1 of 16
Bryan Irons photos
2 of 16
Bryan Irons photos
Everything you need for up to 55% better braking power. Just add tools and a bottle of brake fluid. It’s probably time to change it anyway.
3 of 16
Bryan Irons photos
This is our unimpressive starting point. Although the factory used good components, they really are not up to the task of stopping this rig once a larger wheel and tire package are installed.
4 of 16
Bryan Irons photos
If your rig is equipped with ABS, make sure to carefully disconnect the cables to ensure they don’t get squished.
5 of 16
Bryan Irons photos
Aaron’s first task was to get the calipers off while Al and I looked for a big boy soda. Hang the caliper up as to not put tension on the line.
6 of 16
Bryan Irons photos
To get the rotors off, clean around the hubs with a wire brush. Blunt for trauma may need to be inflicted with a dead blow to persuade them off.
7 of 16
Bryan Irons photos
Hawk’s Quit Stop rotors are the same dimensionally to the factory piece, but it takes the loaded caliper to feel the difference in stopping power.
8 of 16
Bryan Irons photos
The big calipers do bolt to the stock locations, but trimming of the dust shield is required to get them to fit.
9 of 16
Bryan Irons photos
Make sure to file any sharp edges to keep you from bleeding all over the floor. This isn’t So-Cal, so a coat of paint on the bare steel is a must.
10 of 16
Bryan Irons photos
On final assembly, wipe the rotors down with a little brake cleaner to get any contaminants off of them.
11 of 16
Bryan Irons photos
Slide the new rotor on and slip the new loaded caliper over it and bolt it down. Make sure to use Hawks torque specs.
12 of 16
Bryan Irons photos
With everything bolted down, it’s time to disconnect the old brake line and using the supplied banjo bolt and copper washers, place them on the new caliper. We left this step until last to keep form draining all the brake fluid out of the lines and creating a mess.
13 of 16
Bryan Irons photos
While everything is out, take a look at the difference in size from the factory pieces to Hawk’s upgrade. With the extensive use of billet aluminum, the loaded calipers actually weight the same. The brake pads used in this setup are the same size as what’s in a C5 Corvette!
14 of 16
Bryan Irons photos
One side done, one to go.
15 of 16
Bryan Irons photos
With both sides mounted up, we’re ready to bleed the brakes. Consult your vehicles repair manual for the proper procedure in your case.
16 of 16
Bryan Irons photos
Put the wheels back on and torque them down. The break in procedure or “bedding in” of the pads is an important step outlined in Hawks great instructions. They are complete with pictures if you’re not one to follow directions.
Story and photos by Bryan Irons
Bench racing with our buddies normally involves bragging about the latest engine widget to get more power, or suspension doohickey that allows for exactly 197.3% more flex. If one of us started thumping our chest about a brake upgrade, he’d be the one to buy the next round as punishment. But why does it always seem that we think about our braking system when it’s too late?
Soon after putting a set of 315/70-17 (35-inch) Cooper AT3’s on our friends 2011 JK Rubicon Unlimited, it became apparent the stock braking system just wasn’t up to the task of bringing the big pig to a halt. The added mass of the tire and wheel combo along with the jump in overall diameter over stock showed the blatant inability for the factory components to do their job safely.
After getting tired of packing new shorts just to drive through rush hour traffic, Hawk came to the rescue with their new Performance Brake System. Rotors, Calipers, Pads and mounting hardware showed up before Al ran out of underwear. Most brake changes we have done require some adjustments and tinkering to the rest of the brake system to get them to work properly. With Hawks extensive testing and designing of these system, all you need is included in one box.
Billet aluminum three-piston Calipers provide the massive increase in brake and even distribution of the clamping force. This in turn equates to better stopping power and longer component life. Anodized and powder coated finishes as well as stainless steel pistons make this caliper one you won’t be replacing any time soon. The pads are of a special compound designed by Hawk for SUV’s and trucks, so long and consistent brake life can be expected. The Quiet Slot rotors are also a Hawk design that allows for gases created under braking to escape. Silent but deadly, and a stock replacement item too!
The simple install took less then two-hours and didn’t require any specialty tools. Al’s 13 year old son, Aaron, commanded the wrenches for us while we stood back and supervised. After a quick brake bleeding and bedding in of the pads, the job was officially done.
A few months later, Al reports that Hawks claim of 55% more braking power isn’t far off. Hauling the heavy rig down to a stop takes much less pedal effort. Off-road, the system is well balanced and does not try to grab or lock up prematurely. Go online or check with a local Hawk dealer for your application. After this install, I’m pretty sure the next time Al and I go bench racing, he’ll be buying the next round.
Hawk Performance - www.hawkperformance.com
Cooper Tires - ca.coopertire.com