Originally Posted by 68nova200

shouldnt that be the other way around??

Originally Posted by shabodah

You new here? To cars in general?

People have been doing things backwards since the down of the IC engine.

I still can't get my drag-racing uncle to worry about turning or stopping.

Originally Posted by Todd TCE

We're on more of the same page Maven than you may think. In a pm I also fully endorsed your proposal of the above rotors for the use you have selected.

I noted the rotor in the post, but without mention of a relocation bracket in the longer one I took it to be that there was a proposal to use larger 0E part with ease and failed to make the connection between "hard core rotors" being the tag for the complete package.

I'll remain leery of applying the name BBK in the truest sense to such kits only for the reason that they don't often include calipers (the customer scours the junkard at times) nor are they calipers of the conventional BBK design- multi piston, fixed mount etc. This design is nothing new, Powerslot offered them some years ago and I have supplied replacement rings for some.

Semantics perhaps but the two largest issues for me to over come would be the down side of a single piston caliper still and the sizing of that piston. **Proven effective I'm sure I am only explaining my resistance to calling it a BBK. The single pot caliper will continue to exhibit uneven pressure points on the pad and not be as efficient in clamp and release as the other. The second bing piston sizing, touched on by both you and the hunter is that such a change in rotor size without a reduction in piston area will/may over bias the front end- especially with proper race pads. True this remains a fundamental problem with all FWD cars but the huge gains in effectiveness by way of dia, grippier pads, and a need for lower pressure from the large caliper will also mean that the rears will receive far less pressure than normal. That can translate into an even greater demand on the front than what the intent of the heat sink had been asked for.

My only thoughts for using such a beast of a rotor would be to source a caliper for it with a 10-15% reduction in area. Now if you have done so; hats off for it. Much for that reason I certainly don't expect you to "show me the numbers" but on the other hand data seldom lies. You are free to spend time on the bias calc and see what happens- establish a 'skid' value and then watch the rear line pressure when you achieve the skid with large increases in pad and rotor. Not trying to be an ass (although not new) if I didn't enjoy the discussions I'd not bother extending you a helping hand.



Truth be told the primary reason for scanning some of this and rebutting it was that it takes shots at my TCE/Wilwood product in unexplained ways that are not always clear to the average consumer. Actually I'm flattered to be the bench mark to compare too! And I pay to advertise and promote these products- the good and bad. For that reason alone if it's being dumped on I'd at least want a clear understanding of why and be obliged to request more details. I have no issue with your design only ask that if we're going to have a comparative discussion that we both bring all the info and allow the consumer to weigh the pros and cons of both.