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We continue here with more pieces to “ice the cake”, finishing your installation. The braided SS brake hose kits include frame tabs, clips, banjo bolts for the calipers, as well as the 17" long hoses themselves. They also work well with rear disc brake kits. Be sure to make sure we know if you’re using Wilwood or Baer calipers, as they require a different set of fittings than the more commonly supplied iron GM calipers.

The 2 pound residual pressure valve is used with disc brakes, and the 10 pound with drums. Both retain enough pressure in the brake lines to keep the brake shoes in close proximity to their wear surfaces, thus keeping the pedal travel to a minimum.

We have master cylinder and power brake adaptors for many popular hot rods. Power brakes will require more clever exhaust routing on the ’35-48 Ford and Chevy cars, but fit with plenty of space on the pickups.

The conversion coilovers have a very important design feature. Some competitive units use the upper shock mount to support the cars weight, when that was never designed for that much stress in the original design. It also requires a shorter, stiffer spring, which increases structural loads and can ride more harshly. This superior design has a spring top diameter matching the original, thus loading the vehicle weight into the full shock tower as it should. The longer spring also matches original rates for a comfortable ride.

The photos of the engine mounts show their different uses. We really like the tubular style, which uses the engine weight to push against the frame rail, canceling the twist created by the suspension. Strength nearly equal to an engine plate is achieved with the cushioning necessary for a street driven car. U joint connection clearance is also enhanced. They are widely used on ’35 and later vehicle where the engine mounts end up over the suspension crossmember. We use the flat style when the engine is further back, as on ’32-34 Fords and Chevys. We can supply either of these with horizontal tubes sized for Big and Small block Chevy and Ford engines. You actually use the engine block as a fixture to install both types. The bolt tube is installed to the insulator, and the horizontal bolt tightened. Then the frame bracket, or tube, is trimmed to keep the engine in it’s mocked up position.

We can also supply the insulators for the engine mounts just discussed. These come from NAPA, and although imported, are of top quality. The Pick Up trans mount features a design that we have found to fit Ford PU’s from 1942 to 1987! And it fits 1934 to 1959 Chevy and GMC just as well. You just locate your engine and trans in a proper position, and then drill four holes in the lower frame flange to match our mount. It doesn’t get much easier than that! And, mounting the trans first stabilizes the engine and trans assembly to make setting the engine mounts easier.