In my memory, I see the green eyes first: brilliant, piercing, and Bambi-height. Not just one pair, but a forest of them, signifying a flock, a herd, a bevy--whatever you call a group of a dozen or so deer spread out across a narrow roadway. It was about two in the morning, I had just finished putting the sway bars on the 454 '71 convertible I had pretensions of road racing, and I just couldn't stand to pack it in for the night without trying out the newly stiffened suspension.

Thus it was that I found myself zinging around a curve, high up in the mountains, into...that mess. I hit the brakes, and they let me down, as one caliper locked and I glanced off a buck with the passenger side of the chrome bumper. The good news is that the deer survived the experience, and so did the car. And I became tremendously interested in the subject of brakes.

To be fair, even C3 brakes are pretty good, especially considering the era. Even the early models came with cast-iron four-piston calipers, which means that each disc gets pinched between two pairs of pistons pressing toward one another from either side. There is, however, a better way, and we find that way with Wilwood's D8 calipers. Available in a variety of different colors, the D8 caliper comes in either the usual four-piston arrangement for front and rear, or with a six-piston front and four piston rear. In this case, we'll follow the installation of the latter setup on my '72 coupe, aka "Scarlett."

Better Binders...

Before we get to the install, let's talk about the differences between the Wilwoods and the stock calipers. The first is the added clamping force. While the size of the pad itself is basically the same, the greater surface area of the pistons behind it increases the force that squeezes the rotor. While my factory calipers were too dirty to get a precise reading, on the high side, the piston diameter measured around 1.41 inches. Going back to geometry class, we can figure the area by using the formula pie X r², or, as Wilwood expresses it in the instructions, (bore x bore) x 0.785 inch. Either equation works, and works out to a total area of 6.24 inches of clamping area for a stock front caliper. The D8-6, however, has a pair of 1.88-inch pistons, a pair measuring 1.38 inches, and a pair at 1.25 inches, which comes out to a total clamping area of 10.96 inches, for a gain of roughly 75 percent.

The rears are similar. The stock calipers have four pistons of around 0.925-inch in diameter, for a total clamping area of 2.68 inches. The Wilwood D8 rear calipers' four 1.125-inch pistons give a clamping area of 3.96 inches, for a gain of roughly 48 percent.

The other advantage is that, unlike the factory calipers, which are made of cast iron, the Wilwoods are made of aluminum, which drastically reduces weight where it matters most. Since calipers are part of the suspension that rides directly against the road, without being suspended by a spring, they're called "unsprung weight," which is a critical part of how the car handles. It's a simple matter of inertia: An object at rest wants to stay at rest, and the more mass it has, the more slowly it responds to any force placed upon it.

The goal of suspension is to keep the tires on the roadway, using the springs to account for differences in load and road surface. The lighter the assembly that the spring is pushing downwards, the more quickly it responds, since it doesn't have a lot of inertia holding it in place. It is, as we say, kind of a big deal--so much so that I've heard that in terms of handling, a reduction in unsprung weight is the equivalent to removing six times that much weight from the car itself.

With this in mind, consider that the front factory calipers weigh in at a cool 11.5 pounds each, and the rears weigh 12.2. The Wilwoods, on the other hand, come in at a svelte 6 pounds for the front and 6.3 at the rear, knocking nearly 23 pounds off the total unsprung weight, an average of 5.7 pounds per wheel.

Installing the calipers is as easy as any other brake job, with the addition of changing the master cylinder. For that we used an aluminum tandem unit from Wilwood, which itself is more than six pounds lighter than the stock cast-iron one. While Wilwood offers three bore sizes for its C3-compatible master cylinders (7?8-inch, 1 inch, and 11?8 inches) I requested the 11?8-inch version. Check out the accompanying captions for a full rundown of the installation process.