I was wondering if there is an easy way to convert a 1963 Continental to front discs. Can the spindles from later models be used or would I have to have them custom made? I have seen a place that will cast new spindles if you send one of your old ones in, was about 500-600 for a pair, can't remember the name of the place though.

....I'm pretty sure that spindles are not cast. Spindles are an extremely high stress part that is made of forged steel. A cast spindle would crack almost instantly.
Usually there are conversion kits available which make it necessary to do some minor machining on the orig. spindles. Most kits seem to go with the orig. spindles as is.
It will probably be a bit difficult to spot a Lincoln kit. My best bet is to give the source a call and ask for it.
Take a look here. http://www.mpbrakes.com/

The easiest way to convert an earlier LINC (in my opinion) is to find a later LINC 65/69 that uses KELSEY-HAYES four piston caliper brakes. Take the spindles, brake parts, rotors and the proper dual master cylinder/valving for the system. This system caliper is a non-sliding four piston design that has a tendency for piston freeze-up. The typical solution is stainless sleeves/pistons.



It is also possible to use the spindle from a mid-seventies intermediate to convert to single piston sliding caliper brakes. This will require some modification(s) in brake tube routing and valving.

http://www.hotrodders.com/t34753.html

I have also seen advertised on e-bay a GM changeover kit that bolts onto your existing spindle.

........Kultulz, what's the deal w. the design changes? Every front end has its' owm individual steering geometry. Even minor changes in the design of the parts and especially on the spindles can dramatically affect the proper steering functionality. Do you have to change the ball joints and / or the rods too?
I haven't been on the links yet, but will do later..

Basically, things like Ackerman are designed into the spindle and will not vary (most times) from car to car. Caster and camber are adjustible, so you ensure you have the adjustibility there when swapping.

That major concerns are ball joint/tie rod stud taper and if different can be corrected by redrilling or using the donor car parts.

the ackerman is designed into the spindle and varies significantly from car to car. the issue on ackerman is wheelbase and track and as wheel base or track grows ackerman has to be adjusted (note that in some cases if the track and wheel base grow in the correct proportions the spindle can fit a large or a small car well!). changing ackerman is done by adjusting the steering linkage at the end of the spindle. this is why so many people are discovering that granada brakes make such a lousy swap on 65/6 mustangs and yet work so well on 67-70's (there is now even a company that will adjust the steering arm on granada spindles!). the steering arm pivot shifts a lot from car to car so it is not enough that the spindle fit, it is actually much more important that the steering arm geometery is correct. as far as lincolns go, the 65-68 brakes are a bolt on swap on the earlier car but intermediate brakes from a 70's car is inviting disaster (not to mention they have a different wheel bolt pattern, the lincoln is 5 on 5). you would much more likely find a single piston brake setup that would work on another big car like a fullsize lincoln. hawkrod

Hawkrod

39 Ford Deluxe Coupe
59 Tbird 430
60 Lincoln Premier
(2)62 Tbirds
(3)68 Cougar XR7-G's
69 Cougar 428CJ 4 speed
77 1/2 Ford F250 4X4 w/460 swap
86 SVO mustang

look at my cars past and present at superford!

Actually, Ackerman is designed into the steering arm for the particular spindle as used on a particular car. While track width differences will affect turn and/or scrub radius, I have read no accounts of excessive steering turn radius on the GRANADA swap to the early (65/66) MUSTANG. I understand the difficulties it will/may introduce, but it is well worth the problem with the increased braking effort realized. The Ackerman angle difference(s) can be allowed for by adjustable control arms (move in and out for track width).

How is this company going about modifying the GRANADA spindle? I hope it is by a component attachment at the tie rod end and not heating the spindle steering arm.

Actually, the brakes and spindle from a 68/70 MUSTANG/FAIRLANE should be used as it will give the single piston caliper and not affect the Ackerman as FORD used later FAIRLANE spindles as service replacements on the earlier MUSTANGS.

Ideally, the origional KH four piston should be used (on the 65/67 MUST) as it offers easy retrofit, better braking and option to move to the larger LINC/TBIRD brakes. To have an original donor car (either MUST or LINC retrofit) would make it easy as you have the valving and line routing.

Now. Please tell me how you derive mounting later 70’ intermediate brakes on an earlier LINC is inviting disaster? The full size FORD/LINC of that period uses the same spindle. If you need the 5 x 5 mounting pattern, you merely use the LINC hubs. It is all explained in the referring URL I left in my original post.

The only problem with the KH retrofit is the availability of LINC rotors. They are available from only one supplier now, and they are expensive. The FORD/BIRD rotor is the same except that they are drilled for the 5 x 4 ½ bolt pattern, and they are still available fairly reasonable..

i know that the ackerman of a granada spindle is off on an early mustang and that there is a company making money fixing spindles. if you want more info check on mustang steves forum as it comes up there oocaisionally and that is where i found out about the company modifying spindles. if you actually compare the 65/6 spindle to the 67 and newer, the steering arm difference is quite a bit. as far as big lincolns of the 70's go, they definitely did not use ford spindles. the part number is D4VY-3105-A and D4VY-3106-A for 74-79 (73 uses a D3VY part number that is one year only). they also have a different steering arm location than the fords and i have sold several sets to early lincoln guys who tell me they will work (i have not compared the late ones to the early ones myself). ackerman is measured as a line from the spindle pivot (kingpin) through the steering arm to the center of the rear axle. because it is a variable some leeway is acceptable but will of course affect steering sometimes in unexpected ways. hawkrod

Hawkrod

39 Ford Deluxe Coupe
59 Tbird 430
60 Lincoln Premier
(2)62 Tbirds
(3)68 Cougar XR7-G's
69 Cougar 428CJ 4 speed
77 1/2 Ford F250 4X4 w/460 swap
86 SVO mustang

look at my cars past and present at superford!

I did not take into consideration the extra weight of the LINC while compiling the list for FORD changeovers. It definitely needs the later LINC spindle.