FINALLY...993 TT size SLOTTED ROTOR, properly done - full floater - July!
06-29-2010, 12:13 AM
#1
Former Vendor
Thread Starter
FINALLY...993 TT size SLOTTED ROTOR, properly done - full floater - July!
I'ts a miracle! 
Finally, there will be a top quality properly slotted full floating rotor for the 993TT rotor size --- available in July (undergoing track testing now)
Will look 99% just like this:
Finally, there will be a top quality properly slotted full floating rotor for the 993TT rotor size --- available in July (undergoing track testing now)
Will look 99% just like this:
06-29-2010, 10:12 AM
#7
Rennlist Member
Join Date: Oct 2003
Location: Lakewood, IL
Posts: 358
Likes: 0
Received 0 Likes
on
0 Posts
from the girodisc website...
Girodisc Construction
The primary purpose of the Girodisc system is to reduce unsprung and overall vehicle weight. The secondary purpose is to increase the ventilation and cooling capacity of the brake disc while retaining it's original dimensions.
This is accomplished by using two-piece disc construction. The central “hat” section of the disc is made from 6061-T6 aircraft specification aluminum.
The disc is made from cast iron, constructed in the USA and is made to the same specification and material as used by professional racing organizations. It is a curved vane design, developed in racing to act as a centrifugal pump to force cooling air through the disc.
The rotor and hat have a floating mount system, which utilizes 8 or 10 high strength alloy steel drive pins, manufactured by Girodisc in the USA to our own specifications and cadmium plated for a long lasting corrosion resistance. These pins take the load from braking actions while maintaining the axial and radial float between the hat and disc. The pins are secured by grade 12 cap screws with hardened washers. In order to keep the rotors from making noise when cold, the pins are mounted with anti-noise spring washers on the rotor side which allow the rotor to grow with heat expansion but eliminate the rattle and noise associated with floating rotors. This float also allows the rotor to self center between the pads.
Important Questions Answered
Q: What is required to install the Girodisc system?
A: The Girodisc system is a direct replacement for the OE disc.
No modifications are necessary. The disc will bolt directly to the car and work with OE calipers and pads perfectly. Once the Girodisc system is in place, simply replace the cast iron rotor when needed.
Q: How does reducing weight of the braking system benefit the vehicle?
A: The Girodisc will generally weigh between 4 – 8 lbs less than the oe disc it will replace. This is due to the heavy cast iron hat section being replaced with lightweight, aircraft strength aluminum. The mass of any vehicle requires energy to accelerate or decelerate. Reducing the vehicle mass improves acceleration, and requires less energy to be dissipated during deceleration. Rotating mass requires additional energy in order to increase or decrease its speed of rotation. Decreasing the mass of the disc has a great benefit due to reduction in rotational inertia. This will allow more of the braking force to be available to decelerate the vehicle, not the disc.
Additionally, the mass of the brake system is also unsprung mass. Reducing the unsprung mass has the additional benefit of improved suspension performance, resulting in enhanced ride and handling. Rotating masses require additional energy to vary the plane on which they turn. The lighter the disc, the quicker the response of the vehicle steering due to the reduction in gyroscopic effect/rotational inertia of the disc. As an example, compare the weight of the Ferrari F360 OE disc at 18.2 lbs, and the Girodisc at 14 lbs. The Girodisc is 4.2 lbs lighter per disc. Replacing all four discs will save 16.8 lbs of rotating, unsprung mass.
Q: Why slotted discs?
A: The edges of the slots continuously clean and refresh the pad surface. This will allow the pads to have a maximized friction surface always available. Additionally, they prevent containments from collecting between the pad and disc interface.
The disc is lightened, decreasing its rotational inertia.
Slots prevent the formation of a water film on the disc in wet weather, maintaining the best brake response.
Plain Disc
· A plain disc is generally superior for dry track duty and competition use due to the maximum surface area and disc mass for maximum heat absorbing capability.
· A plain disc has the least chance of cracking and warping due to having no potential stress risers and hot or cold spots on the disc face.
· Discs are also available unplated, for quicker bedding. However, unplated discs are not corrosion resistant.
A note on drilled discs:
Girodisc does not recommend drilled discs for high performance applications. The rapid heating and cooling cycles will cause cracking on the friction surface of a drilled disc. The use of high friction or racing pads will exaggerate this condition. Most pad manufacturers specifically recommend that their race pads not be used on a drilled disc for this reason. Girodisc can drill discs for an additional fee, and if the customer is aware of the potential hazards of drilling the discs.
Note as example the cracking in this OE Ferrari F360 drilled disc after one track day. Also note the front disc of a Porsche 993 Turbo after hard use.
Girodisc Construction
The primary purpose of the Girodisc system is to reduce unsprung and overall vehicle weight. The secondary purpose is to increase the ventilation and cooling capacity of the brake disc while retaining it's original dimensions.
This is accomplished by using two-piece disc construction. The central “hat” section of the disc is made from 6061-T6 aircraft specification aluminum.
The disc is made from cast iron, constructed in the USA and is made to the same specification and material as used by professional racing organizations. It is a curved vane design, developed in racing to act as a centrifugal pump to force cooling air through the disc.
The rotor and hat have a floating mount system, which utilizes 8 or 10 high strength alloy steel drive pins, manufactured by Girodisc in the USA to our own specifications and cadmium plated for a long lasting corrosion resistance. These pins take the load from braking actions while maintaining the axial and radial float between the hat and disc. The pins are secured by grade 12 cap screws with hardened washers. In order to keep the rotors from making noise when cold, the pins are mounted with anti-noise spring washers on the rotor side which allow the rotor to grow with heat expansion but eliminate the rattle and noise associated with floating rotors. This float also allows the rotor to self center between the pads.
Important Questions Answered
Q: What is required to install the Girodisc system?
A: The Girodisc system is a direct replacement for the OE disc.
No modifications are necessary. The disc will bolt directly to the car and work with OE calipers and pads perfectly. Once the Girodisc system is in place, simply replace the cast iron rotor when needed.
Q: How does reducing weight of the braking system benefit the vehicle?
A: The Girodisc will generally weigh between 4 – 8 lbs less than the oe disc it will replace. This is due to the heavy cast iron hat section being replaced with lightweight, aircraft strength aluminum. The mass of any vehicle requires energy to accelerate or decelerate. Reducing the vehicle mass improves acceleration, and requires less energy to be dissipated during deceleration. Rotating mass requires additional energy in order to increase or decrease its speed of rotation. Decreasing the mass of the disc has a great benefit due to reduction in rotational inertia. This will allow more of the braking force to be available to decelerate the vehicle, not the disc.
Additionally, the mass of the brake system is also unsprung mass. Reducing the unsprung mass has the additional benefit of improved suspension performance, resulting in enhanced ride and handling. Rotating masses require additional energy to vary the plane on which they turn. The lighter the disc, the quicker the response of the vehicle steering due to the reduction in gyroscopic effect/rotational inertia of the disc. As an example, compare the weight of the Ferrari F360 OE disc at 18.2 lbs, and the Girodisc at 14 lbs. The Girodisc is 4.2 lbs lighter per disc. Replacing all four discs will save 16.8 lbs of rotating, unsprung mass.
Q: Why slotted discs?
A: The edges of the slots continuously clean and refresh the pad surface. This will allow the pads to have a maximized friction surface always available. Additionally, they prevent containments from collecting between the pad and disc interface.
The disc is lightened, decreasing its rotational inertia.
Slots prevent the formation of a water film on the disc in wet weather, maintaining the best brake response.
Plain Disc
· A plain disc is generally superior for dry track duty and competition use due to the maximum surface area and disc mass for maximum heat absorbing capability.
· A plain disc has the least chance of cracking and warping due to having no potential stress risers and hot or cold spots on the disc face.
· Discs are also available unplated, for quicker bedding. However, unplated discs are not corrosion resistant.
A note on drilled discs:
Girodisc does not recommend drilled discs for high performance applications. The rapid heating and cooling cycles will cause cracking on the friction surface of a drilled disc. The use of high friction or racing pads will exaggerate this condition. Most pad manufacturers specifically recommend that their race pads not be used on a drilled disc for this reason. Girodisc can drill discs for an additional fee, and if the customer is aware of the potential hazards of drilling the discs.
Note as example the cracking in this OE Ferrari F360 drilled disc after one track day. Also note the front disc of a Porsche 993 Turbo after hard use.
Trending Topics
06-29-2010, 12:54 PM
#9
Burning Brakes
Join Date: Aug 2007
Posts: 955
Likes: 0
Received 0 Likes
on
0 Posts
Hey, they look like mine
But mine are slightly bigger diameter, but slightly less pad surface area... Translates to lighter. Cooling on mine is AWSOME. Lasting Soooo much longer than the stock drilled crap....
But mine are slightly bigger diameter, but slightly less pad surface area... Translates to lighter. Cooling on mine is AWSOME. Lasting Soooo much longer than the stock drilled crap....
06-29-2010, 01:18 PM
#11
Former Vendor
Thread Starter
Hey good to hear ;-)
I use some sort of 993TT adapted hack job on mine; the slots are deep, are plunge cut at a sharp angle, and extend through both the inner and outer edges - all NOT good attributes and make great places for cracks to go nuts.
I use some sort of 993TT adapted hack job on mine; the slots are deep, are plunge cut at a sharp angle, and extend through both the inner and outer edges - all NOT good attributes and make great places for cracks to go nuts.
06-29-2010, 01:28 PM
#12
Rennlist Member
I like the 18lbs of weight savings, thats cool, but dont look for hp gains, as its probably on the order of 2hp, but still, thats free for the change.
Now, can we find this set up for the 964T?
what kind of rotors are used for replacment? custom? or off the shelf?
costs?
cool!
-M
Now, can we find this set up for the 964T?
what kind of rotors are used for replacment? custom? or off the shelf?costs?
cool!
-M
06-29-2010, 04:37 PM
#13
Drifting
Will there be other options for the mounting hats, or will the bolt pattern match the stock rotors? I have 993 TT brakes but on an older 911 so the mounting hat is a lot flatter than the ones shown.
