This is the fitment that decides nearly everything on this page, and it catches people out:
Rear disc conversion kits are listed one way or the other, and so are the front slotted rotors. Count the studs on a rear hub before you order anything.
These trucks left the factory with rear drums, and drums are the weak link once you add weight and tyre. As our Trail-Gear listing puts it plainly, the factory drums are not ideal for off-road use with large tyres and the added weight of overlanding gear. Discs are also simply easier to live with — pads instead of shoes, and you can see what you are inspecting.
Listed cheapest to most complete, because the price gap is about what is included, not about quality:
Two things to settle before choosing: do you need the parking brake, and does the kit include a master cylinder. Converting rear drums to discs changes the fluid volume the system needs, which is why the most complete kit addresses it.
Check wheel clearance before ordering a big brake kit. A 6-piston caliper and a stock wheel do not always agree.
Cross-drilled and slotted front rotors are listed by lug pattern — a 319mm 6-lug set for 2003-2020, and a 2WD 5-lug set for 2005-2020. Pads include StopTech Sport and Hawk Performance replacements for the ST60 6-piston caliper, so a worn big brake kit does not mean replacing the kit.
The small parts that make a converted system behave: a Wilwood adjustable proportioning valve for setting front-to-rear bias after a conversion, a mechanical line lock, a 2 lb residual valve and Swagelok fittings. If a rear disc conversion feels wrong rather than weak, bias is usually the reason.
Year, 2WD or 4WD, 5-lug or 6-lug, tyre size and whether you need the parking brake — that is enough for us to confirm the right kit before you order. Reach us through our contact page. The rest of the truck is in the 2005-2015 Tacoma catalogue.
