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6.0L Ford Excursion Discussion This forum is for topics relating to the excursion only.

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post #1 of 15 Old 04-17-2014, 12:10 PM Thread Starter
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BRAKING! BRAKING! BRAKING!

Hello everyone. I've been reading great content on bulletproofing, suspension, towing, tires, etc. But little discussion about braking.

SO. What's the best setup for braking with an Excursion?

For myself, I'm wanting to turn my '05 Excursion 6.0L into the ultimate towing monster. I'll be taking Cary's advice on suspension upgrades, doing a full bulletproof of my 6.0L PSD, and putting the best tires I can find.

Now to make some decisions on the brakes. There's got to be some significant improvements I can make. What are your thoughts?

John In Canada
2005 6.0L Excursion
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post #2 of 15 Old 04-17-2014, 12:13 PM
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I'm curious as well since I need new rotors and pads.
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post #3 of 15 Old 04-17-2014, 12:43 PM
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are you looking to stay with stock components? or if you want the biggest of the baddest SSBC makes a nice big brake kit for your truck


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post #4 of 15 Old 04-17-2014, 01:04 PM
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Quote:
Originally Posted by Raul@Stealth Automotive View Post
are you looking to stay with stock components? or if you want the biggest of the baddest SSBC makes a nice big brake kit for your truck
x² SSBC great products I have their rotors and brake pads

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post #5 of 15 Old 04-18-2014, 09:58 AM
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THE biggest AND baddest would be Wilwood brakes but you need 20" rims to make room for them. Braking performance is UNBELIEVABLE.


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post #6 of 15 Old 04-19-2014, 06:49 AM Thread Starter
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I'm currently wearing 18's on the truck. New tires and rims is a cost I'd like to avoid... Any suggestions that would fit in 18's?


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John In Canada
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post #7 of 15 Old 04-19-2014, 08:41 AM
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SSBC V8 calliper swill fit.


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SCT, no studs...yet, Dual OEM intake air filter housings, Banks intercooler & intake elbow, Banks exhaust system, Windrunner ported intake manifold, Bullet Proof Diesel remote oil cooler & thermostat, AirDog2 (plus a couple spares), Power steering filter (Amsoil dual-bypass), MagTec deep ATF pan, Electric oil pre-lub pump, Dakota Digital gauges.
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post #8 of 15 Old 04-19-2014, 09:42 PM Thread Starter
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Term3, are there any performance numbers that explain the SSBC? It's a hefty price to pay without some proof!


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post #9 of 15 Old 04-20-2014, 07:26 AM
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BRAKING! BRAKING! BRAKING!

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Originally Posted by JohnInCanada View Post
Term3, are there any performance numbers that explain the SSBC? It's a hefty price to pay without some proof!


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I know one guy that has SSBC V8 calibers and he found it made a big difference in stopping his big, lifted truck. It's basic physics, the more friction surface the better the stopping power. Keep in mind OEM rotors aren't up to the task, cryogenic treated, drilled are pretty much mandatory as the OEM rotors will warp.


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SCT, no studs...yet, Dual OEM intake air filter housings, Banks intercooler & intake elbow, Banks exhaust system, Windrunner ported intake manifold, Bullet Proof Diesel remote oil cooler & thermostat, AirDog2 (plus a couple spares), Power steering filter (Amsoil dual-bypass), MagTec deep ATF pan, Electric oil pre-lub pump, Dakota Digital gauges.

Last edited by Term3; 04-20-2014 at 07:30 AM.
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post #10 of 15 Old 04-29-2014, 11:32 AM
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Actually...pad size is not torque. Frictional force is pressure times Cf. In short; a larger pad does not make more braking "power"- pressure applied being equal. Think of standing on a scale with shoes that are to large: you weigh the same. That's force applied.

Larger pads become necessary when more or larger pistons are in play necessitating the load be applied over a greater area.

However changing a pad Cf from .38 to .55 would create a huge torque change even with the same pressure or area being used.


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Your one stop...for Wilwood brakes.

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