Stage 5 of the BOSS TLX 4x4 PX3 Ranger Build - Pedders Brake Upgrade!
Pedders has put the brakes on the low-rent rear brake drums fitted to Thai-built utes with its own disc-brake conversion covering most makes and designed to improve all-weather and load brake performance.
The conversion clears a lot of hurdles for owners concerned about brake performance while having high vehicle payloads, and for off-road enthusiasts who want reliable braking in all conditions.
The disc brake upgrade can be entrusted to TLX 4x4.
The conversion kit is complete with all the instructions and necessary hardware. This includes the rotors, calipers, park-brake components, Kevlar-ceramic brake pads and all brackets.
The rear discs are slotted to provide extra air flow and cooling. There is no recalibration needed of the ABS.
Changes include a new park brake that is within the rotor hat which acts like a drum brake. Again, it has been tested to ensure it holds the vehicle securely and that it exceeds all necessary ADR requirements.
The rear disc brake system has been tested by independent engineers and the test results show that the upgrade will and shown that it will stop a full-laden (that is, to 3500kg GVM) Ford Ranger from 100km/h in an average of 14 metres shorter than the standard Ranger with rear drum brakes.
On top of that is the disc brake system’s reduced fade when used frequently, and its ability to maximise braking performance when wet or muddied thanks to the superior water drainage.
In addition to improved braking performance, the disc setup allows easy inspection of the brakes because the wheels don’t have to be removed.
There’s also claimed improved brake pedal feel and modulation, and reduced maintenance as only two bolts need to be removed to replace brake pads.
Pedders has a two year/40,000km warranty. Owners must have the modified vehicle independently engineered - costing about $500 from TLX 4x4 - to ensure it does not affect any insurance and registration restrictions.
Delivery magazine tested the TLX Boss PX3 2020 Ford Ranger before and after the rear brake conversion.
Despite predicting it would be a noticeable improvement, there was virtually no change. From an owner’s perspective, that’s probably a good thing as it means driving habits don’t change and show the Pedders system is as close to factory as possible.
But while there was not much change noticed in brake stopping performance when empty, the pedal feel is less spongy and gives more confidence.
The key is that a laden Ranger with the disc brake conversion will always perform better in brake performance and fade-free operation.
Rear disc brake kits available for other models, including Hilux, Isuzu D-Max, Mazda BT-50 and Navara.
It said that the Hilux Gen-8 with its maximum GVM 3500kg (with Pedders upgrade) has an average 28.5m reduction in braking distance from 100 km/h when compared to the original equipment with a rear drum-brake system.
For the whole vehicle brake package experience, Pedders also has a front brake rotor upgrade, now 356mm diameter up from Ford’s standard 301mm.
The front-brake units are the TrakRyder eXtreme Brake Kit system and also claim much shorter stopping distances compared with a factory-stock ute - down in stopping distance by an average of 11m than original equipment brakes.
This kit is suited for 18-inch wheels or larger and has 10 slot and dimpled TrakRyder geomet-coated rotors measuring 356mm, resulting in a 40 percent increase in swept area compared to original-equipment rotors.
The rotors are fitted with six-pot, two-piece aluminium forged calipers - painted gloss red for a bit of class - with forged aluminium pistons and kevlar-ceramic low-dust brake pads.
The Ranger tested was also upgraded with a GVM kit from Pedders that lifts it to 3500kg from 3200kg, adding 300kg to the payload without any change to the GCM.
The Ranger’s kit includes struts and coils, leaf rear springs, dampers, new U-bolts and shackle pins and bushes. The kit, which is approved nationally, gives a 50mm ride height increase.
On the road, the unladen ute rides a bit firmer than stock but there’s less pitching at low speeds over rutted surfaces.
The relative small increase in GVM doesn’t reflect how good these aftermarket products are when it comes to towing or hauling extra weight in safety.
Aside from meeting your vehicle’s insurance policy stipulations - for those not aware, an insurance company can refuse cover if the accident vehicle was overweight - it brings peace of mind to working and touring.
To find out more - contact TLX 4x4 Team and call past to see this vehicle up close.