I think it was Rod & Custom magazine just did one of these a few months ago,
and I believe the source was "Master Power Brakes".

Bob, if you look at the Turner conversion, its not real tough. You could
duplicate it fairly easily. The critical points are machining the spindle to
accept a readily accessible rotor, and then once the rotor is on, determine the
center line of the caliper and make you bracket thickness accordingly.

I talked to Jim Turner over the weekend and got the skinny on
proportioner valves.  We'll figure out later today if we need one.

The rear sway bar was sourced from a local speed shop and came from
Addco -- which I think is weird because their application chart
doesn't show anything prior to 1961.

I've got a flight booked from Minneapolis to Tuxtla (via Atlanta and
Mexico City) for the 21st. I'll let you guys know how the final car
prep goes.

BTW, I someday hope to run this race in a Studebaker-engined
Studebaker, which would be quite a rarity.  The Studebakers tend to
run in the Turismo class which is essentially a SBC screamer with a
Stude body.  The Historic C class that I will be running the
Oldsmobile in is dominated by the Chevies.  You can run a 64 Nova,
Mailbu, or Chevelle here and run a very hot 327.  That's a hard
package to beat, especially with a lead-sled Oldsmobile.  I think a
hotted up 289 Lark could be a contender in this class.  The R-2/R-3 is
out because supercharging isn't legal, even if it is factory.  I
believe this is mainly because none of the original La Carrera cars
from 50-54 were huffed. My dream is to run in the "Original La
Carrera" class with a 53/54 Stude.  I would actually like to do it in
a 4 door.  This car could be very competetive in this class.  Don't
just read about the exploits in the PSMCD races and Bonneville, get
out there and make some noise with a Studebaker!