Originally Posted by Bravoaloha (Post 10291102)

I saw this kit and was wondering what people thought compared to a 930 set up. I believe it was just recently released so I doubt anyone has it yet.

Big Brake Kit — Stuttgart Classica

Thoughts?

Originally Posted by VFR750 (Post 10315511)

After a lot of thought...

First Step:
1) Wide-A calipers
2) 84-89 Carrera 24mm rotors
3) Pagid RSH-29 Pads
4) Keep brake cooling scoop and plumbing
5) delete the hub blocker plate (better hub cooling)

$200 for the used calipers, $148 for new rotors.

After this, if I still see fade, sponginess, venting brake fluid, and weeping bearing caps at Thompson Motor Speedway, then I will upgrade more.

In mid-July, when it hits +95F humidity, and after the second run, I'll know if this was enough.

I still think the StopTech Level 1 Front is a good option. The upgrade directly adds significant rotor cooling with a 28mm wide floating rotor, with much more efficient spiral cooling vanes. Plus it is a drop in, with no other mods.

Since shedding rotor heat is the solution, both Rebel Racing and StopTech offer 28mm wide floating rotors in the front. Both should be able to dump a lot of heat, with the Rebel rotor at 318mm vs 282mm being better.

The conversion to the Boxster S/996 caliper adds a lot of extra work; 930 master cylinder and 14mm front wheel spacers. (new studs) but also gains 24mm rear rotors.

The front 996 caliper spaced for the 318 rotor fits, but just barely on a 16x6 ET36 Fuchs with the 14mm spacer, and similarly just fits a 16x7 ET23.3 Phone Dial without a spacer.

Originally Posted by 786 (Post 10315706)

2700 GBP seems expensive when they appear very similar to the C12 kit offered at early911 for 1100 GBP ($1400).

Speaking of which, has anyone on here tried the early911 kit and have an opinion? Strongly considering this for a decent upgrade that can fit under 15”s

Calipers

http://forums.pelicanparts.com/uploa...1547436934.jpg

Originally Posted by madcorgi (Post 10290913)

Mike,

First of all, kudos for running an air cooler on track! Great to hear you are using it as intendd.

I second what has been said by Ed about technique. I instructed for 20 years and raced before (and during) that time. When I first started, I used to cook brakes all the time. As I continued to get better, I used the brakes less, to the point where they ceased to be an issue. I think what happens is that as we become more accustomed to high velocities, our adrenalin calms down a little, so we get better at controlling our muscle movements. That makes us sooth. This guy has a few thoughts on the subject.

For the 14 years I ran my pretty gnarly 944S2/968 track car, I had best luck with Performance Friction 08 compound (they renumbered them--I'm not sure what the equivalent is now). They were rotor friendly, worked cold, yet lasted well and tended not to boil fluid as fast. But the best thing was their nice, linear and progressive feel. I used ATE Super Blue and later Motul 600, and I bled the brakes every track day, no exceptions.

I also have never liked the way big brakes affect steering and handling. All through the time I ran my 944, I resisted the urge to move up to M030 front brakes, which were an option. I drove a lot of M030 cars, and I thought they lacked the nimble feel of the lesser brakes. I try to avoid super big (and heavy) wheels and tires for the same reason. the beauty of the 911 is its lightness.

Originally Posted by Bill Verburg (Post 10316022)

here's another example of a brake up grade that is purely cosmetic,

The only issue w/ stock 911 brakes when used on the track is heat management, or rather the lack of adequate heat management. The heavier or more powerful the car the more the issue arises.

Heat management is centered primarily on the rotors and secondarily on convective processes that cool the rotors. To that end better thermal performance is obtained form larger and better designed rotors, the design comes from the geometry of the internal structure. Larger rotor is straight forward, but what's not so obvious is the internal structure. 911 rotors thru '89 have an older less efficient straight vane design, modern rotors will have curved vanes, these are chiral, ie there is a left and right structure and when installed on the correct side flow more air.

The calipers you link to are certainly cool looking but they use the same old stock 911 rotors, only now due to larger caliper pistons they are trying to force more heat through the rotors which were already deficient in that regard.

Originally Posted by 786 (Post 10316526)

Seems not purely cosmetic?

"Now available, the very latest development in 911 brake upgrades, the Carbon 12 manufactured 6 pot front and 4 piston rear CNC machined aluminium calipers. Available for all 911s from 1969 to 1989 with 20 mm or 24 mm discs and “S” front struts (3.5” caliper spacing). It is a simple upgrade to fit 24 mm instead of 20 mm discs, and we always recommend fitting new discs with any caliper change. We can also supply an upgrade to front 300 x 30 mm custom discs and bells. These calipers can also be fitted to struts with 3” fixings if combined with the 300 x 30mm discs and bells.

Having fitted the calipers you can upgrade the discs at a later date, just purchase wider spacers to suit the thicker discs. An upgrade to the 300 mm discs will require a spacer for the caliper bracket as well, also available separately.

The front 6 pot caliper weighs 2795g complete, a Turbo caliper weighs 3420g so these offer a considerable weight saving, importantly unsprung weight, over the usual big brake upgrade for 15” rims."

http://www.early911.co.uk/assets/ima...scs-03-615.jpg

Originally Posted by 786 (Post 10316548)

Is there a plug n play brake bias adjuster/proportioning valve available for our cars?

Like this: Standard Remote Brake Bias Adjuster - Tilton Engineering

Or id imagine universal would work too.

Originally Posted by 911tracker85 (Post 10317286)

I had installed just the boxster front brake upgrade on my 85 911, along with cooling ducts from the front bumper to plates on the hub. when flushing my fluid at the start of a DE year, decided to install a rear PV in the process, a tilton. after playing with it, ended up opening all the way. there is a stock PV that restricts the rears, and for stock/street that may be fine. but opening up the PV with the 'bigger' front calipers allowed me to get the most out of what I had. that, and learning how to properly brake. Motul and Pagid yellow pads.

when I retired it and built an 86 944 turbo, rebuilt all of the stock calipers and added 3" cooling ducts. so far have worked great, but do not go to tracks that really push the brakes, so we'll see if I get to one that does. I replaced the stock PV with an adjustable, but found the rears on the 944T were too much to open it up much.

glad I picked up a set of 930 calipers for my SC/930 conversion several years ago, got a good deal. just sent the rear calipers to be machined to bolt to the SC arm. finally into the uphill side of this restoration.

good luck on finding a good solution for YOU.

http://forums.pelicanparts.com/uploa...1547562860.jpg