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1965 Oldsmobile Cutlass Baer Brakes - Got Brakes? - PHR Project CarProject Olds Dumps Its Drums For A Set Of Monster Four-Piston Binders From Baer From the March, 2010 issue of Popular Hot Rodding By Stephen Kim Photography by Robert McGaffin
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After installing a complete DSE tubular front and rear suspension kit on our '65 Olds Cutlass in the prior two issues, we stood in awe as the full-frame A-body tipped the scales at a surprisingly unsubstantial 3,408 pounds. The euphoria was short-lived, however, as the needle crept back up to 3,648 pounds after owner/photographer Robert McGaffin hopped into the driver seat. Furthermore, that number will only continue to climb after the Cutlass's 330ci mill is yanked for a 455 big-block in the future. With the DSE suspension now providing serious lateral grip, and a 500hp big-block in the works that's sure to crank out plenty of forward grunt, Project Olds now needs a big set of clamps in order to live up to its autocrossing aspirations.  Like many muscle cars of its...  Like many muscle cars of its day, our '65 Cutlass came equipped with miserably inadequate four-wheel drum brakes from the factory. Before ripping out the crusty old hardware, the very first step is to mock-up the new brake system to ensure proper caliper clearance. Baer has online templates that can be used prior to placing an order, but nothing beats test-fitting the real thing. It's as simple as placing the caliper onto the rotor, then laying the mounting face of the rotor into the wheel. A minimum of .100-inch of clearance between the wheel spokes and caliper is recommended. As luck would have it, Baer just happened to be putting the finishing touches on its new line of Track-4 front big brake kits around the time Project Olds developed a craving for serious negative g's. In the past, Baer offered its popular two-piston Track kits for street and light-duty race applications, while its six-piston Extreme systems catered to hard-core road racers. The new Track-4 setup falls right between the two, splitting the difference between full race and full street, which describes the purpose of our Cutlass project car perfectly. The kit features 13-inch rotors, four-piston calipers, ceramic pads, stainless steel braided lines, and T-6061 billet aluminum mounting brackets and hubs. The Track-4 system should be available for most muscle cars by the time you read this, and with prices starting at just $1,095, it packs some big-time value. That said, simply mentioning the Track-4's piston count and rotor diameter doesn't do this system justice. Based on a rugged six-bolt architecture, the two-piece caliper body is remarkably stiff for reduced deflection and improved clamping force. Furthermore, an internal fluid passage eliminates the need for an external crossover tube between each caliper half, lending an ultra-clean appearance. Since the Track-4 system is design for mixed street and track use, it uses ceramic pads that minimize dust and noise without compromising bite. Unlike race-only pads, they require very little heat to get up to proper operating temperature, yet maintain thermal stability up to 1,385 degrees. And when it comes time to swap out those pads, the Track-4 calipers are compatible with all '98-02 Camaro pad fitments. That means dozens of pad compounds from a plethora of manufacturers are at your disposal.  Baer's just-released Track-4...  Baer's just-released Track-4 front brake kit for '64-72 GM A-bodies (PN 4301381R) includes a set of four-piston calipers, 13-inch drilled and slotted rotors, ceramic pads, stainless braided brake lines, all mounting hardware, and T-6061 billet aluminum hubs and caliper brackets for $1,395. The Track-4 caliper will be offered as an upgrade on Baer's standard two-piston Track systems.  Granted, the front clamps...  Granted, the front clamps endure the majority of the braking loads, converting the rear drums to discs can significantly improve stopping performance, especially with sticky tires and a proportioning valve that dials in the ideal front/rear brake bias. The standard A-body rear Track kit (PN 4302112R) used on Project Olds comes with PBR single-piston calipers, 13-inch drilled and slotted rotors, ceramic pads, stainless braided lines, mounting hardware, billet aluminum caliper brackets, and parking brake cables for $1,225.  During the DSE front suspension...  During the DSE front suspension install outlined last month, the factory drum brake assembly and lines were removed. DSE's setup includes a set of drop spindles, but the Track-4 system is compatible with stock '64-72 A-body spindles as well. The new caliper bracket attaches to the spindle, with the mounting pad positioned behind the spindle pin centerline, using two 1/2-inch bolts supplied with the kit. They were torqued to 85 lb-ft. Since the Olds' posterior shouldn't get a free ride, we matched the beefy four-pot front setup with Baer's single-piston standard Track setup in the rear. To assist with the install, we once again turned to Brent Jarvis and the team at Performance Restorations in Mundelein, Illinois. Bolting up the front and rear kits is as easy as it gets, and it all went together in one day. When the wrenches stopped turning, Project Olds boasted a monster set of clamps at each corner for $2,670, a sum you could easily spend for just the fronts.  Unlike factory calipers that...  Unlike factory calipers that have attachment bolts running through the sides of their bodies, the Track-4 system uses a radial-mount bracket that enables running the attachment bolts through the top of the caliper. When positioning the radial-mount bracket onto the caliper bracket, it should hang over the spindle, pointing toward the center of the car. It was torqued to the caliper bracket at 110 lb-ft with 14mm bolts. Afterward, Jarvis slid the new aluminum hub over the spindle pin, and locked it down with the spindle nut and a cotter pin.  Brakes slow a car down by...  Brakes slow a car down by converting kinetic energy to thermal energy, so a larger rotor improves a brake system's ability to both absorb and dissipate heat. The 13-inch front rotors included in the Track-4 kit provide plenty of thermal capacity for our Cutlass. Cross-drilling is primarily for aesthetic purposes, but brake slots promote even pad wear and prevent gas building between the pad and rotors. Whenever installing new rotors, they should be sprayed down with brake parts cleaner to remove machining oils and debris.  After installing the pads,...  After installing the pads, the calipers were attached to the radial-mount bracket using Allen head bolts torqued to 85 lb-ft. As this photo illustrates, by running bolts through the top of the caliper, the radial-mount setup removes braking stress from the caliper body and isolates it to the bracket instead. The arrangement also facilitates quick and easy caliper removal. Next, to help center the caliper over the rotor, a feeler gauge was wedged between the pads and rotor. The gap between the tops and bottoms of the pads should be the same. Baer includes a set of shims to dial-in this measurement.
| WHERE THE MONEY WENT |
| Item: |
PN: |
Price: |
| Baer A-body Track 4 front brake kit |
4301381R |
$1,395 |
| Baer A-body Track rear brake kit |
4302112R |
$1,225 |
| Baer proportioning valve |
2000035 |
$50 |
| Detroit Speed brake booster |
050103 |
$375 |
| THE COST SO FAR |
| Description: |
PHR Issue: |
Price: |
| '65 Olds Cutlass |
January 2010 |
$7,500 |
| DSE four-link suspension |
January 2010 |
$2,345 |
| DSE front suspension |
February 2010 |
$3,982 |
| Baer front and rear brakes |
March 2010 |
$2,670 |
| DSE brake booster |
March 2010 |
$375 |
| Total |
|
$16,872 |
Breaking Them In
The purpose of breaking in a new brake system is to burn off residual machining oils off the rotor surface, and relieving the internal stresses inside the rotor before subjecting them to extreme temperatures. Baer recommends easy street driving for the first 400-500 miles, with a minimum of 8-10 normal heat cycles. Zinc-plated rotors, like the ones on our Cutlass, require an additional 100-200 miles and 4-6 heat cycles. Next, it's time for the fun stuff. Baer suggests performing 10 partial stops at 40 percent pedal effort, slowing from 60-15 mph. This process should be repeated at 60 percent pedal effort. After allowing the rotors to cool with 10 miles of relaxed freeway driving, another 10 partial stops must be performed at 85-90 percent pedal effort. Once the brakes cool for several hours back down to ambient air temperature, they're ready to go.  The stock power brake booster...  The stock power brake booster had seen better days, so it was replaced with a dual-diaphragm unit (PN 050103) from Detroit Speed and Engineering. It's a direct bolt-in replacement that features a 9-inch booster, a new master cylinder, reservoir, and a mounting bracket. Whenever a new master cylinder is installed, it should always be bench-bled first.  Removing the stock rear drum...  Removing the stock rear drum assembly and backing plates requires pulling the axles. This is easily accomplished by removing the differential cover, carrier locking pin, and the C-clips. With the axles removed, it's not a bad idea to replace the seals and bearings. Jarvis takes things one step further by tack-welding the retaining rings onto the axles. Heavy cars such as A-bodies generate tremendous side-loads on an autocross course, and welding the rings in place prevents the axles from ejecting out of the housing.  The Baer rear Track system...  The Baer rear Track system includes an integrated parking brake. The stock cable stretches over time, so Baer includes a brand-new unit with its kit. It routes along the frame and control arms in the stock location using the supplied clips.  A loose brake pushrod can...  A loose brake pushrod can lead to excessive free-play and a sloppy pedal. To avoid this, Jarvis prefers putting a slight amount of preload on the pushrod adjustment nut during installation. Since Project Olds came equipped with power brakes from the factory, the pushrod was attached to the stock hole in the brake pedal. For cars that were equipped with factory manual brakes, the hole in the pedal must be relocated. Baer can provide formulas to help determine the proper pedal hole location for a specific application upon request.  The rear caliper bracket can...  The rear caliper bracket can be clocked in a number of positions, but mounting them in front of the axles provides the best frame clearance on A-bodies. They attach to the rearend housing using the factory backing plate bolts. Afterward, the stock axles were reinstalled.  After placing the pads in...  After placing the pads in the rear calipers, Jarvis slid the rear rotors over the axles, then bolted the calipers to the Baer bracket using 12mm bolts torqued to 85 lb-ft. According to Baer the rotor slots should always point forward, and the bleeder screws on the calipers should point upward. As with the front brakes, the rears must be evenly shimmed from side to side.  With the parking brake cable...  With the parking brake cable properly routed, Jarvis attached it to the caliper. Baer's integrated parking brake mechanism is a simple and reliable design. It actuates a lever on the bottom of the caliper, which then pushes the inboard pad against the rotor.  To prevent the rear wheels...  To prevent the rear wheels from prematurely locking up, Jarvis installed a Baer proportioning valve, which will allow precisely dialing in the ideal front-to-rear bias. It works by tapping into the rear brake line, between the master cylinder and rear calipers. For quick and easy in-car adjustments, it was mounted underneath the car, with the knob protruding through the floorpan and into the cabin. From that location, the driver can simply reach to his left and adjust bias on demand while cruising or racing.  To prevent the rear wheels...  To prevent the rear wheels from prematurely locking up, Jarvis installed a Baer proportioning valve, which will allow precisely dialing in the ideal front-to-rear bias. It works by tapping into the rear brake line, between the master cylinder and rear calipers. For quick and easy in-car adjustments, it was mounted underneath the car, with the knob protruding through the floorpan and into the cabin. From that location, the driver can simply reach to his left and adjust bias on demand while cruising or racing.  One of the final steps is...  One of the final steps is attaching the steel braided brake lines. Baer includes new mounting tabs to help route the rear lines along the rearend housing. After welding on the new tabs, Jarvis attached the braided lines to the stock hardline.  Both front and rear brake...  Both front and rear brake lines attach to the calipers using copper washers placed on each side of the banjo fitting. Although it's tempting to over-tighten them, the fittings need just 15-18 lb-ft for a tight, leak-free seal.  Parts store-grade brake fluid...  Parts store-grade brake fluid will boil over very quickly in performance applications. While bleeding the system, Jarvis fed a healthy stream of high-temp brake fluid to flush out the old, contaminated gunk. A vacuum bleeder sped up the process, but once the system was full of fresh new fluid, a standard pedal-bleeding procedure was employed to remove all the air out of the lines.  The Track-4 kit will fit behind...  The Track-4 kit will fit behind most 17-inch wheels, but clearance depends on the design of the wheel itself. Project Olds' 18-inch Rocket Racing wheels needed a .200-inch spacer for proper caliper clearance. Baer offers these billet spacers in varying thicknesses.  Although the priority was...  Although the priority was improved braking performance, we're not complaining about the improved looks. These clamps look downright mean. Furthermore, the open-face design of modern wheels provides much more airflow through the brake assembly than the rollers of yesteryear.
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