Can someone tell me where on God's green earth and how on God's green earth can you get these for a 944 and mount them???? I remember they used to have them in the Performance Products catalog a while back but are NLA now.

http://cgi.ebay.com/ebaymotors/1986-...QQcmdZViewItem



That is just amazing! I'm hoping that when ordering new rotors, it will be easy for big red converted cars....

A brake upgrade is something I've always wanted to do since I got new wheels.

Looks like I have a reason to get rid of the 15" phone dials and get a bigger set for the track.

 

Wow, looks like a nice car. I want the carpet, dash, center armrest, and shift boot.

 

I assume you only want to do this for looks?

 

The last thing you are ever going to need on a 944 N/A is big reds.

 

Overkill, especially for autocross.

It looks like they used an adapter block on an N/A spindle. If that is the case, I wouldn't feel safe with that set up. The N/A spindle was not designed for the loads/stress of those brakes.

 

Dunno about DE, but for Auto-X, those tiny 15" phone dials are a big advantage for you! 16's and up will only make you slower!

 

I wouldn't worry about that. That is how racing brakes (e.g. Wilwoods, Brembos, etc.) are adapted to virtually every car. I've never heard of a problem with that.

 

overkill? who cares. they look good and brake like crazy. bah....overkill.

 

i know the turbo and turboS had significantly larger spindles to handle the stress of the bigger brakes. Maybe just driving around i would feel ok w/ an adapter but on the track it would scare me.

 

Bah. I guarantee you that every car in the Speed Touring Car series has adapters between the spindles and the calipers.

 

I understand that. We could have a very good discussion about this with good points for both sides.

It is my opinion that the N/A spindle is very slight in build. Porsche uprated the spindle "beefiness" (is that a word? ) when going to the 86 951 turbo brakes, then uprated it yet again when going to the M-030/S4 calipers. There must have been some safe load factor margin that was perceived to be jeaopardized when going to a larger caliper/rotor combo with the N/A spindles. Of course, the cars got heavier during these model changes so that may have been part of that consideration.

Personally, after having the N/A spindle sitting on the garage floor next to a 951 spindle, I wouldn't want to chance it.

There are all kinds of parts on these cars that are designed at the factory with a certain load/application in mind. When we start uprating or messing around with it, we begin to go beyond the design parameters and things start to go awry. The A-arms on both the early and late cars are a prime example of this. The early arms suffer when large sway bars are mounted, they crack. Hence the number of people that re-inforce the mount area and/or box the arms. The late arms suffer when the cars are lowered beyond spec, and have been prone to cracking when used in conjunction with high spring rates, big sways, and large sticky tires.

Just my opinion .

 

the adapter isnt what scares me, its the additional stress put on that dinky little spindle.

 

Perhaps you guys are right. I can't say. As for Porsche engineering, we spent our fair share of time yesterday making fun of Porsche engineers while we were removing the gearbox and engine from my car.

That's not to say they don't produce fine cars that perform well. But I doubt there is a person here who has actually worked on their own car who hasn't wondered what the engineers were on when they designed certain things on these cars.

 

Andy,
Why not just build a 944-spec car from your machine.

You will not be faster than the spec car unless you do really radical things and there is plenty of infor on how to build these cars right and then you can spend the rest of your time and money being on the track. That is where you can gain much more time.

Lets see $500 spent on track time = 1 second faster
$500 spend on big brakes = 1 second slower.

 

Can't argue there....