In 1960, Chevrolet introduced the C-series trucks, and all told, four generations of the model were produced before the line was halted in 2002. Originally debuted as a new body style of light pickup truck, the C10 featured many firsts. The biggest change in the C10 truck line over previous models was a drop-center ladder frame and independent front suspension. These features were designed to give the truck a more car-like driving experience.
Prior to the C10’s release, trucks were simply thought of as work vehicles with few, if any, creature comforts. As with most automotive technology, substantial advancements have been made in the past 60 years. Improving on the once “cutting edge” technology of the C10s suspension has become a priority with Classic Performance Products (CPP).
Years ago, no one ever thought about 20-inch tires and big brakes on these trucks. – Javier Nunez
“Years ago, no one ever thought about 20-inch tires and big brakes on these trucks,” says CPP’s senior tech, Javier Nunez. “Our new X10 spindle is the latest development for the growing C10 Chevy truck market. When big brakes and large wheels are the goals, the new X10 spindle is the answer.”
Big Brakes And Big Wheels
Let’s face it, no one wants to drive these trucks on the stock brakes, especially the first two generations (1960-1972). Four-wheel drum brakes simply cannot perform on the street as well as modern disc brakes. Think of it this way: you are driving on a California highway at 70 mph in a 1964 C10, surrounded by late-model compact cars with drivers that don’t give a lot of cushion around other vehicles. All of a sudden, you have to stop because the traffic comes to a standstill. It is an obvious safety issue.
Bigger brake calipers and rotors are a safer choice, but trying to get them to fit inside 15-inch wheels isn’t always practical. That upgrade requires a larger wheel. Honestly, this is usually a better economical choice in today’s market. This is because larger wheels are becoming the standard. It is a supply and demand market and with a larger supply, the cost of larger wheels is as generous as the style choices.
Stance And Appearance With Safety
Sure, upgrading the brakes makes a ton of sense, especially in regard to safety, but filling up those massive wheel openings with the right tire and wheel combo is a tremendous aesthetic upgrade to boot. Enthusiasts with classic vehicles tend to migrate toward an aggressive stance with their car or truck. Looks are everything to many enthusiasts, but not at the price of performance. For most C10 owners, an aesthetic improvement must be part of the performance upgrade.
“The problem is the stock C10 spindles and bearing packages that were designed for drum brakes and 15-inch steel wheels and tires are being asked to handle the rotating mass of a larger wheel and tire, as well as the added weight of bigger brakes,” Nunez explains.
CPP has been manufacturing its modular drop spindles for several years, crossing many popular vehicle applications. These modular spindles are very popular with enthusiasts, especially those truck owners looking for performance gains. The modular design features a sealed bearing hub that bolts into the spindle. This design makes for easy assembly and repair or replacement of parts, as well as a stronger component overall. This design replaces the traditional spindle with an axle pin.
CPP also manufactures shocks and sells a variety of big brake packages. This is where the blending of execution and looks pair together for the perfect performance and appearance combination.
CPP’s Modular Extreme X10 Spindle
While CPP’s new X10 spindle has similar dimensions as the company’s original and very popular 2 1/2-inch drop modular spindle. The earlier version of the modular spindle is a traditional spindle design with an axle pin. The X10 modular spindle design is close to the modern GM sealed bearing hubs used on late-model full-sized GM pickup trucks and Corvettes. The sealed, captured-bearing hub makes the hub an integral part of the assembly’s rigid architecture.
With a sealed bearing hub, there is never a need to worry about repacking the bearing or other scheduled maintenance. You don’t even have to worry about bearing pre-load. It’s worry-free and resistant to flex or deflection. The tapered bearings used in CPP’s hub are much larger than the stock C10 bearings used from the factory. This makes the hub able to handle higher loading than before.
The X10 Extreme Modular spindle was designed for heavy trucks with larger wheels and big brakes and will work with a variety of aftermarket parts. In fact, if you already have a 13-inch or larger brake kit from manufacturers like Wilwood or Baer, they will easily swap over to CPP’s new spindle and hub. However, a stock-like 12-inch rotor will not work with this hub.
Ball Joints And Tie Rod Ends
Because the X10 spindle is based on late-model components, it may be necessary to replace the stock upper and lower ball joints. The stud taper is identical, but the ball joint stud is not long enough to install the cotter pin. Additionally, the early C10 outer tie rods are a loose fit in the spindle mount, requiring replacement components. When ordering the early model CPP X10 spindle upgrade kits, late-model upper and lower ball joints along with outer tie-rod ends will be included.
The biggest bonus with the one-piece bearing and hub in the modular spindle has to be the ability to run larger brakes, bigger wheels and tires, and still offer a better stance and improved performance driving. It is important to note that the X10’s steering geometry will remain the same as the stock steering geometry. There are some changes in the upper A-arm geometry due to the 2-1/2 inch drop.
CPP offers the X10 Spindle complete upgrade kits in both 5- or 6-lug bolt patterns and can be installed on any C10 truck from 1963 on with a relatively small amount of components.
The full X10 spindle upgrade kit for early drum brake-equipped C10 trucks (1963-1966) consists of a pair of X10 spindles and hubs, late-model upper and lower ball joints, outer tie-rod ends, and billet conversion sleeves.
The modular name is very fitting as this entire installation is a drop-in type installation for everything but the earliest C10s which require the ball joints and tie-rod end swaps.
The 1967-1972 model years may, or may not need to have the ball joints and tie rod ends replaced. This depends on the vehicle’s original brake system. Those equipped with disc brakes from the factory will not need additional component changes, but those with factory drum brakes will. The 1973-1987 kits do not include ball joints, tie-rod ends & sleeves.
CPP X10 Modular Drop Spindle Questions And Answers
X10 Modular Extreme Spindle And Hub Upgrade Kit
- 1963-1970 5-lug upgrade kit (Part # 6370X10H-5)
- 1963-1970 6-lug upgrade kit (Part # 6370X10H-6)
- 1971-1972 5-lug upgrade kit (Part # 7172X10H-5)
- 1971-1972 6-lug upgrade kit (Part # 7172X10H-6)
- 1973-1987 5-lug upgrade kit (Part # 7387X10H-5)
- 1973-1987 6-lug upgrade kit (Part # 7387X10H-6)
Complete Big Brake Kits With X10 Modular Extreme Drop Spindles
- 1963-1970 5-lug kit (Part # 6370SWBK-X10-5)
- 1963-1970 6-lug kit (Part # 6370SWBK-X10-6)
- 1971-1972 5-lug kit (Part # 7172SWBK-X10-5)
- 1971-1972 6-lug kit (Part # 7172SWBK-X10-6)
- 1973-1987 5-lug kit (Part # 7387SWBK-X10-5)
- 1973-1987 6-lug kit (Part # 7387SWBK-X10-6)
Pro-Series 6-Piston Front Big Brake Kit For X10 Modular Extreme Spindles
- 1960-1987 5 lug kit (Part # 6087B6WK-5X14)
- 1960-1987 6 lug kit (Part # 6087B6WK-6X14)
Be it an aesthetic upgrade or one that is more performance-based, there’s no arguing the popularity of these modifications. With a variety of options and add-ons that can satisfy enthusiasts from the budget-based to the extreme fanatics – there is something in CPP’s X10 arsenal for every C10 pickup devotee.
To see more about CPP’s Modular Extreme X10 Drop Spindle kits, visit Classic Performance Parts online at www.classicperform.com.