Our Project Thunder, along with other Expeditions, touts just under a lofty 8000-lb-maximum towing capacity, and that's a lot for descending a 14-percent grade at 60 mph towing boats or dirt bikes and carrying associated gear. Conditions like these can cook brake systems in short order, something we don't want to see happen with the Thunder.
Reviewing the project steps we've taken thus far: Part 1 brought about a K&N filter, Borla cat-back exhaust, OZ Racing S/T Wheels, and Toyo Proxes tires; in Part 2, we focused on giving the big Expedition better handling by adding Eibach springs, Tokico Trekmaster R/T shocks, Hotchkis anti-roll bars, and offering the V-8 more grunt with JBA Shorty Headers and a new K&N FIPK2 intake; Part 3, power was the focus when Paxton was contracted to install its supercharger kit and tune the engine and related electronics. Now, in Part 4, we're faced with making the monster stop.
In stock configuration, our Thunder made 60-0 mph in 141 ft. The addition of larger Toyo tires helped it stop 3 ft sooner at 138. But we knew that any vehicle should stop as impressively as it moves--over and over and over.
To give its brakes the necessary grip, we turned to StopTech in Torrance, California. As if fate brought Truck Trend and StopTech together, the company had been planning to develop a six-piston caliper, two-wheel-drive front-brake system for Expeditions to complement its four-wheel-drive kit.
"Our systems are designed to withstand 950°, while the OEs are required to withstand only 750°," says Steve Ruiz, StopTech engineer. StopTech's four-wheel-drive Expedition kit pulled its test Ford 60-0 mph in just 122 ft. In comparison, a Truck Trend test (Feb. '01) of a stock Expedition 4x4 came in at 142.
To demonstrate brake differences between StopTech and Ford, Ruiz joined us at the track with the Thunder and installed new brakes from Ford. This is where the lesson in brake technology comes in.