Before ordering any brake...
Before ordering any brake system, Baer suggests you check the fitment first. Baer will send you a bitmap template of the system you like; print it out (check it for scale accuracy with a ruler), glue it to some stiff cardboard, and cut it out. If it clears your wheel, you're good to go! If it doesn't fit, you haven't spent a dime.
With help from Baer's Rick Elam, it dawned on us that our 15-inch Bassett steelies were out of the question. We needed real estate inside those rims, plain and simple. New rims and tires would be required, so we hooked up with Year One for a set of their new bitchin 17x9 Rally wheels, and Continental for some Cross Contact 275/55R17 meats. (Check out the "Wheel & Tire Fitment" sidebar for details.) With the wheels on hand, we were able to do a virtual test-fit of several Baer brake systems by using bitmap templates that we printed out. (You can download them from the Baer website.) We mounted these on stiff cardboard, cut them out, and stuck them inside the Year One wheel to see if anything fit.
All Baer brake systems are...
All Baer brake systems are built to order from parts in inventory. That means the degree of customization is high, yet turnaround is fast. We wanted to keep the NASCAR-look wheel studs, so Baer pressed-in large ARP studs while we waited.
When it comes to brakes, bigger is truly better. That thought in mind, we wanted to put Baer's new six-piston Pro Plus system up front, but the sheer size of the six-piston caliper was just too large. Baer says the Pro Plus will fit on some 17-inch rims, but the template didn't clear the drop center of the Year One rim. The next size down was the Track-4 kit, which uses Baer's new four-piston T4 caliper. This was what we chose, being that it was the largest we could fit. The Track-4 kit combines the T4 caliper with 13-inch one-piece rotors, performance pads, billet hubs, spindles, and brake lines. Our Baer Claw Track-4 front kit also had the optional nickel plating on the calipers (an extra $100), which brought the system to $1,645.
Baer's Dutch Miller assembled...
Baer's Dutch Miller assembled the Track-4 kit for our '75 Chevy Laguna using new U.S.-made spindles, billet hubs, new ARP studs, and proprietary caliper brackets. All Baer Track-4 systems that come with spindles are lubed and preassembled, making home installation a cinch.
It warrants pointing out that although many brake manufacturers have excellent hardware, the biggest advantage we've come to appreciate with Baer is the depth of their technical support. An effective brake system goes beyond pretty parts-a manufacturer has to understand the engineering principles and know what fits on a case-by-case basis. Right off the bat, Baer suggested we change master cylinder on the Laguna. Our large 1 1/8-inch diameter bore would not be able to provide sufficient pressure for the increased piston volume, so they supplied us with a 15/16-inch bore master cylinder from Classic Performance Products (PN 6150012, $115).
Miller drops the assembled...
Miller drops the assembled Track-4 corner unit inside our new 17x9 Year One Rally wheel and verifies there is plenty of caliper-to-wheel clearance. We already knew from the template we were OK, but this proved it.
One of the reasons Baer has such good technical support is that they install and test their systems on a multitude of cars in-house. That task is largely the job of Baer technician, Dutch Miller. Baer's R&D installation center is colocated with Baer's manufacturing headquarters in Phoenix, an arrangement that allows Baer's engineering and manufacturing departments to work out potential real-world problems before they hit customers. Miller's unique position made him the perfect guy to install our Track-4 front system and CPP master cylinder. It's always a pleasure to work with Miller, and our Laguna's Track-4 kit was no exception. He was ready for us, and had us out the door in about a half day, including the time it took to replace the standard wheel studs with race-spec ARP studs.
With the Baer Track-4 system installed, we got no unexpected surprises on the 400-mile drive back to Southern California. Compared to our stock single-piston D52 calipers and 12-inch rotors, the four-piston T4 calipers and 13-inch rotors felt like throwing a grappling hook from the rear bumper-all while providing an evenly modulated braking force. These binders are truly as good as the name implies; we will have no problem beating on these brakes all-day long at the track, and that's an "aha" moment we'll be proud to experience!
Miller pulled the old spindle...
Miller pulled the old spindle assembly off, which consisted of supporting the lower ball joint with a jackstand, disconnecting the steering endlink, unhooking and plugging the brake line, and releasing the stock spindle from the upper and lower ball joints.
Need new ball joints? Now's...
Need new ball joints? Now's a great time to replace them. If you're doing the work at home, you can order these in advance. We were already covered with our still-new Global West control arms, but we really dig the race-quality ball joints from QA1 (www.QA1.net, 952-985-5675). They're way better than standard parts-counter fare.
You'll need an assortment...
You'll need an assortment of good box-end wrenches-use a 3/4-inch wrench on the upper ball joint and 7/8 inch on the lower. New cotter pins on the castellated nuts are a must.
Baer brake systems come with...
Baer brake systems come with new stainless steel braided pressure lines that terminate on the caliper side with a banjo fitting. The banjo bolt is gun-drilled for a fluid passage; a hole near the shank passes fluid to a channel on the outside of the bolt. That outside channel is fed by the fitting the bolt passes through. That pressure is retained by a sandwich of two soft copper washers that crush to form a high-pressure seal.