2V4V

Just be patient everybody.

Cheap(er) and more reliable stuff is on the way courtesy of MBZ and a couple of the large aftermarket companies. Last time I spoke with a Benz guy, they had new tech to get the rotors down to the ~$200/per unit cost. Obviously still a bit high. I also read a tech article a while back on MBZ doing them, but for the life of me I don't recall where.

The cost is mostly all about the processing time required (so I've been told). The Porsche method requires a boatload of time (DAYS per unit) and there are apparently a fair number of ones that are scrapped at the end of the process for some quality issue or another. Obviously, they can't be cheap after all that. Plus, there's some really expensive specialized equipment that has to be amortized out in the first couple of years.

Better production tech and materials mean cheaper rotors are still a coupla years out (as of my last conversation with 'those is the know') but still coming. They don't want to have the same issues that Porsche is currently having with their units, so wear life is one of the primary performance dimensions under analysis.

Of course, they may all drop the R&D and forget about it if the Porsche experience turns into a PR nightmare - who wants to overcome a Firestone-esque debaucle?

Greg

slate blue

I'm interested in your opinions Mark and you have been there done that so to speak. I may have made a mistake with my brake choice I really don't know at this stage as the car has not been on a circuit since its rebuild. The principle I appled was this, the early cars have better ducting than the late cars so better cooling to the brakes. I didn't want to go for a bigger caliper and disc because of inertia reasons and unsprung weight.

My thoughts were use a brake I thought was adequete and no more. My discs are the factory 993 turbo ones which are the same 322mm as the GTS but are cross drilled not gas vented. The rears are also 322mm for the 993 turbo. I have matched up as best I can the master to the calipers. Field testing will determine how good I got it.

Now the better clamping force you mention, is that relevent if the calipers can lock the wheels? As I would have thought, once you can lock the wheels you have enough clamping force? So please if you could fill me in on what I'm missing. Also you might be interested in a post I started. I'm about to add to it.

928s used in the Maclaren F1 development

fst951

2V4V,

I believe that you probably heard from the same people or article that I did. The brakes were proposed to be used on large sedans, and believe it or not, Dodge trucks. They proposed to get the units about $400-$500 per rotor by 2008. I am sure they will not be quite as cutting edge as Porsche, but from the sounds of it, I guess that I would prefer if they weren't! Its coming, I agree and it may be really neat. $40,000 for a brake job? Small *****? Have I got the car for you!!!!!

Jim,

With diesel trucks, downshifiting really dosesn't work well without a jake brake. You have to rely on rotor/caliper size and good duct work....water injection if you are racing! Rotor size is critical in constant stopping. We have a lot of large hills, actually some people are even crazy enough to call them mountains, and large rotors are essential for the hilly driving.

Take care.