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I get a lot of questions everyday regarding = 944 brake=20 conversions. I figured I'd put together an outline that covers the = fitment=20 of Porsche 944 brakes onto your T1's. This is by no means the = final word,=20 there is tons of info on the web. Your best bet is = www.germanlook.com or=20 www.SuperBeetlesOnly.com. I'll add pics as I get a chance. I use = many of=20 short forms (because I'm lazy), so this may help you = understand:
1302- Super beetle, straight windshield, 3-bolt = struts 1303 - Super beetle, curved windshield, 2-bolt = struts BJ- Ball Joint, 66+ T1's IRS- Independent rear suspension, in reference to = 69+ T1's=20 (North America). LP- Link pin, reference to front suspension 65- = T1's. KG- Karmann Ghia MC - Master cylinder NA- Normally aspirated T1 - Type 1, reference to beetle 1200, 1300, = 1500, 1600,=20 1302, 1303. T2- Type 2, Bus. T- Turbo
If you are fed up of seeing the same KG front = disk and=20 stock rear drum on your dub, then the 944 brake systems may be the = solution. So how do you get the brakes on your car? Rear: We'll=20 start here since it's the easiest. There are basically three = varieties of=20 944 rear brake setups. 1) Early NA (83-85). The caliper is sliding steel (ATE) axial mount =
with a=20
ventilated disk (290mmx20.4mm).Early NA's had steel IRS arms which =
are=20
exactly the same as IRS T1's. Some people claim that the 944 arms =
are=20
internally reinforced whereas the T1's are not. I've never had the =
nerve=20
to chop one up to find out. You can put the whole arm on your T1, =
but you=20
will have to replace the 944 pivot bushing with a suitable T1 one. =
I=20
personally think the 944 arm is the same as T1, so I see no point =
to=20
putting on the whole arm. If you want the 944 rear brakes, you =
will need=20
the 944 backing plate (BP). The 944 BP bolts onto the T1 IRS arms =
in the=20
same position as the T1 drum BP's. The 944 BP's have =
caliper-mounting ears=20
incorporated into them. You will also need the 944 hubs, disks, =
calipers,=20
brake shoes (for ebrake) and hardware. You can also install the =
944 spring=20
plates (although not required, as the T1 spring plates will also =
work) as=20
they allow some adjustability of camber/height. You can use the =
944 stub=20
axle if you wish, since if afford the use of the larger 100mm =
joints (as=20
opposed to 90mm T1 joints). To make use of the complete 944 axle =
assembly=20
(axle shaft and 2-100mm joints), you will need type 181 (thing)=20
transmission output stubs on your T1 transmission since they allow =
the use=20
of the 100mm joint. You can also machine the shoulder on one side =
of a T1=20
axle is you want to use the 100mm joint at the wheel side but a =
90mm on=20
the transmission side (100mm joint is wider than 90mm). If you =
have a 901=20
transmission, then use the 911 output stubs (100mm) and you can =
bolt the=20
whole 944 axle assembly in place. There is a small issue of =
interfacing=20
the T1 e-brake cable to the 944 e-brake hardware. See 2) Early turbo's ( 85.5? and 86) have cast = aluminum=20 arms. These arms can be differentiated from the = later arms by=20 having a bump-stop location cast into the arm. The caliper is a = fixed=20 aluminum unit (4-piston Brembo) axial mount and the rotor is = ventilated=20 and measures 299mmx24mm. The whole rear setup will increase your = track=20 about 24mm/side versus stock T1 drums. Please note that there are = some=20 early aluminum small offset (24mm) arms out there with the NA=20 brakes(290x20.4 rotor and sliding ATE caliper). To put the = aluminum arms=20 onto your dub you will need everything from the 944; trailing arms = out,=20 spring plates and axles. The caliper mounting ears are cast into = the arm,=20 so they are not separable as above (1). Basically change the pivot = bushing=20 (to T1) and spring plates (to 944) and bolt them on. You cannot = use your=20 stock T1 spring plates because the bolt pitch differs. You'll have = the=20 same issues as (1) with the ebrake. With these 944 stub axles, you = will=20 have to use the larger 944/T2 CV joints (100mm). These (aluminum) = 944 stub=20 axles are not interchangeable with the early 944's, or T1 parts. = The axle=20 length is also much longer (about 21.5") than the early 944/T1 = axle(about=20 16"). Use the thing output stubs if you are using a T1 = transmission, or=20 911 output stubs with a 901 transmission.
3) Late 944's also have cast aluminum arms, = but will=20 increase your offset by 62mm (74mm?) per side. If the arm does not = have a=20 bump-stop location, it's probably a late offset arm. They have the = same=20 caliper/rotor as (2), and everything else also applies.
So what about Turbo brakes on a bug without = the aluminum=20 arm? You can use the turbo rotor (85 and 86 only) (299x24) and 4 = piston=20 brembo on the early (85.5 and earlier) removable backing plate. = The rotor=20 and caliper will bolt on, and you will have to shim the caliper = (3mm) a=20 little laterally to center it over the rotor. Use longer bolts for = safety=20 if you use the shims. See our product listings for the Turbo = hardware kit=20 (longer bolts and shims). If you use a Boxster S rotor, you will = not have=20 to shim with the 4 piston 944 rear caliper. Incidentally, you can also use 993 rear brakes = on the=20 same early (85.5 and earlier) backing plate/caliper mount. The = caliper=20 will require a shim of about 3mm to centre it over the rotor. 996 = and=20 later brakes can also work, but since the calipers are radially = mounted, a=20 special caliper bracket is required.
Front: Unfortunately, the fronts are not so easily = fitted onto=20 your T1. Here's where we get interesting. Lots of possibilities = here.=20 Let's take a look at the 944 offerings first: a) Early 944 NA (83-86). Steel sliding (ATE) = axial mount=20 with a ventilated disk (282mmx20.4mm). The rotor mounts from the = rear of=20 the hub and is fixed by 5 M8x25 screws. The hub is aluminum (PN:=20 477.405.605D). b)Early 944T (85?-86). Fixed Brembo axial = mount caliper=20 with ventilated 299mmx28mm rotor. The rotor attaches from the rear = of the=20 hub like in (a). The hubs are different however because of the = distance=20 between the rotor mounting face and the wheel mounting face. The T = hubs=20 (PN: 951.351.605.00) are narrower in that dimension than the = NA's. c)Late NA (87-89). Marketed as the 944S. Steel = sliding=20 (ATE) axial mount with a ventilated disk (282mmx20.4mm). The rotor = mounts=20 to the front of the hub similar to most modern vehicles. The = caliper is=20 exactly the same as (a), but the rotor differs. The hub is = aluminum (PN:=20 951.341.605.3R). d) Middle T (87-88) and 89-91 S2. Same caliper = as (b),=20 same hub as (c), but the rotor mounts to the front of the hub and = measures=20 299mmx28mm. e) Late T (89-91) AND 88 Turbo S. Same hub as = (c), but=20 radial mount Brembo caliper and bigger 304mmx32mm rotor. 944 Hub Pics:
Mounting: There are three general possibilities to mount = these=20 front brakes to your T1. 1302/1303 have three choices, while only = (#2) and=20 (#3) apply to BJ/LP cars. #1) Take the whole 944 spindle. This only = applies to=20 1303's. The 944 spindle will interchange with your 1303 spindle. = This=20 applies to the early 944 NA spindles (rotor mounted to hub from = behind).=20 The stock 1303 strut (and early 944) has a 20mm wide tang and 58mm = hole=20 pitch. The later (86+) 944 spindles have a 18mm tang width and = 63mm hole=20 pitch, and therefore will not be compatible with the 1303 = struts.You will=20 need special lower ball joints (17mm for 944 vs 15mm for stock = 1303)=20 available from european sources. If you have a 1302, then change = your=20 suspension (struts, spindles, lower control arms) to 1303 = components. By=20 using the 944 spindles, you have all required mounting points for = the=20 calipers/hubs etc. Your 'dub will be 944 from the spindle out. = There may=20 be an issue with the speedometer cable, as some 944 spindles are = not=20 machined for the cable. The tie rod mounting location may need = reversing,=20 easy to do with the current availability of the 'bump-steer' = bushings. If=20 your suspension was originally 1302 that you converted to 1303, = they you=20 may also need longer tie rods. The 1302/1303 tie rod ends will = work with=20 the 944 spindles. Overall, you will have to source everything from = a 944,=20 spindle out to perform this conversion. There is an offset = increase of=20 about 20mm (?) per side. The 944 spindle will also give you alot = of=20 positive camber, but you maybe able to remedy this situation with=20 aftermarket camber adjustment bolt that afford greater = adjustment. #2) Modify 944 parts. Because the 944 hubs do = not have=20 the same bearings as T1's, the 944 hubs can be modified to take = regular=20 T1's bearings. The hubs also require narrowing. The spindle will = require=20 machining to mount a caliper bracket. Ideally, a mounting bracket = would=20 bolt into the stock drum-brake-backing-plate mounting locations of = your T1=20 spindle. The 944 hubs are 'fat' at the inner bearing area, so they = are too=20 large to allow a bolt on caliper bracket. The mounting fasteners = would=20 interfere with the hub. The rear (inner) portion of the hubs have = to be=20 machined to be perpendicular with the spindle axis, and then a = fabricated=20 bracket can bolt onto the back of the spindle. You will have to = source 944=20 calipers, hubs and rotors, then get the hubs and spindles = machined. Offset=20 increase can be minimized to about 3.5mm per side, depending on = the hub=20 machining. #3) For the high rollers out there, BILLET =
HUBS.=20
VdubEngineering manufactures billet hubs specific for the T1 =
spindles.=20
Stock T1 bearings to start. New metal, not aged 20 year old hubs. =
Since=20
they are manufactured for this specific application, they are not =
'fat'=20
like the 944 units. So bolt-on caliper brackets are easily mounted =
to your=20
drum brake spindle. Using VdubEngineering billet hubs and =
fabricated=20
caliper brackets, you can mount 944 brakes to your dub without =
even=20
removing your stock drum spindles from the vehicle. See
Master=20 Cylinders: In general, the single piston caliper require = the 944=20 MC, while the 4 piston brembo's can get away with the stock 19mm = dual=20 circuit MC's. Regardless of chassis origin (ie, 951, 985, 993,996 = etc),=20 most of the Porsche calipers use similar sized pistons in their = calipers.=20 The listing below deals with the 944 setups, but can be extended = to cover=20 most of the Porsche based brakes setups (4 piston calipers). For = the 944=20 setups, we recommend the following master cylinders: 944NA: Use the 944 master = cylinder=20 (23/19mm). There is no provision for the brake light switch, so = put a tee=20 on the rear circuit and plumb in the switch (make sure the = terminals face=20 down so that you don't trap any air). Remove the resevoir bottle = from the=20 944MC, and use the line fittings and rubber grommets from your = stock VW=20 MC. That way you can connect to your stock VW resevoir. (Note, = original=20 German line fittings are too small for the 944MC, use the ones on = the=20 aftermarket Brazilian VW MC's.)
944T: VdubEngineering has had = good=20 success using the stock dual curcuit (19mm) MC. The pedal is good = and=20 because of the small diameter, you can generate high line = pressures with=20 minimal pedal force. If you require a taller pedal, put in the 944 = MC. We=20 highly recommend you try the 944T brake setup with a 19mm before = jumping=20 the gun on a 944 MC. The pedal ratio of T1's is low, so the a = larger 944=20 MC will require more pedal force to generate a high line pressure. = This is=20 something the ladyfriend might not appreciate when she drives the=20 beast.
Brake Lines: Some line fabrication may be required due to = the=20 difference in the outlet ports of the 944 braking components. Use = 3/16"=20 (5mm) steel brake with M10x1 bubble flare ends. Beam cars can = reuse use VW=20 disk caliper rubber hoses in the front. Super beetles will require = a=20 longer steel line between the strut and caliper, while retaining = the stock=20 lengtht flex line. In the rear, you willl have to fabricate new = metal=20 lines from flex hose to the caliper.
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