Ford Mustang Brakes

In the 50s car manufacturers offered buyers few choices in model sizes, employing a one-car-fits-all philosophy. This led many young potential buyers, who couldn’t afford a new full-size car, to buy used vehicles. Some marketing surveys showed that there were many buyers, especially women, who wanted a small economical car that offered respectable gas mileage. Paying attention to the feedback, Ford introduced a downsized version of the Fairlane in 1960.

The Fairlane could be purchased with a six-cylinder engine or with the all-new 221ci V8 engine. The displacement of the new V8 was a thoughtful throwback to the cubic inches of the first Ford Flathead engine. It didn’t take long before the V8 grew to 260ci, 289ci and eventually the 302ci engine.

Ford soon introduced the Falcon, a successful competitor to even smaller cars such as the Chevy Nova. The Fairlane and Falcon were nice cars but they weren’t sporty enough for many young buyers. In 1961 Lee Iacocca, Vice President and General Manager of Ford Division, decided that Ford needed a nice looking sporty car that would seat four people, feature bucket seats and have a floor mounted shifter. He also wanted the car to be no more than 180 inches long, weigh 2,500 pounds and sell for less than $2,500. He felt that if the sporty new car was reasonably priced young buyers would purchase it over used vehicles.

There were many discussions and market surveys held before final approval for the Mustang design was given in September 1962.

Using the Falcon/Fairlane platform, the 1964 Mustang debuted with a stylish body design. It was available in a coupe and convertible, with a fastback, 2+2 design soon to follow. Using the proven platform, the Mustang took only 18 months to get into production, while the more complicated fastback design took a little longer.

The Mustang was a well-kept secret while being produced. Just before the car’s introduction it was advertised in magazines, newspapers and on television, creating buzz for the new Ford offering. After initial marketing, Ford took out full-page ads in the largest newspapers across the country announcing the introduction of the Mustang. The effective marketing campaigns filled dealerships with potential buyers and the curious. On the first day, Ford sold 22,000 Mustangs and by the end of the year, 263,434 Mustangs had been purchased.

A 101 horsepower 170ci six-cylinder engine powered many of the initial cars sent to the dealerships. The other engines that were available included a 260ci two-barrel V8 engine featuring 164 horsepower, a 289 four-barrel engine featuring 210 horsepower and a high performance, solid lifter 289ci engine featuring 271 horsepower. The new Mustang was available with a three or four-speed manual transmission or an automatic transmission.

In 1965 the very sporty fastback 2+2 Mustang was introduced and the engine options were also upgraded. The base engine was a 120 horsepower 200ci six-cylinder. The 260 was replaced by a 200 horsepower two-barrel 289ci engine, followed by a 225 horsepower four-barrel 289 engine. The high performance 271 horsepower engine remained the same. In April 1965 Ford came out with the GT package that was only available with one of the two high horsepower 289 engines. The package included a five dial instrument cluster, disc brakes, a larger sway bar, quicker ratio steering, dual exhaust, grill mounted fog lights and a lower body side stripe with a GT emblem. 1965 was a good year for Ford, selling 559,451 Mustangs. Other car manufacturers, seeing Ford’s success, began working on cars to compete.

The Mustang was a natural road racer and in the hands of Carroll Shelby, it became a winner. Ford management and Carroll Shelby teamed up to introduce the performance oriented GT350 Mustangs in 1965, including the race versions. In 1966 the cars were tamed down slightly to entice more buyers and some were sold to Hertz as rental cars. Ford had another good year in ‘66 with 607,568 Mustangs sold.

In 1967 the GT350 Mustangs, equipped with high performance 289ci engines, and the GT500 Mustangs, equipped with 428ci engines, became more refined and sales increased. In 1968 the cars came with more luxurious options that were eventually dropped in 1970. Shelby was disenchanted with the luxury options and became less involved, while Ford management became more involved in the ‘68 and later models. The “Shelby Mustangs,” as they became called, were popular when new and are highly desirable collector cars today.

Many young buyers, who wanted more performance, were attracted to the new Pontiac GTO, also introduced in 1964. The car sold well in the first year, but when the ‘65 GTO was introduced, it started selling very well, even though it was more expensive than the Mustang. Many of the other car companies were also introducing high horsepower, mid-size cars, prompting Ford to respond.

The ‘67 Mustang was similar to earlier models, but it was a little longer and wider than the previous model to squeeze in a 390ci engine. Now the top of the line Mustang engine was the 320 horsepower 390 that could be hooked to a four-speed transmission. New options included tilt-away steering, an overhead console, power disc brakes, and an FMX transmission that allowed manual or automatic shifting. Even still, sales were negatively affected by the new Camaro and other muscle cars, with Ford selling 472,000 Mustangs in 1967.

The ‘68 Mustang was similar to the ‘67 in appearance but a few new options were added, such as an AM/FM stereo radio, a rear window defogger, new redesigned front power disc brakes, and an all-new 302ci engine producing 230 horsepower. Two unique models were introduced: the California Special and the High Country Special, a promotion vehicle for Colorado-area Ford dealers. When complaints were received that the 390 powered Mustang wasn’t fast enough, Ford installed a special 428 engine in a small number of Mustangs. Several factory cars were drag raced and did very well in their class with the engine, setting low ET and top speed records. The Shelby Mustangs also received the special 428, and became known as GT500KR Mustangs; KR stood for “King of the Road.” Facing stiff competition in a flattening market, Ford sold 317,404 Mustangs in 1968.

In 1969 Ford introduced a new body style that many enthusiasts describe as the best-looking Mustang ever produced. The new fastback design was called the Sport Roof and the top-of-the-line model, the Mach I, was very popular. The Mach I featured a semi-gloss black hood, reflective side stripes, and chrome plated rally wheels making the car look race-ready. Options included a front and rear spoiler and Magnum 500 wheels. The genius behind the Mach I was the availability of several engine options, from a two-barrel 351 engine to a 325 horsepower 428 Cobra Jet engine The Mach I Mustangs sold well because they offered something for everyone, from an economical driver to a ground-pounding drag racer.

With the introduction of the Mustang in 1964, Ford became actively involved in road racing and for a few years they were very strong contenders in the Trans Am racing series. But in 1967 the new Camaros started giving the Fords a run for their money, as problems with the Ford engine heads were restricting the power needed to compete successfully. Ford’s race engine technicians designed several racing heads, such as the tunnel port, to fix the problem, but the designs didn’t help. The solution was found by an engineer working on a new passenger car engine, the Cleveland, who realized that the new big port canted valve heads could be bolted on the 302 Windsor engine with only a small water passage modification. The engineers in charge of the racing engines obtained a few heads and after the water passage modifications were made, they bolted on perfectly.

After the new heads were installed, the 302ci engine was developing all the horsepower it needed to compete successfully. A new aluminum high-rise intake was designed and a new solid lifter cam that took advantage of the big port heads was installed, making the ‘69 Mustang Trans Am ready. A production car using the new engine had to be released for sale to the public to qualify; it became came known as the Boss 302. Larry Shinoda, the fellow who designed the &lquo;Mako Shark&rquo; Corvette, designed the graphics for the new Boss 302 Mustang. The engine was rated at 290 horsepower, but test showed that the engine was producing over 325 horsepower for the street version.

Ford was also involved in NASCAR racing, but the old 427 engine was having a difficult time competing with the Chrysler Hemi. Ford developed a single overhead cam (SOHC) engine but it was too powerful and NASCAR disqualified it. Ford believed in fighting fire with fire, so they designed their own Hemi engine, but they twisted the valves so that the intake valves were located on the top of the combustion chamber very close to the intake ports, and the exhaust valves were located on the bottom of the combustion chamber close to the exhaust ports. That’s how the engine got the name “Twisted Hemi.”

Ford’s Hemi was more than adequate to go head-to-head with the Chrysler but street versions had to be released to qualify for NASCAR. It would have been easy to install the engine in the big Ford or even the Fairlane, but the decision was made to install it in the Mustang. After shock tower modifications were made to allow more clearance, the engines were installed in the special Mustangs and the new model was called the Boss 429. Unlike the Boss 302 with a great graphics package, the Boss 429 only received small quarter panel “Boss 429” decals and a black hood scoop. Both cars had huge intake ports so neither of them ran well under 3000 rpm because of low port velocity.

The new Mustang was offered with a standard interior and a plush Mach I Comfort Weave interior package. This was the first year that Ford sold more fastback Mustangs than notchbacks because they were so nice looking. The ‘70 Mustang body was nearly the same as the ‘69 but the rear quarter scoops and side decals were eliminated and lower Mach I rocker moldings were added. The 351 Cleveland engine, originally designed for the Boss project, replaced the Windsor 351 engine in two and four-barrel designations. The 390ci engine was also dropped from the line. Ford sold 299,824 Mustangs in 1969 and 190,727 in 1970.

In 1971 Ford introduced a new Mustang body design with mixed reviews from Mustang enthusiasts.The new Mustang was larger, heavier and for the first time had a longer wheelbase than the original Mustang. The 428 Cobra Jet, Boss 429 and Boss 302 engines were dropped from the line, and a new Boss 351 engine was introduced along with two 429 Cobra Jet engines, one being a Ram Air version. The Mach I was carried over and the new body, when accented with the graphics package, looked pretty good. The changes included a hood that resembled the ‘69 Shelby with ducts instead of scoops, carried back to cover the windshield wipers. The Mustang also featured flush door handles and large rear taillights.

The Boss 351 was also a great performer and road test results showed it was as fast as the 428 Cobra Jet Mustang. The Boss 351 was a solid lifter Cleveland engine that featured the big port heads, an aluminum high-rise intake manifold and a big Holley carburetor. The Boss package also included staggered rear shocks, a four-speed transmission with a Hurst shifter, power front disc brakes, dual exhaust and a 3.91:1 Traction Lock differential. Ford sold 149,678 Mustangs that year.

In 1972 the emissions and fuel regulations were kicking in effectively ending performance for many years. Ford dropped the Boss 351 and 429ci engines, offering a special 351 HO engine that was basically a low compression version of the Boss 351. The ‘73 Mustang was similar to the ‘72 with only a few small changes.

Ford kept the underpinnings of the Mustang essentially the same from 1964 ½ to 1973 with only a small change in spindle strength for the Boss cars, the Cobra Jet and the bigger ‘71 to ‘73 Mustangs. The ‘64 to ‘68 Mustangs, and some of the ‘69s, are exactly the same and most were available with front and rear drum brakes. In ‘65 Ford released the GT package that came with disc brakes, but the first factory disc brakes had their share of problems. Wilwood Engineering was quick to recognize a need for improved Mustang brakes so they released several disc brake conversion kits, from a very basic improvement to some that are perfect for a pro touring car.

The basic improvement kit is the Forged Dynalite Pro Series Front Brake Kit, part number 140-11071. This kit features Forged Dynalite four-piston calipers in red or black finish and uses 11-inch rotors in a standard or drilled and slotted style. Wilwood also makes an upgrade to that kit: the Forged Dynalite Big Brake Front Brake Kit, part number 140-11072. The kit includes Forged Dynalite four-piston calipers in a red or black finish and uses 12.19-inch rotors in a standard or drilled and slotted style. Wilwood also has the Mustang drag cars covered with the Forged Dynalite Front Drag Brake Kit, part number 140-4307-B. The kit features Forged Dynalite four-piston calipers in a black finish. The calipers squeeze 11.75-inch rotors in standard or a lighter

weight drilled style. The high performance Boss and Cobra Jet Mach I Mustangs require plenty of stopping power so they can be equipped with Wilwood Engineering’s Superlite 6R Big Brake Front Brake Kit, part number 140-10220. The kit features Forged Billet Superlite six-piston calipers along with big 12.88-inch rotors that are available in slotted or drilled and slotted styles. The kits mentioned are just some of the brake improvement kits that Wilwood makes for the early Mustangs. For additional brake installation kits check the website or contact sales/tech help at 805-388-1188.

In 1974 a new Mustang body design was introduced and it was a complete reversal from the previous model to compete with the more fuel-efficient foreign cars that were emerging. The new Mustang was very small, riding on a 96.2-inch wheelbase, 11.8-inches less than the original Mustang. It was 400 pounds lighter than the previous versions and the engine selections reflected the weight and proportion of the new Mustang. The engines offered in 1974 were an 88 horsepower 2.3-liter four-cylinder and a 105 horsepower 2.8 liter V6 engine. Remarkably the underpowered and somewhat abbreviated Mustang sold 385,993 units. Apparently many people were interested in gas mileage savings during the oil embargo.

In 1975, the first year for catalytic converters, Ford released a 302ci (5.0-liter) engine, developing 122 horsepower. In 1971 gross horsepower ratings were changed to net ratings so they seem pretty low. The other four and six-cylinder engines were also offered for the economy minded buyers.

In 1976 Ford came out with a Cobra Mustang that featured a rear spoiler, a hood scoop and rocker stripe decals that were similar to the old Shelby Mustangs. The new package, called the Cobra II, was a cool looking car that was very popular with buyers at the time. The next few years the Mustang remained essentially the same with only small changes each year. Many Ford enthusiasts were lukewarm toward the little Mustang but the 5.0 powered cars ran well, the body construction was - tight and it had a comfortable ride with good handling characteristics.

When the Ford engineers designed the Mustang II suspension they had no idea how significant it would become. The suspension worked great in the Mustang II models, providing a comfortable ride combined with good handling. It was also easy to see how the Mustang II suspension was an improvement over the original Mustang suspension systems. In its original form few people saw the potential of the suspension until the Shay Replica Model A was being designed and built. The Shay was constructed to use Ford parts, enabling the car to be serviced by Ford dealerships. A Pinto four-cylinder engine was used for power and the front suspension design was a modified Mustang II.

When the company building the Shay went bankrupt, the remaining suspension parts were sold off for bargain prices to street rod parts manufacturers. One company purchased many of the parts and started making universal installation kits, while others borrowed the engineering aspects of the suspension and made tubular upper and lower A-arms that didn’t require a strut rod. Today the Mustang II suspension is used in a variety of cars so Wilwood makes a wide assortment of brake improvement kits that fit the Mustang II and cars using Mustang II style suspension. The Forged Dynalite Pro Series Front Brake Kit, part number 140-11017, is the most popular brake system. The kit features Forged Dynalite four-piston calipers in red, black or polished finishes and work with 11-inch rotors in standard or drilled and slotted styles. This kit is most often found on mild Mustang II street machines and street rods.  Wilwood also makes the slightly larger Dynapro 6 Big Brake Front Brake Kit, part number 140-10742. The kit features Forged Billet Dynapro six-piston calipers in black and 12.19-inch rotors in standard or drilled and slotted styles. Enthusiasts who like the pro touring style of muscle car building can order the Superlite 6R Big Brake Front Brake Kit, part number 140-9801. This kit features SL6R Forged Billet Superlite six-piston calipers in red, black or polished finishes and works with 12.88-inch rotors in a slotted or drilled and slotted style. If you want the same kit with 14-inch rotors you can order Wilwood part number 140-9802. Wilwood also makes one-piece forged spindles for the Mustang II suspension in the stock height or in a two-inch dropped design.

In 1979 a new rectangular shaped Mustang was released that didn’t seem to relate to any of the previous models. It was built on a Fairmount chassis and featured a modified Macpherson strut front suspension that mounted the spring separate from the strut. The new car was available as a coupe or a fastback/hatchback. This same body design was used from 1979 to 1993 with small changes and is commonly referred to as the “Fox Body Mustang.” The new Mustang rode on a 100.4-inch wheelbase. The engine selections included a 2.3-liter 88 horsepower four-cylinder engine, a 2.8-liter 109 horsepower six-cylinder engine and a 5.0-liter 140 horsepower V8 engine. The most desirable ‘79 Mustang was the Indy Pace Car fastback that featured silver paint with orange accents. Only 6000 were built and they were available with a turbo 4-cylinder engine or a V8. This started the period when Ford was pushing turbo 4-cylinder engines but only a few performance-minded enthusiasts were buying the hype. Ford sales were good in 1979 with 369,936 Mustangs sold, but got worse in 1980 and 1981 when less powerful engines were used in the Mustang.

Ford was learning slowly that many Mustang enthusiasts wanted increased V8 horsepower, so in 1982 the company released the high output (HO) version of the 5.0-liter engine. It was delivering 157 horsepower with a two-barrel carburetor and was available in the Mustang GT outfitted with the ‘79 Mustang Pace Car body additions. The engine was backed up by a manual four-speed transmission. Ford also came out with a “Special Service Package” notchback Mustang with the HO engine and a four-speed transmission. It was their police package and was sold to the California Highway Patrol and other law enforcement agencies. In 1983 Ford improved the package with a 175 horsepower 5.0-liter V8, backed by a new five-speed transmission.

Ford released the SVO Mustang in an effort to push the turbo four-cylinder engine. The car featured a 175 horsepower turbo four-cylinder engine, four-wheel disc brakes and 16-inch wheels. The car was selling for $15,596, expensive for the time.

In 1986, when big horsepower gains were being recognized, fuel injection became standard on all 5.0-liter engines. The fuel-injected engine was rated at 200 horsepower and was backed by a five-speed manual or four-speed automatic transmission. This was also the first year for real dual exhaust, so the Mustang was equipped with two small catalytic converters.

In 1987 the SVO Mustang was dropped and there were only two trim levels available, the LX and the GT. The GT featured the spoiler and side skirts, while the LX did not. Ford decided to make the GT engine available in the LX so customers could buy the standard Mustang with the big engine to create a sleeper. The ‘87 engine was increased to 225 horsepower and remained unchanged in ‘88 and ‘89.

In 1993, the last year for the old body style, a special edition Mustang was released with 17-inch wheels, a front air dam and a new grille featuring a running horse emblem. The engine was modified to produce 235 horsepower and was a good performer. During this time period Ford was faced with either dropping or keeping the Mustang. Being such a big part of Ford’s success they decided to keep it and come up with an entirely new Mustang design for 1994.

The ‘87 through ‘93 Mustangs were finally developing some real horsepower. Enthusiasts were using the cars for hot street performance and some were even racing the cars on slalom courses and other track performance events. Wilwood saw a need for a brake improvement so several kits were developed. Installing the Superlite 6 Big Brake Front Brake Kit part number 140-6154 can make a major improvement. This kit features Forged Billet Superlite six-piston calipers in black along with 12.88-inch rotors in a slotted or drilled and slotted style. This kit works great on the street or on the track. The Forged Dynalite Pro Series Front Brake Kit part number 140-11018 is another kit that can improve the performance of ‘87 through ‘93 Mustang brakes. The kit features Forged Billet Dynalite four-piston calipers in black along with 11-inch rotors in a standard or drilled and slotted style. Enthusiasts started drag racing the Mustangs so Wilwood released the Forged Dynalite Front Drag Brake Kit, part number 140-4503-B. The kit features Forged Billet Dynalite four-piston calipers and 10.75-inch standard or drilled rotors.

The new 1994 Mustang brought back many of the themes used on the earlier Mustangs. The long lead introduction was held in Santa Barbara, California, and when residents in the area saw the new car they loved it, making many positive comments to Ford representatives. The press also liked the new Mustang but complained about the engine performance. The base engine for the new Mustang was the Essex V6, rated at 145 horsepower, and a 205 horsepower 5.0-liter engine powered the GT. The Ford engineers claimed the sloping hood created a clearance problem so the manifold was redesigned creating a noticeable, 30 net horsepower drop in engine power.

The new Mustang was chosen to pace the Indy 500. Ford assigned the Special Vehicle Team (SVT) the task of building a Cobra version of the Mustang with enough power to do the job. The 5.0-liter engine, producing 240 horsepower, was outfitted with GT-40 aluminum heads and a new intake manifold. The new Cobra was also equipped with 17-inch wheels and a uniquely blistered hood to clear the new intake. The car also featured a rear spoiler, a new front fascia with round fog lamps and snake logos on the sides. Ford sold 123,198 Mustangs in 1994, of which 5,004 were the pace car Cobra. The 1995 Mustang was a continuation of the 1994 model.

In 1996 there was a big engine change when the 5.0-liter was dropped and a 4.6-liter SOHC V8 was introduced. A special run of 250 Cobra R models were produced, powered by a 5.8-liter version of the Ford small-block and delivering 300 horsepower. There was no back seat, air conditioning or radio in the Cobra, keeping sales at a minimum. Also new for the ‘96 model year was a heavily modified SVT Cobra, featuring an all-aluminum DOHC 32-valve version of the 4.6 liter engine that produced 305 horsepower. A new hood bulge was added to the Mustang to clear the tall engine.

In 1999 Ford made an extensive styling change that produced a more angular body design with creased fenders, a larger side scoop and a new front and rear fascia, while the chassis remained essentially the same. The Cobra model received a new innovation with the first independent rear suspension. The Cobra engine was rated at 320 horsepower but couldn’t be ordered with some convenience options.

In 2000 the Mustang was essentially the same as the previous year but the Cobra R model was released with a 5.4-liter DOHC engine, featuring 385 horsepower. The car featured several nice engine modifications including tubular headers exiting through Borla mufflers. This Mustang was the fastest yet, turning the quarter in 13.2 seconds at 110 mph. The biggest problem with the Cobra was the expensive price tag that equaled the price of a loaded Corvette.

The Cobra returned in 2001 but the big news for the year was the introduction of the Mustang GT Bullitt edition. The car featured a lowered suspension, torque-thrust-style factory wheels, aluminum gas filler and several nice interior options. The engine was also improved, delivering 265 horsepower. Ford released 5000 special models and they sold out fast. The Bullitt Mustang was impressive because the car was turning high 13-second quarter mile times. The 2002 Mustang remained essentially the same as the 2001, but the Bullitt was no longer available.

In 2003 Ford introduced a Mach I Mustang and a new Cobra model. A new Mustang was on the drawing board and enthusiasts knew it, so Ford was looking for ways to stimulate existing Mustang sales. A supercharged 4.6-liter DOHC, 390 horsepower engine powered the 2003 Cobra, making it the quickest ever produced by Ford. A 4.6-liter DOHC engine, rated at 305 horsepower, powered the Mach I Mustang. The graphics were similar to the ‘69 Mach I with a semi-gloss black hood, Magnum 500 wheels and a shaker hood scoop.

The Mustang remained essentially the same from 1994 to 2004. The cars had some quick engines, enabling them to be driven on the street and track. Wilwood saw a need to improve the brakes so a Superlite 6R Big Brake Front Brake Kit, part number 140-9107, was introduced. The brake improvement kit features Forged Billet Superlite six-piston calipers in a red or black finish along with 12.88-inch rotors in slotted or drilled and slotted styles. The enthusiasts driving their cars on the track would probably prefer the Superlite 6R Big Brake Front Brake Kit (Race), part number 140-7191. The kit features Forged Billet Superlite calipers with Thermlock pistons available in a black finish. The kit comes with 12.99-inch slotted rotors that work well with the high-friction race compound brake pads. Some race classes only allow four-piston calipers so Wilwood came out with the Superlite 4R Big Brake Front Brake Kit (Race), part number 140-10692. The kit features Forged Billet Superlite four-piston calipers with Thermlock pistons and 12.19-inch slotted rotors that work with the high friction race compound brake pads. Many Mustangs were also turned into drag race cars so Wilwood released the Dynapro Radial Front Drag Race Kit, part number 140-10015. The kit features Forged Billet Dynapro four-piston calipers in black and 11.75-inch 3/8-thick steel rotors. The same basic kit with vented rotors is part number 140-10016. A Mustang rear brake kit is also available: Combination Parking Brake Caliper Rear Brake Kit, part number 140-10158. The kit features the Combination Hydro-Mechanical Parking Brake Caliper in red or black finish. It works with the 12.88-inch rotor in slotted or drilled and slotted styles.

Ford introduced a concept car Mustang in 2003 that was a big hit with Mustang fans. An order for a production version was quickly given to the stylists and engineers; Ford enthusiasts eagerly looked forward to its release. The new Mustang was released in 2005 with retro styling reminiscent of the ‘69-‘70 Mustang fastback. Even the side windows borrowed from a Shelby GT 350 inspired idea. The interior styling also borrowed ideas from the early Mustangs. Needless to say the 2005 Mustang was a big hit with fans. A powerful six-cylinder engine was the base and the GT received a 300 horsepower 4.6-liter engine hooked to a five-speed manual or a four-speed automatic overdrive transmission.

The new revised body design remained essentially the same until 2009 when the front and rear fascias were changed slightly. The big change comes for the new 2011 Mustang with a drastically improved engine, designed to compete with the Camaro and Challenger. The base six-cylinder is now developing 305 horsepower so it has the same performance as the previous GT V8. The GT is running a new 5.0-liter engine that is producing 412 horsepower and is currently the most powerful normally aspirated engine ever installed in a Mustang. The new GT looks great, drives fast, handles superbly and is priced right.

When the new Mustangs were released Wilwood was busy designing brake improvement kits for high performance street action and track use. The Superlite 6R Big Brake Front Brake Kit, part number 140-9109, will improve the new Mustang’s stopping ability. The kit features Forged Billet Superlite six-piston calipers in red or black finish and they work with 13.06-inch rotors in slotted or drilled and slotted styles. The same kit is also available with a 14-inch rotor and it is part number 140-9110. Wilwood also offers the W6A Big Brake Front Brake Kit, part number 140-10830, a powerful brake system. This kit features the huge W6AR six-piston calipers in red or black finish and they work with the large 14-inch rotors that are available in slotted or drilled and slotted styles. Enthusiasts who are drag racing the new Mustangs, especially the 2011, will want the lightweight Dynapro Radial Front Drag Brake Kit, part number 140-10542. The kit features Forged Billet Dynapro calipers in black squeezing against 11.75-inch rotors. Wilwood also offers several rear brake kits starting with the Forged Dynalite Rear Parking Brake Kit, part number 140-9228. This kit features Forged Billet Dynalite four-piston calipers in red or black finish and they work with the 12.19-inch rotors in standard or drilled and slotted styles. The rotors are designed to work with Wilwood’s internal drum parking brake system.

Wilwood also offers the Superlite 4R Big Brake Rear Parking Brake Kit, part number 140-9221. This kit features Forged Billet Superlite four-piston calipers in red or black finish and they work with the 12.88-inch rotors with an aluminum hat that works with Wilwood’s internal drum parking brake mechanism. If you are running a W6A front brake kit you will probably want to complete the system with a W4A Big Brake Rear Parking Brake Kit, part number 140-10950. The kit features W4A four-piston calipers in red or black finish and they are used with 14-inch rotors in a slotted or drilled and slotted style. The rotors are designed to work with Wilwood’s internal drum parking brake system. Wilwood also offers a Combination Parking Brake Caliper Rear Brake Kit, part number 140-10159. The kit features a 12.88-inch rotor in a slotted or drilled and slotted design.