Driving Line VOLUME V ISSUE 2 | SPRING 2019 | Page 36

THE HOLY TRINITY
OF BETTER BRAKING
Story and Photos by Nick Schultz
BETTER BRAKE SYSTEMS REQUIRE MORE THAN
JUST A BIG CALIPER AND ROTOR
As people upgrade the engine and handling performance of their vehicles,
a natural progression (and a necessary one, at that) is to upgrade to a
big brake kit (BBK). However, merely adding a larger rotor and caliper
may not achieve the desired results. Braking systems are made up of
more than just the caliper and rotor; the system is actually comprised of
three main items working together in balance.
Stopping power is not based solely on the caliper and rotor kit. The trinity
is a combination of the caliper/rotor kit, pad type and tires. Their sum
is greater than the parts, and as such, a compromise on any one of the
pieces forces a compromise on the others. Yes, brake lines and brake
fluid certainly affect braking, but we’re going to concentrate on the caliper/
rotor, pad and tires in this article.
THE BIG BRAKE KIT
BBKs come in all shapes and sizes. Most BBKs feature more pistons per caliper than OEM
versions. More pistons do not add more brake pressure, but instead spreads it out over a larger
surface, helping to dissipate heat. Stiffness is one of the keys to a great caliper. AP Racing’s
mono-block race calipers are some of the stiffest money can buy, and Sparta Evolution’s two-
piece calipers are some of the stiffest two-piece versions, machined from 2014-grade aluminum
and bolted together with ARP fasteners.
The second key function of a BBK is to dissipate heat while using as little mass as possible.
Brembo and AP Racing manufacture mono-block calipers with a web-like design to keep air
moving through the caliper. Another design detail that improves functionality through heat
dissipation and reduced weight is castellated pistons, which is a standard feature on Sparta
Evolution brakes.
Believe it or not, caliper finish also plays a part. Powdercoated finishes retain more heat than an
anodized or plated finish. Some custom powder colors also do not withstand the heat generated
by track use, so context of use can play a role in the decision on what type of finish to use.
To save weight and rotating mass, two-piece rotors are highly recommended. Steel is the
most economical and most common material for rotors. Carbon has a much higher resistance
to brake fade on the track, but comes with a hefty price tag and requires special pads. Each
rotor manufacturer has its own unique way of slotting and drilling the rotors. The function of the
slots and holes is to scrub the pad surface to keep it from glazing and to help dissipate heat.
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