Frequently Asked Questions

Prior to May 8, 2010 customers were required to "size" their hub and axle holes to fit the .625" knurl diamter of the standard ARP wheel stud.  Per ARP recommendations, a .005 - .010" diametrical press fit is desired.  The nominal hole size on vintage Mustang hubs and axles is .610" requiring the customer to carefully hone the holes open slightly to .615" - .620" diameter.  While this was cost effective, it was one of the more difficult parts of our installation.  We surveyed customers and they unanimously voted for the more expensive custom ARP stud to ease the installation process.  Each axle end (10 studs) of the new custom ARP studs costs us $26 more than the standard studs.  We have changed the price of our kits to reflect our cost difference only, and have even lowered the cost of some of our packages thanks to bulk purchasing efficiencies.  The new stud has a knurl diameter of .6175", designed to press right in to the vintage .610" diameter holes.  We have also shortened the length slightly to better match our vintage conversion kits.  Another advantage of the new custom stud is that we have specified the head diameter such that they now fit both recessed and non-recessed hubs as shown below.  In summary, we have made the installation significantly easier while maintaining the highest quality and strength ARP wheels studs.

The spacer serves two purposes, it is designed and manufactured to optimize the position of the SN95 17"x8"x30mm wheel on vintage Mustangs while utilizing the stock drum brake spindle/hub and also positions the rotor appropriately for the late SN95 Cobra brake parts.

The spacer is best located between the hub and the rotor. This maintains the direct interface between the two working surfaces (the wheel and the rotor) and simply serves as a hub modification. Additionally, the ARP stud knurls grab the spacer once installed making it essentially integrated with the hub. No more fumbling with wheel spacers every time you pull a wheel off..! Also, this design allows the spacer to be fully piloted by the original hub allowing the spacer to properly pilot the rotor and wheel concentric to the hub. Therefore, neither the rotor nor the wheel is relying on the wheel studs to determine their locations.

Yes, however not by the amount of the spacer thickness. The deeper offset of the SN95 wheels compared to the original vintage Mustang offset keeps the track width change to a minimum. Your wheel center will only be moved out ½" per side from its stock location. Again, this is required to fit a 17"x8" wheel on the front without hitting the upper control arm, no matter how you go about it.

They are used to accommodate the increased effective hub thickness due to the rotor spacer. Additionally, a longer fastener is actually a good thing. It provides an improved joint by having better torque retention and strain consistency than a short fastener. Except for the added cost, this is a plus! In addition, the high strength ARP studs are known as the leaders in the industry.

Stiffness is the key to a successful bracket design. A caliper mount that lacks stiffness can lead to problems, even if it does not break. Deflections of the caliper mount can lead to excessive tapered wear of the brake pads, resulting in excessive pedal travel, and is a potential source for an assortment of brake noises.  A key contributor to deflection is bracket offset.  Does the bracket carry the load radially from the attachment mounts, or is it offset.  Any offset increases the torsional/twisting moment in the bracket, and results in deflection. 

The Vintage Venom brackets are beautifully radiused billet parts and are absolutely stunning!  They do not have offsets and each version of the bracket has been designed to its specific material properties.  While aluminum is sexy and light, it needs mass for strength.  Therefore, these billet aluminum beauties are almost an inch thick of T6061 aircraft aluminum! 

Well, we are NOT a huge company with extensive overhead and expenses.  At the head of the company is Rob Eaton.  His extensive Mustang brake experience and accomplishments are summarized well in this recent artice by 5.0 Mustang & Super Fords (click here).  Supporting Rob in running the company are 5 other key people including: another hard-core gear head car guy with extensive automotive brake design, development and service experience, our book keeper (she keeps us in line!), our business strategist, our I. T. guy and our marketing guy / graphic designer.  Our underlying business premise is to provide bang for the buck! We find the most cost effective ways to make top quality performance upgrades. Venom Technologies is a company committed to providing you the highest quality and performance driven products at an affordable price.