Hopper Stoppers Catalogue BRAKES

CONTENTS
Welcome to Hoppers Stoppers Brake Upgrade Systems
OUR MORE COMMON KITS ARE SHOWN BELOW, WE DO OVER 150

DIFFERENT DESIGNS, CONTACT US TO SEE IF WE DO ONE FOR YOU
Front Brake Upgrade Kit some of our popular kits are shown below
HOLDEN
Commodore VB to VP 300mm and 330
Commodore VR to VS 300mm and 330
Holden HK to WB 300mm and 330
HR - Torana LC to UC 290mm and 330
Gemini TX to TG 300mm
FORD
Falcon XW to XF 300mm and 330
Cortina TE to TF 290mm
Cortina TC to TD 290mm
Escort MK1 and 2 290mm
Cortina/ Capri MK 1 & 2 300mm
Mustang II USA market 280mm /300mm/330mm
Customline 55 to 59 300mm
CHEV
Full Size 55 to 69 300mm and 330
Camaro/Firebird family 67 to 70 300mm and 330
Corvette C4 84 to 88 310mm and 330
VALIANT/MITSUBISHI
Valiant All with disc stubs 300mm and 330
Sigma GH to GK 300mm
Centura 6 cyl 300mm
MAZDA
RX2 / CAPELLA / RX3 / RX4 / 929 / RX7 290mm
STREET ROD
Ford genuine spindles 37 to 48 300mm
Reproduction spindles Rodtech /Rodcity (advise) 300mm
Hoppers Stoppers WEF August 2007

WELCOME TO HOPPERS
STOPPERS BRAKE UPGRADE
SYSTEMS
It’s a catchy name,
but when told that
our beginnings were
simply to service car
brakes in the
Hoppers Crossing
area (Vic), it makes
sense how we have
grown.
Founded by Peter
Koning in 1990, local demand soon had the business expanding. Having a long
history in hot rodding and qualifications in Mechanical Engineering, it wasn’t long
before more than a few interesting rods, customs and restorations came through the
workshop. Soon, Hoppers Stoppers was the “place” to have your collectible car fixed,
be it a simple service or full restoration. Old car brakes were always in demand and
quite a few modified cars were fitted with bigger brakes; at least whatever was
available at the time.
In the late 90’s, new cars began to use separate rotor/hub designs and with PBR
going to twin piston calipers on larger 300mm rotors with the VT introduction, a
range of adaptable brakes became available at affordable prices.
Today, many locally built cars use similar large PBR systems, offering us the ability
to engineer modern, available and economical upgrades for most popular cars.

Hubs and Rotors
New cars mount their separate disc rotors
via a sealed bearing throw away type hub.
Older cars used replaceable and greaseable
taper roller bearings, usually all in one
piece rotor casting.
By combining the inside profile of a
taper roller arrangement with the outer profile
to carry the later rotor, we have a means
to attach the modern disc onto the older
car stub axle/spindle.
These hubs are CNC Machined from high
quality K1045 steel and usually use regular
Holden or Ford Genuine wheel studs, bearing
sets, seals and grease caps.
_____________________________________________________________________
Calipers and Brackets

PBR twin piston calipers are usually
Adapted to the original stub axle via
laser cut steel plates, adapter blocks
and spacers or sometimes straight onto
the existing flanges.
Standard pads, rotors and rebuild
kits will therefore always be available.
Hoppers Stoppers offer you a quality
brake upgrade kit as a bolt on package
for your performance car.
Now you can make that car stop
as well as it goes.
Designs for our regular production kits
are shown on the following pages
with specifications and special
requirements for master cylinders included.
Our product range is continually being reviewed.
Contact us for your special needs.

Disc Rotors
Most Hoppers Stoppers Kits use quality

Australian Made DBA Disc Rotors.
High Quality Disc Brakes Australian
Rotors are offered in standard (smooth),
slotted (grooved), and drilled and slotted
(gold) styles.
Some kits use rotors bought blank, then
drilled by us to the applicable (non-
standard) pattern.
These are available as spare parts if
necessary.
Brake Pads
All kits use Australian Made PBR

Calipers and their associated pads.
We use and recommend Bendix Pads,
available in street and competition
compounds which can be bought at all
good car part outlets.
Engineering Appraisal
Hoppers Stoppers regular upgrades are reviewed by a registration authority VASS
approved engineer. This ensures that the product is safe for installation on your
vehicle. You should contact us for advice on compatible master cylinder/booster and
rear brakes and where required; due to power train changes, have the finished
combination inspected by an approved VASS engineer.
As many types of friction materials, wheels, tyres and weights are possible, all final
combinations should be carefully tested to ensure good brake balance.
See the "do's and dont's" section for details on fine-tuning brakes.

Special Stud Patterns
The flexibility of Hoppers Stoppers designs allows options such as

non-standard stud pattern on special order at extra cost.
Wheel Sizes
300mm (12-inch) rotor kits usually require minimum 15-inch wheels, and
330mm (13-inch) kits usually need 17-inch although some 16-inch may fit.
One off Designs
The versatility of the “rotor on hub” design allows some adaptability to

unusual custom designs on special order at extra cost.
Contact us to see if we are able to do a special kit for your rare car.
Ancillary
Many conversions will require larger bore master cylinders, different

boosters, wheel cylinders, proportioning valves and associated pipe-fittings
and hoses. Any special requirements are shown for each design.
Contact us for prices for these parts.

HOPPERS STOPPERS
300mm KIT TO SUIT VB – VP COMMODORE
Included in Kit:
 Pair 300 mm Disc Rotors and Twin Piston Calipers
 Set Semi – Metallic Brake Pads
 Pair Conversion hubs made from K1045 Billet steel fitted with bearing
cups and wheel studs
 Pair custom Brake Hoses and copper washers
 Full Fitting Instructions
You need to have at least 15" rims to fit this conversion. We also suggest a 1" bore
Master Cylinder (Turbos and later V8 Commodores have these as standard).
Priced from $840 Smooth, $940 Slotted, $990 Drilled and Slotted.

HOPPERS STOPPERS
300mm KIT TO SUIT VR/VS COMMODORE
Included in Kit:
You need to have at least 15" rims to fit this conversion.

For VR, we also suggest a 1" bore Master Cylinder.
For VS, the standard 7/8 Master Cylinder still retains suitable pedal feel.

HOPPERS STOPPERS
330mm KIT TO SUIT VB – VS COMMODORE

Included in Kit:
 Pair of Huge 330mm Disc Rotors
 Pair of Twin Piston Lightweight Alloy Calipers
 Set Heavy Duty Brake Pads
 Caliper mount kit with bolts
 Pair custom Brake Hoses & copper washers
 Polished Calipers, Braided Hoses and Rear Brakes optional.
You need at least 17" rims for this conversion and also a 1" bore Master Cylinder if
not already fitted.
Priced from $1300 Smooth, $1400 Slotted, $1500 Drilled and Slotted
Red, Yellow or Black calipers and DBA5000 rotors optional

HOPPERS STOPPERS
EARLY HOLDENS – HK to WB
Included in Kit:
 Caliper mount kit with Bolts

HOPPERS STOPPERS
330mm for EARLY HOLDENS – HK to WB – and Torana

Included in Kit:

HOPPERS STOPPERS
TORANA’S – LC to UC and HR STD DISC stubs

Included in Kit:
 Full Fitting Instructions This kit bolts onto disc stubs, no mods!

HOPPERS STOPPERS
CHEVROLET – Full-size 1955 – 1970

Included in Kit:
 Caliper mount kit
 Pair wheel bearing sets & Grease caps
 Pair Rear Wheel Cylinders

HOPPERS STOPPERS
FALCONS -XW to XF also Mustang 67 to 72

Included in Kit:

HOPPERS STOPPERS
FALCONS -XK to XT also MUSTANG 64 to 66

and COMPACT FAIRLANE WITH DRUM STUBS
Included in Kit:
Priced from $1200 Smooth, $1300 Slotted, $1350 Drilled and
Slotted.

HOPPERS STOPPERS
330mm for FALCONS -XW to XF and Mustang 67-72

Included in Kit:
 Pair custom Braided Brake Hoses and copper washers

HOPPERS STOPPERS
VALIANTS - All with Disc Stubs

Included in Kit:
View of hub and adapter bracket, prior to fitting of rotor and caliper.

HOPPERS STOPPERS
310mm and 330 mm KIT

TO SUIT 84 – 88 CORVETTE GT40 REPLICA’S
Included in Kit:
 Pair of Huge 310mm or 330 Disc Rotors
 Pair of Twin Piston Lightweight Alloy Calipers
 Set Heavy Duty Brake Pads
 Pair custom Brake Hoses & copper washers
You need at least 16" rims for 315 and 17inch for 330mm for this conversion.
Priced From $1600 Smooth, $1700 Slotted, $1800 Drilled and Slotted.

HOPPERS STOPPERS
CORTINA
TE-TF (4 & 6 Cylinder) TC/TD is similar.
Included in Kit:
 Pair 290 mm Disc Rotors and Pair Twin Piston Calipers
 Set Semi – Metallic Brake Pads and Caliper mount kit
You need to have at least 15" rims to fit this conversion and you must fit a 1" bore
Master cylinder to obtain the best pedal feel.
Please consult us for advice for your application.
Priced from $1200 in Ford 5-Stud Pattern ( 4 STUD ADD $50 )
Compare original rotor with our big brake kit.

HOPPERS STOPPERS
CAMARO 1967 - 1970

Big Brake Kit to convert your Early Camaro Drum Brake Stub Axles to
300mm Brakes with Chevrolet Pattern Hubs.
Note –fits your existing drum brake or disc stub axles with changes to spacers
Included in Kit:
 Pair 300 mm Disc Rotors and Pair Modified Twin Piston Calipers
cups and Genuine Holden wheel studs
Priced from $1200 Smooth, $1300 slotted, $1350 Drilled and Slotted.
NOTE THIS KIT NOW USES BA ROTORS DRILLED

FROM BLANKS IN CHEV PATTERN AND AU3
CALIPERS, TRACK CHANGE NOW ONLY 10MM
OVER ORIGINAL DRUM OFFSETS AND IS SET IN
RELATIVE TO GENUINE DISC STUBS

HOPPERS STOPPERS
300mm KIT TO SUIT GEMINI – TX-TG

Included in Kit:
cups and Genuine Holden wheel studs
Priced from $840 in Commodore Pattern (5 Stud)

Priced from $870 in Gemini Pattern (4 Stud)

HOPPERS STOPPERS
MAZDA RX2 / 3 / 4 / 7 & 929 808/1300 family

Included in Kit:
 Caliper mount kit with rings, spacers and fasteners
cups and Ford Pattern wheel studs
Please consult us for advice for your application
Priced from $1200 in Ford 5-Stud Pattern (4 stud ADD$50)

HOPPERS STOPPERS
290mm KIT TO SUIT CORTINA MK 1&2

FORD ESCORT AND CAPRI
Included in Kit:
Priced from$1200 in Ford Pattern (5 Stud) 4 STUD ADD$50

HOPPERS STOPPERS
55 – 59 Ford Customline
Included in Kit:
cups and Genuine wheel studs

 Priced from $1300 Smooth, $1400 slotted, $1450 Drilled and
Slotted.

HOPPERS STOPPERS
Ford 37 – 48 Street Rod Spindles

Included in Kit:
 Pair 290 or300 mm Disc Rotors and Twin Piston Calipers
cups and Genuine wheel studs
Priced from $1200 on repro spindles

$1300 on genuine spindles (special hubs and bearings)

HOPPERS STOPPERS
Mustang II spindles 12” (300mm)

Twin Piston C4 Calipers
Included in Kit:
 Pair 12” (300 mm) DBA Disc Rotors
 Twin Piston C4 Corvette Loaded Calipers
 Caliper mount kit with all bolts
 Pair hubs made from K1045 Billet steel fitted with bearing cups,
wheel studs, bearing rollers and seals
Priced from $1300

HOPPERS STOPPERS
Mustang II spindles 13” (330mm)

Twin Piston C5 Calipers
Included in Kit:
 Pair 13” (330 mm) DBA Disc Rotors
 Twin Piston C5 Corvette Loaded Calipers
 Caliper mount kit with all bolts
 Pair hubs made from K1045 Billet steel fitted with bearing cups,
wheel studs, bearing rollers and seals
Priced from $1600

HOPPERS STOPPERS
TOYOTA COROLLA CELICA AND CORONA

EARLY STRUT TYPE (various types- ask for details)
Included in Kit:
 Caliper mount kit with rings, spacers and fasteners
cups and Ford Pattern wheel studs
Please consult us for advice for your application
Priced from $1200 in Ford 5-Stud Pattern

ADD $50 FOR 4 STUD

HOPPERS STOPPERS
280 or 315 mm UNIVERSAL “WELD ON” REAR UPGRADE

Included in Kit:
 Pair 280 by 20 or 315 mm by 18 ventilated Disc Rotors
 Camaro cross pull Caliper assembly with handbrake
 Weld on bracket
 Stud Pattern as required.
Priced $1300 smooth, $1400 slotted, $1450 drilled / slotted

HOPPERS STOPPERS
300 mm “BOLT ON” REAR UPGRADE

For 8 inch 9 inch and Holden Rear differentials
Included in Kit:
 Pair 300 by 20mm Ventilated Disc Rotors
 Camaro cross pull Caliper assembly with handbrake
 Bolt on bracket
 Stud Pattern as required.
Priced $1300 smooth, $1400 slotted, $1450 drilled / slotted

HOPPERS STOPPERS
Boosters and Master Cylinders
7 inch dual diaphragm Chrome booster $250

7 inch dual diaphragm Gold Zinc Booster $200
HQ or XB 1 inch master cylinders $220

Chrome 1 inch master cylinders POA
Booster and master cylinder kits with adapter brackets and clevis incl
hoses and fittings from $620 to suit Mustang Chev 55-58, Camaro,
Call for details
Adjustable prop valve $280 Vacuum Pump kit $800

HQ 150psi Prop valve $180 Residual valves and vacuum
Valves POA

The Basics of Brakes put simply – BRAKES MAKE HEAT!!
To accelerate your car, you burn fuel and the heat energy accelerates the mass of the
vehicle. Brakes reverse that process. By applying your brakes, you are converting
kinetic energy into heat, pure and simple, a straight thermodynamic conversion. The
amount of heat to be absorbed (and therefore dissipated) by the brakes is a function of
the velocity of the car, the amount it weighs and the rate of deceleration.
Acceleration/Deceleration are mathematically “square functions”, meaning to stop
twice as hard takes four times as much effort, generates four times as much heat and
wears out the brakes four times as quickly. Stopping four times as hard requires 16
times and so on.
It therefore follows that a big heavy vehicle stopping quickly from high speed requires
large heat absorbing capability and the ability to dissipate that heat to the atmosphere.
Brake Pads and Disc Rotors make the heat that stops the car
Brake Pads are manufactured from fibres, metals and binders chosen for their friction
properties. Essentially, all heat the pads generate has to be passed into the disc rotor.
The pad itself has to be able to handle the extreme heat generated but it is not
expected to do much towards dissipating the heat, as its all done by the disc rotor.
A larger pad surface area is required for reducing the specific heat load; a very small
pad would become extremely hot, even if running against a large rotor. It therefore
follows that the key to stopping a heavy car is good ability to absorb and then
dissipate heat before being called upon to do it all again. If the system is not
sufficiently cooled, fade will occur. The type and quality of the cast iron, the design of
the internal cooling vents and the surface friction characteristics of the rotor all have
an influence.
Calipers make the forces to push the pads onto the disc. Hydraulic pressure from the
master cylinder is converted to force on the pistons and act on the pads to apply
friction to the rotors.
Replacing a single piston caliper with a four small piston with the same size pads will
have only a small effect. However when fitting a larger rotor, you can get the best
from them by having a larger pad; but applying a greater force via a single piston can
cause the pad to bend in the middle. Therefore the recent trend to twin piston/four
piston calipers which allow greater force and more even loads on the pad.
Master Cylinders Make Pressure

To apply a hydraulic fluid pressure to the brake calipers, we use a master cylinder, in
essence small pistons connected to your brake pedal, which generates fluid “pressure”
according to the force applied to it and the area of the piston by the formula.
Pressure = Force
Area
Therefore a smaller piston generates a greater pressure. However there is a lot of

elasticity in a brake system and so master cylinder piston diameters are sized
according to pedal travel constraints as much as pressure requirements.
A small piston may give nice high pressure and thus reduced efforts, but at the
expense of excessive pedal travel. Master cylinder bore sizes are always a balancing
game between fluid pressures and pedal travel. Everything has to be balanced
including front to rear.

Pedal Ratios and Brake Pedal Leverage
Brake Pedal leverage ratios affect pedal effort, the greater ratio giving the greater
force on the master cylinder, but once again the trade off is increased pedal travel.
Ratios range from 5-1 up to 7-1. Physical size as well as ratio does come into it. The
free play in every system means that the push rod must move a small distance before
the brakes begin to apply, therefore a reasonable length from push rod to pivot must
be used. A very short pedal length with a good ratio of 5-1 will still move a long way
before taking up the slack. In the end, you have to balance getting the pedal position
comfortable, the ratios and sizes correct, and still fit the assembly to the car. Car
companies rarely make mistakes so if not sure, see how they do it.
Brake Systems for Modified cars

Whenever fitting larger brakes, you have to balance master cylinder, caliper and
wheel cylinder hydraulic sizes. Small cars usually have small-bore master cylinders
(Eg. 13/16-inch and 7/8-inch etc.) and matching small bore calipers and wheel
cylinders. Larger cars are usually 1-inch to 1.1/8-inch. Fitting big calipers and rotors
to your small car will necessitate fitting a matched bigger bore master and maybe
booster, otherwise the car will actually stop with less pedal effort but will have
excessive pedal travel. Once again, a good rule of thumb is to see what the car
companies do and use matched sets, master, calipers etc. all off the same model or at
least of the same bore sizes.
Mixing and Matching Parts
Modified cars are often concoctions of different sources of parts, with one brand of
master cylinder with a different brand of booster and so on. Sometimes they appear to
bolt straight together but looks can be deceiving.
You must ensure that the output push rod at the booster is correctly set to the master
cylinder so that there is no free play, but also that the seals within the master are fully
returned past their ports so that the brakes will release. The push rod may need
lengthening or shortening to suit. As little as 1mm will make a big difference to initial
pedal take up travel. The booster input shaft should not be preloaded but should have
minimum free play too. On disc brakes, you can check that the master cylinder is not
over adjusted by opening a brake bleeder. It should drip under gravity if all the ports
are unobstructed. If not, the brakes will drag, get hot and lock on.
Brake Boosters
Brake Vacuum Boosters act by using atmospheric air to assist the force on the master
cylinder. When not in use, both sides of the diaphragm are under vacuum from the
engine. When applied, the central valve closes and the valve closest to the firewall
opens allowing a shot of air in to push on the diaphragm.
Generally, and particularly on heavy cars, disc brakes will require boosting or pedal
pressures will be too high. Lighter cars or older types with high friction asbestos type
pads were used but with still high pedal efforts.

Drum brakes are often self-energising, that is the rotation of the drum acts to pull the
shoes on harder. Most modern cars with rear drums are boosted to all four wheels,
however if using a single VH40 remote booster, you can compensate for not having a
rear booster by fitting larger rear wheel cylinder sizes (Eg. go from 7/8 to 1.1/8 bore
for higher forces on the rear shoes), and so on.
Conversely, if your car suffers from rear brake lock up, you can consider smaller bore
wheel cylinders. When mixing large rear/small front tyres, the same applies. If space
constraints mean remote boosters are needed and you have four wheel disc brakes,
then two remote boosters will be needed with the accompanying cost and piping.
Brake Hoses
ADR 7 requires that automotive brake hoses be fully fatigue tested, manufactured in a
way that they cannot be taken apart and pressure tested to 3000 PSI (20,000 KPA).
Amongst other things, stainless braided hoses swell less under pressure, particularly
when hot, giving better pedal feel, but the types which are assembled at home and not
pressure tested are not street legal.
Brake Piping
Most automotive brake piping is 3/16-inch O/D or ¼-inch O/D plated steel seamless
tube with doubles flares or ball flares (drill point seats). Under no circumstances make
automotive brake lines with singles flares. Copper lines are unsuitable due to fatigue
hardening. All approved automotive brake fluid connections are based on positive
compression seals, flares, flat copper sealing washers and lately, positive o-ring quick
connect seals. No new car was ever produced with a taper thread fitting (ie. needing
sealing compound or Teflon tape). Some aftermarket calipers are sold with taper
thread connections and their acceptability with ADR’s is therefore debatable. Check
every connection for brake fluid leaks before driving the car.
Proportioning Valves
A well-designed brake system should always lock the front first. If the rear wheels
lock, the car will spin around. The purpose of rear proportioning valves is to ensure
that line pressure cannot rise to the point of rear lock up. Up to that point, front and
rear line pressures are usually the same. A proportioning valve is not a band-aid for a
badly balanced system.

Handy Hints – Do’s and Dont’s
1. Don’t mix up calipers, left to right, bleeders always go to the top to get the air out
(some older European and English cars were built to be bled backwards, making it
hard to do at home). Modern cars always bleed air at the top.
2. When trouble shooting a soft pedal, clamp all hoses, taking the clamps off one at a
time until you find where the softness is coming from. If you still have a problem
with all lines clamped, then the master cylinder is the cause. If the pedal goes
hard, it is fine. Sometimes the hose itself can be swelling.
3. New brake pads running on worn/tapered discs will cause softness until they wear
to match and the springiness goes away. Machine discs when fitting new pads.
4. It is well proven that undersized discs do not cool well and warp quickly. Do not
use when below minimum for safety and legal reasons.
5. Check master cylinders for residual valves when converting to discs. These valves
are meant to stop air sucking past wheel cylinder cups but will make discs drag.
Early American Corvette calipers can suck air and therefore need light pressure,
special residual valves, all modern calipers are fine with none. If not sure, do the
dripping bleeder test.
6. Never get any hydrocarbons, oil, kerosene, petrol etc. near brake parts – brakes
use special rubbers, which swell dramatically when contacted by hydrocarbons.
Wash brake parts in Methylated Spirits or Brake Clean Fluid and lubricate with
brake rubber lubricant (silicon based), or brake fluid during assembly.
7. Fitting new seals to used master and slave cylinders is not always successful. Bore
wear, scratches and corrosion usually mean reduced life of rebuilds. Buy a new
assembly or have yours stainless sleeved if necessary.
8. Cheap brake pads are a false economy; they wear quickly and do not stop as well.
9. A reaction disc is a small rubber disc which lives under the head of the booster
output push rod. If this is lost, the brakes will be nearly uncontrollable with
stopping proportional to pedal position, not pedal effort, sending you through the
windscreen at the lightest touch.
10. With all modified systems, check everything for clearance, through all suspension
travel and lock to lock, particularly brake hoses and calipers versus cross members
and sway bars etc. on lock.
11. When converting a four-wheel drum type car to front discs (retaining original rear
brakes), it is necessary to fit smaller rear wheel cylinders to reduce rear brake
effort, as the front discs are not self-energising.
12. If not sure, seek the advice of an expert.

Hopper Stoppers Catalogue BRAKES

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CONTENTS

Welcome to Hoppers Stoppers Brake Upgrade Systems

OUR MORE COMMON KITS ARE SHOWN BELOW, WE DO OVER 150

Hoppers Stoppers WEF August 2007

Hoppers Stoppers WEF August 2007

Calipers and Brackets

Hoppers Stoppers WEF August 2007

Most Hoppers Stoppers Kits use quality

All kits use Australian Made PBR

Hoppers Stoppers WEF August 2007

The flexibility of Hoppers Stoppers designs allows options such as

One off Designs

The versatility of the “rotor on hub” design allows some adaptability to

Many conversions will require larger bore master cylinders, different

Hoppers Stoppers WEF August 2007

300mm KIT TO SUIT VB – VP COMMODORE

Hoppers Stoppers WEF August 2007

300mm KIT TO SUIT VR/VS COMMODORE

You need to have at least 15" rims to fit this conversion.

Hoppers Stoppers WEF August 2007

330mm KIT TO SUIT VB – VS COMMODORE

Red, Yellow or Black calipers and DBA5000 rotors optional

Hoppers Stoppers WEF August 2007

Hoppers Stoppers WEF August 2007

330mm for EARLY HOLDENS – HK to WB – and Torana

Hoppers Stoppers WEF August 2007

TORANA’S – LC to UC and HR STD DISC stubs

Hoppers Stoppers WEF August 2007

CHEVROLET – Full-size 1955 – 1970

Hoppers Stoppers WEF August 2007

FALCONS -XW to XF also Mustang 67 to 72

Hoppers Stoppers WEF August 2007

FALCONS -XK to XT also MUSTANG 64 to 66

Hoppers Stoppers WEF August 2007

330mm for FALCONS -XW to XF and Mustang 67-72

Hoppers Stoppers WEF August 2007

VALIANTS - All with Disc Stubs

Hoppers Stoppers WEF August 2007

310mm and 330 mm KIT

Hoppers Stoppers WEF August 2007

Priced from $1200 in Ford 5-Stud Pattern ( 4 STUD ADD $50 )

Compare original rotor with our big brake kit.

Hoppers Stoppers WEF August 2007

CAMARO 1967 - 1970

NOTE THIS KIT NOW USES BA ROTORS DRILLED

Hoppers Stoppers WEF August 2007

300mm KIT TO SUIT GEMINI – TX-TG

Priced from $840 in Commodore Pattern (5 Stud)

Hoppers Stoppers WEF August 2007

MAZDA RX2 / 3 / 4 / 7 & 929 808/1300 family

Priced from $1200 in Ford 5-Stud Pattern (4 stud ADD$50)

Hoppers Stoppers WEF August 2007

290mm KIT TO SUIT CORTINA MK 1&2

Priced from$1200 in Ford Pattern (5 Stud) 4 STUD ADD$50

Hoppers Stoppers WEF August 2007

Hoppers Stoppers WEF August 2007

Ford 37 – 48 Street Rod Spindles

Priced from $1200 on repro spindles

Hoppers Stoppers WEF August 2007

Mustang II spindles 12” (300mm)

Priced from $1300

Hoppers Stoppers WEF August 2007

Mustang II spindles 13” (330mm)