapter from the other side. Note how big the axle
19 The Wilwood rotor bolts to the rotor adapter, not to the wheel flange. The rotor bolts will be safety-wired before the car gets on the racetrack or the street.
19 The Wilwood rotor bolts to the rotor adapter, not to the wheel flange. The rotor bolts

20 We’re using Wilwood’s radial mount calipers. They allow fine-tuning of the caliper in both planes. We can shim the caliper farther from the axle centerline, and we can also add shims under the bracket bolts. This will enable us to position the caliper in/out/up/down to center the pads on the rotor.
20 We’re using Wilwood’s radial mount calipers. They allow fine-tuning of the caliper in
21 After aligning the caliper, we used compressed air to hold it exactly in place when welding the caliper brackets to the housing.
21 After aligning the caliper, we used compressed air to hold it exactly in place when we
22 Here’s a photo of RideTech’s new triple-adjustable, remote-reservoir coilover. The remote reservoir reduces unsprung weight, and we need all the shock adjustment we can get for the different modes intended for Unfair.
22 Here’s a photo of RideTech’s new triple-adjustable, remote-reservoir coilover. The rem

14 Even with the opposite-thread winding, a tabbed retention plate goes on next, once the preload on the bearings is set.
14 Even with the opposite-thread winding, a tabbed retention plate goes on next, once the
15 Next up is the axle itself. It slides in place just like any ordinary 9-inch axle. The threaded hole in the center allows for easy installation and removal since the splines are cut for zero tolerance. You don’t want to grab the axle end with some big channel-locks.
15 Next up is the axle itself. It slides in place just like any ordinary 9-inch axle. The
16 With the axle installed, the drive plate goes on next, though it is possible to R&R the axle with the drive plate in place—another reason for the threaded hole in the axle.
16 With the axle installed, the drive plate goes on next, though it is possible to R&R th

SOURCES
Wilwood Engineering 4700 Calle Bolero Camarillo CA 93012 805-388-1188 www.wilwood.com	Prodigy Customs Apopka FL 407-832-1752 www.prodigycustoms.com
RideTech 350 S. St. Charles Street Jasper IN 47546 812-481-4787 www.ridetech.com	II Much Fabrication Germantown MD www.iimuchfabrication.com
Moser Engineering 102 Performance Drive Portland IN 47371 260-726-6689 www.moserengineering.com