I have a 64 Chevelle and was wanting to know if the disk off the front of a 82 Grand Prix would fit the Chevelle? If so would this be a simple swap or a pain in the ass? Also the grand prix is suppose to have a 327 in it that I'm going to put in the Chevelle how can I look up the numbers to make sure what this motor is?
'64 Chevelle would have drums from the factory, so there is no place to mount the caliper on the stock spindles. MIGHT be possible to swap the spindles.
Hopefully this link works.... http://www.mortec.com/ This should answer your identification question. You will probably have to get a HOLLANDER book to find out about the interchangeability of those two cars...
The easiest way is to utilize a stock disk brake set up from a stock set up as detailed below: Good advice. Stock Disc Spindles: GM was good at making things interchangeable, and the front spindles were no exception. There are several cars you can look for when searching for these spindles, and they are a direct swap onto any 64-72 Chevelle. You can find them on 67-72 GM A-bodies (Chevelle, Monte Carlo, El Camino, Skylark, GS, LeMans, GTO, Cutlass, 442). They were also used on GMs 67-69 F-body (Camaro, Firebird) and 68-74 X-body (Nova, Omega, Ventura, Apollo). 1967 was the first year for the factory disc brakes, and along with the 68s, they used the very rare four-piston calipers. These are very expensive to rebuild, and are worth much more to someone looking for correct 67-68 discs than to anyone just looking to stop well. For this reason, it is recommended to use the 69 and later single-piston calipers. The 11 discs are sufficient for stopping your Chevelle for ordinary type driving, but they will get hot and fade quickly if you do any road-course racing. S-10 and G-body Spindles: The brakes from 2-wheel-drive S-10s and S-15s and the G-bodies (Monte Carlo, Malibu, Regal, etc.) of the 80s are somewhat popular for converting drum brake Chevelles to discs. They are basically a direct swap, except for the lower ball-joint, which requires machining to fit the Chevelle lower A-arms. This swap is not recommended for heavy street-use, because the rotors are only 10 diameter. This is not sufficient to safely stop your heavy Chevelle in traffic. The drag racers like this swap, because the small rotors are light, and reduce rotating mass. Drag racing doesnt require heavy braking, so this is fine for this purpose. The conversion is simple, as you simply use the ball-joints, calipers, rotors, and tie-rod ends from the donor-car. Tall Spindles: This topic always creates controversy. Some guys love them, and others equate them to the anti-christ. There are positives and negatives, but overall its an affordable mild performance upgrade, with parts that are easy to find. The positive aspects of this spindle come from the option of upgrading to 12 rotors, and its height, which changes the geometry favorably by increasing negative camber gains in compression, giving the tires more bite to the pavement. The stock Chevelle spindles are 2 shorter, and actually create positive camber in compression, causing only the outer edge of the tire to bite the pavement. The negative effects from this spindle are spawned entirely from the steering arm location, which creates bump-steer issues much worse than the stock spindles. The length of the steering arm will also make your turning radius wider, and slow your turning ratio. These spindles will lower your car about 3/4 from stock, and widen your track-width, so larger backspacing wheels may be needed for fender clearance. Aftermarket upper control arms, or offset cross-shafts will be necessary for a proper alignment. The offset shafts are much cheaper, but some people have clearance issues with them, especially on big-block 64-67 Chevelles with headers. The choices for donors of tall spindles are determined by what size brakes you want, 11 or 12. The 73-77 Chevelles have a tall spindle that uses an 11 brake with a 4-3/4 bolt circle. 77-90 Caprice (civilian) sedans also had 11 rotors and 4-3/4 bolt circle, however the 77-90 Caprice police-package cars and station wagons, and all 91-96 caprices used 12 rotors and a 5 bolt circle. To adapt to a 4-3/4 bolt-circle, you can use the 1LE police package 89 Camaro rotors. The 77 model year spindles will not work because the outer bearing was smaller, and will not fit with the 1LE rotors, and the late-95 and all 96 spindles have a 5/8 lower ball-joint rather than a 9/16, so for this swap it is recommended that you use 78-94 Caprice 12 brake spindles. If you are doing this swap, its worth the extra money to upgrade to the 12 rotors because their larger size allows them to absorb more heat, the increased surface area helps to dissipate the heat more quickly, and the extra leverage allows more stopping power with less effort. The 12 B-body brakes are the largest brakes that will fit inside a 15 wheel. To adapt the B-body spindles, you use the B-body calipers, bearings, and ball-joints, G-body tie-rod ends, and the Camaro 1LE rotors. The lower ball joints need to be machined to fit the chevelle arms. The wheel studs are metric, so metric lug-nuts, or changing the studs will be necessary. This information is from " http://www.chevelles.com/ " a excellent source of information if you are working on a Chevelle. Canuck
Another excellent source of information for your needs would be to join www.chevytalk.com You can find out a lot of info there from those that have done it before you. Good luck.
Right on Redline. Did my 64 last year. 72 GTO spindles/rotors/calipers and 72 Chevelle booster and Master cylinder and combination valve. Master cylinder was upgraded to dual chamber, necessitating the later model booster. The 64 booster has the wrong length pushrod for a dual chamber master. Had to do a bit of playing with the rod from the brake pedal to booster. Check out the two web sites given for more info. Chevytalk is good, Chevelles is just Chevelles.
The Jalopy Journal
