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Stop Action—Project #PureEvil preps for the 2019 season with TBM Brakes

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Written by Stephanie Davies

Photography by the Author

In an effort to prepare his Pure Evil Fox Mustang coupe for the 2019 NMRA season, Mike Washington enlisted the help of EB Custom Works in Ronkonkoma, New York, to get through a laundry list of upgrades. First was the addition of Team Z Motorsports torque boxes, before the Mustang received a Strange Engineering rear-end. Now, to provide plenty of stopping power in the shut down, TBM Brakes are on the menu.

Mike chose TBM Brakes with 5×4.5-inch hubs for the front (PN 001-0200). The company’s Ford Front Drag Racing Brake Kit features extremely lightweight construction, making it unsuitable for use with factory rear brakes. The kit includes F1 two-piston calipers, #85-compound track pads, and 10.75x.310-inch steel revolution rotors, as well as aluminum caliper mounting brackets and aluminum 5×4.5 hubs. It also includes Timken bearings, races, and seals along with wheel studs, and all necessary mounting hardware. In all, the kit weighs approximately 20 pounds.

Eric Bardekoff of EB Custom Works began by fastening the rotor to the backside of the hub using the supplied 5/16-18 hex bolts, tab washers, and thread locker. He torqued each bolt to 15 lb-ft.

In the rear, Mike selected a TBM Early Big Ford Ends kit (PN 001-0203A). It features F3 four-piston calipers, #85 compound track pads, and 11.50x.375-inch steel revolution rotors, as well as aluminum rotor hats, steel caliper mounting brackets, and all necessary mounting hardware. Washington also utilized TI60 titanium ½-inch wheel studs in place of the included TBM set.

Because Pure Evil has been at EB Custom Works having previous work done, the existing brake components were already removed. Shop owner Eric Bardekoff ensured that the spindle was clean before beginning the installation by assembling the hubs for the front brakes. Prior to installation, he cleaned the rotors and pads and scuffed the pads with 80-grit sandpaper. This allows them to seat to the rotor during break-in.

The kit included washers that feature two tabs, which were crimped to the bolt head to prevent loosening in the future.

Following the installation, Bardekoff connected the brake lines, checked for interference with any suspension or driveline components, and went through the process of bleeding the entire system while verifying proper caliper operation and release. Since TBM brake pads are pre-cured, the often-complicated bed-in procedure is virtually nonexistent.

You can check out some more highlights from the installation in the photos and captions below. And, to see what other upgrades Pure Evil is gaining, stay tuned to Race Pages Digital.

Sources

EB Custom Works

(516) 780-5039

www.EBCustomWorks.com

TBM Brakes

(805) 987-7867

www.TBMbrakes.com


Bardekoff gave the ½-inch wheel studs a coat of thread locker before threading them into the hub. He torqued each one to 60 lb-ft.

After greasing the wheels bearings he placed the rear bearing in the hub and installed the bearing seal.
After installing the hub assembly on the spindle, Bardekoff tightened the spindle nut. Installation of the cotter pin followed, along with the hub cap to seal grease. It is important to hold the pads against the caliper housing and spin the hub assembly to ensure that the rotor and brake pads don’t touch. Since TBM’s F1 is a “zero-drag” caliper, there should be no contact. If contact occurs, the caliper or bracket might require shimming to center the caliper over the rotor. After tightening the caliper to spec, he installed the brake pads.
Bardekoff mounted the caliper bracket to the spindle using the 3/8-16x.75-inch flat head cap screws, before the caliper was slid over the rotor and mounted to it. He tightened the 3/8-24 bolts, lock washers, and washers before checking horizontal and radial clearance between the rotor and caliper. After repeating this process on the other side, he attached the brake lines.
With the front brakes in place, Bardekoff moved on to install the rear brakes. With the axles in installed, he laid the supplied caliper bracket into place, before measuring the distance from the outside of the bearing to the axle flange.  
Using the supplied shims, Bardekoff adjusted to the correct thickness to ensure that the caliper bracket wouldn’t warp when tightening while maintaining firm pressure on the axle bearing so as not to allow movement. This is a critical step to ensure there is zero drag on the rear brake system. The brackets were then tightened. The rotors and pads had been previously cleaned and scuffed with 80-grit sandpaper to allow the pad to seat to the rotor during break-in.
After assembling the rear rotor, Bardekoff torqued the rotor and the hat to spec.
Before installing the caliper and pads he slide the rotors on. Finally, the brake lines were attached, before the whole process was repeated on the other side.
The finished product shows the rear TBM brakes in place and ready to roll. Pure Evil will be ready to stop at the end of every run this season

Mike Galimi
Mike Galimi
Mike Galimi is the Director of Content & Marketing at ProMedia Publishing and Events with nearly 20 years of experience in motorsport writing and photography.
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