Disc Brake Kit, 5 On 4-3/4 Chevy, E-Brake, Long Spline, HD

OVERVIEW

Upgrading your classic air-cooled Volkswagen''s stopping power is the single most important safety modification you can make, especially when you are increasing horsepower or carrying extra weight. This EMPI Heavy Duty Rear Disc Brake Kit is engineered to provide modern, reliable braking performance while allowing you to run the iconic 5 on 4-3/4 inch Chevy bolt pattern. Unlike standard kits that use flimsy stamped brackets, this HD version features heavy-duty forged caliper brackets. These forged components offer superior rigidity, ensuring that your calipers remain perfectly aligned under heavy braking loads, which eliminates "spongy" pedal feel and prevents uneven pad wear. Whether you are building a high-performance street machine, a Cal-Look cruiser, or a rugged weekend warrior, this kit provides the thermal stability and clamping force that old-fashioned drums simply cannot match.

This comprehensive kit is designed specifically for "Long Spline" applications, making it a perfect match for 1968 Swing Axle rear ends and 1968 through 1974 IRS (Independent Rear Suspension) setups. One of the standout features of this package is the integrated emergency brake functionality. Many aftermarket disc conversions force you to sacrifice your parking brake, but this EMPI kit includes specialized calipers with mechanical e-brake levers and the necessary cables to keep your VW street-legal and safe when parked on an incline. The "Long Spline" designation refers to the depth of the rotor hat and the length of the splined area where it mates to the stub axle, ensuring a precision fit for the specific transition years of the Type 1 chassis. By moving to a disc setup, you significantly reduce brake fade during spirited driving and simplify your maintenance routine, as pad swaps are far faster than adjusting traditional brake shoes.

FITMENT

• Volkswagen Type 1 Beetle (Sedan & Convertible): 1968 - 1974
• Volkswagen Type 1 Karmann Ghia: 1968 - 1974
• Rear End Configuration: 1968 Swing Axle (Long Spline)
• Rear End Configuration: 1968 - 1974 IRS (Independent Rear Suspension)
• Wheel Pattern: 5 on 4-3/4 Inch (Standard Chevy Bolt Pattern)
• Note: Specifically for "Long Spline" axles; please verify your axle length before ordering.

SPECS

• Product Brand: EMPI
• Part Number: 22-2913-F
• Rotor Material: High-quality cast iron for optimal heat dissipation.
• Bracket Construction: Heavy-Duty Forged Steel (High Strength).
• Bolt Pattern: 5 on 4-3/4" (Chevy) with 12mm-1.5 threaded holes.
• Caliper Type: Single-piston floating calipers with integrated mechanical emergency brake.
• Spline Depth: Long Spline (standard for 1968+ Type 1).
• Kit Includes: 2x Rotors, 2x Calipers, 1x Set of Brake Pads, 2x Forged Mounting Brackets, 2x E-Brake Cables, and necessary mounting hardware.
• Shipping Weight: Approximately 60 lbs.
• Finish: Raw cast rotors with zinc-plated or painted hardware for corrosion resistance.

PRO TIPS

1. The Critical 36mm Axle Nut Torque

When installing these rear rotors, the most common mistake is under-torquing the 36mm rear axle nut. For a long-spline setup, you must ensure the rotor is fully seated against the spacer or bearing carrier. We recommend torquing the axle nut to a minimum of 250 lb-ft. If the cotter pin hole doesn''t line up, always tighten further rather than loosening to find the hole. A loose axle nut will quickly destroy the splines on your brand-new rotors and can lead to catastrophic failure of the stub axle. Always use a new cotter pin and check the torque again after the first 50 miles of driving.

2. Master Cylinder Compatibility and Residual Valves

When switching from drum brakes to disc brakes, you are changing the volume of fluid required to move the pistons. If you are running discs on all four corners, you should strongly consider upgrading to a larger 20.6mm or 19mm master cylinder to maintain a firm pedal. Additionally, because disc brake calipers do not require the "residual pressure" that drum brake wheel cylinders need to keep the shoes close to the drum, you may need to remove any 10-lb residual pressure valves from your rear brake lines. Failure to do so can cause the pads to drag against the rotors, leading to overheating and premature wear.

3. Proper E-Brake Cable Adjustment

Setting up the emergency brake cables requires a specific sequence to ensure the calipers self-adjust correctly. Before connecting the cables at the handle, pump the brake pedal several times to set the piston position and ensure the pads are seated against the rotor. Only then should you hook up the e-brake cables. Adjust the cables so there is a tiny bit of slack when the handle is down; if the cables are too tight, the internal self-adjusting mechanism inside the caliper will not function properly, which can lead to a "low" brake pedal or an ineffective parking brake. Always lubricate the cable pathways where they exit the chassis tubes to prevent binding.