^^Think you need to do a little more research on braking. If you just need to stop hard a few times the stock brakes are more than enough. Might want to go with a more agressive pad though. It is only when you brake hard and often that you need to upgrade brakes to deal with all the heat.

What limits your braking, as well as acceleration and cornering, is how well your tires grip. Seeing your latest creation it appears you are getting away from road racing and more into straight-line pulls. Not sure what size tires you will be running up front but they will be what limits your braking force. FYI - about 70% or more of braking force is from the front.

One option you might want to consider is to go with the front Wilwoods that LG offers and keep your stock rear brakes. Lots of people who road race their cars have this set-up and seem to be very happy with it.

Just some food for thought.

 

^ He's a mad tight baller... he NEEDS the massive brembos... DO IT!!!

But yeah... properly setup the stock brakes can do everything you need

 

Jordan just give ECS or Lg a phone call, both shops do alo of tracking. They know there stuff

 

ZeeOhhSixx,

Money aside, you cannot beat the quality and confidence you get from a Brembo system. If all systems we priced equally the choice would be very easy. When you eliminate cost from the equation and weigh strictly on the benefits offered by of each system, the performance, the quality, and the longevity they provide, Brembo will always come out on top.

For the C5, and the type of driving you intend on doing, it's actually fairly easy for me to make a recommendation. You need to achieve three things to make your brakes do exactly what you want.

1) Unsprung weight savings.

2) Light, stiff, precise, opposed multi-piston calipers.

3) Large pad volume and increased swept area.


1) The unsprung weight savings will help both acceleration and braking. Contrary to popular belief, BBK's do in fact contribute largely to braking distances. This is partly due to the reduction of rotational weight, and partly due to the increase in available brake torque. While tires are ultimately the limit in braking when it comes to grip, there is a lot that the brake system does before you reach that limit. Not to mention that most of us are adding much more tire and contact patch than the car came with out of the box. This increase in grip allows for the use of more brake, and when designed properly, more brake equals a noticeable improvement in all aspects of stopping.

2) Hands down, monobloc construction is the best choice in caliper design when trying to achieve the best in overall performance, stiffness, and weight savings. Only recently has it been possible to manufacturer a caliper that exceeds the stiffness of similar 2pc. calipers while saving weight and doing so within a reasonable cost.
***Our current 6-piston monobloc systems are within $200 of our current 2pc. caliper kits.

Brembo's new 6-piston monobloc caliper is the closest thing to a full motorsports racing caliper available that still maintains the use of dust boots and pressure seals. You get a caliper that will conceivably NEVER need to be rebuilt while offering the best available performance in nearly any situation you introduce it to.

3) An unique pad shape that offers short annulus performance with large volume. The volume translates to swept area for an increased heat barrier for the caliper as well as improved longevity for the pads and discs. That combined with the superior quality and metallurgy of our discs means at least twice the pad and rotor life as compared to "competing" systems.



You'll have your choice of 14" (355mm) OR 15" (380mm) fully floating disc assemblies depending on your wheel selection. Both systems offer the 6-piston caliper in variable piston sizes that are specifically matched to factory master cylinder, ABS, and TC systems. Each of the two disc options saves unsprung and rotational weight as compared to the OEM discs.

For the rear system you'll have a choice of 2pc. fully floating discs or the 1pc. HP disc option. The 2pc. disc is the optimum choice for those interested in saving additional unsprung and rotational weight. The 1pc. disc offers the benefits of a BBK, w/ 4-piston calipers and increased heat capacity, but with a budget minded approach.

Any of the four combinations above will offer every aspect of improvement mentioned above. For events such as the standing mile and Silver State you will have a vehicle with improved acceleration, more confident braking, and a system with Brembo’s superior OEM quality and improved longevity.

***No rebuilding calipers, replacing hats/bells or brackets, safety wiring hardware, or any other worries and problems that are often accepted from other aftermarket companies. If Brembo doesn’t accept these types of issues when providing a system for Ferrari, Lamborghini, Aston Martin, GM and other automobile vehicle manufacturers, then we don’t for our aftermarket brake systems.****

 

^ How do you change pads?

 

Will the 8 piston Brembos fit under an 18? Doubt it, I have to stick with Drag Radials in the back so max front wheel size is going to be 18".

 

The monobloc caliper does require the removal of the caliper.
It is still is a very easy pad swap and takes less than 10 minutes.

-Remove the two guide pins from the top of the caliper.
Simply tap them out with a punch and small ball peen hammer.
(I keep a six inch ball peen and a small center punch in my glove box)

-Lift off the pad retention spring plate.
Remember which end of the caliper that this was on.
It's always on the end of the caliper with the large piston.

-Remove the two 10mm allen bolts holding the caliper to the bracket.
These are usually torqued at 80 ft. lbs.
(I keep the allen socket next to a 1/2" ratchet and 12" torque wrench in the top drawer of my tool box. These are the only tools you'll need)

-Lift the caliper off of the rotor, half way up with a twisting motion to spread the pistons to the full open position.
This actually saves a lot of time since you do not need to mess with piston spreader tool or fight to get the caliper into the open position for the new pads.
The pads will drop right out the bottom of the caliper as you life it up.

-With the caliper off of the bracket and away from the rotor, insert the new pads and replace one of the alignment pins.
Install the alignment pin through the pads on the end of the caliper with the small piston.

-Place the pad retention spring plate back on top of the pad on the end of the caliper with the large piston.
***Do not insert the second guide pin yet.

-Place the caliper back on the rotor and re-torque the (2) 10mm allen bolts. Torque at 80 ft. lbs.

-Re-install the second alignment pin over the pad retention spring plate.

FINISHED !!!

It requires one extra step to remove the caliper from the bracket, but also saves time by eliminating the step of using an additional tool to spread open the pistons.

I actually prefer the job of changing pads in the monobloc caliper as opposed to most typical open top calipers.

And remember, due to the large pad volume and swept area in the 6-piston caliper, you will also be replacing the pads less often.


For more info:

Gary Cogis
888.Brembo.8 ext 18
Brembo / RaceTechnologies
gary@racetechnologies.com

 

^Cool... but remember many of us run different compounds street vs. track so pad changes are frequent.

 

The 8-piston system is not an available option.
It was a limited production kit (2 systems total) that we made a few years back. It was meant primarily for off road use and sold as a 4-wheel system.

The new 6-piston kit is the better choice in every aspect.
While 8-pistons sound impressive, it's not the # of pistons, but rather the overall piston area dictated by the size of the pistons. The pad design, weight savings, stiffness, and overall performance of the 6-piston BBK is much better for the C5 and C6 Corvettes.

And due to your choice of 18" wheels you will most likely require the selection of a 14" brake system. At this time, the only known 18" wheel that will fit over a 15" brake kit is from CCW. It is a great wheel and a choice you may want to examine if you do want a 15" disc.

I can assist you with wheel fitment options with Brembo kits if you need it.

 

You are correct.

Even in that case, it is still much quicker than OEM brakes.
And equal to the time needed for most open top, opposed piston calipers.

The last car I swapped pads on was a 6-piston monobloc front, with a 4-piston open top rear caliper.

The front pad swap took the same or slightly less time than the rear.

 

@ kingsey - GARY_C seems to have his finger on everything Brembo, he would know better than myself, sorry!

Thank's guys!

Frank

@peter pan

 

I don't track my car, and as it's been mentioned many times that the stock brakes with upgraded pads seem to work quite well.

The real reason that I have these brakes is that since I upgraded my wheels to 19/20's the stockers 'look' rather miniscule. So to fill this void I splurged on these. With my car being at Caravaggio's I had plans to get Brembos eventually, but when I saw these brakes being installed on 'WAY2EVIL's' car, I had to have them! So the joke is... I bought the BREMBO's for 'Looks'.

And to answer your question, a 19'' wheel is needed up front!

Frank

 

Good Gawd!

 

ZeeOhhSixx,
You mentioned drag radials, and I took a peek at your profile...looks like you are putting out some serious juice! Before recommending anything from our product line however, I need to do a needs/wants assessment.
1. How will the car be used...drag racing (obviously), high speed highway runs, canyon drives, autoX, HPDE, daily driver, etc???
2. It sounds like you are limited to an 18" wheel, which almost definitely means you'll need a 14" rotor or smaller.
3. How important are aesthetics (obviously at least somewhat important, or your car wouldn't look like it does)? Would having a front-only system with a stock rear setup bother you visually?
4. What are you really looking to acheive with a BBK...better pedal feel, improved modulation, more pad options, less dust, less noise, gasps from the ladies?

I need more info on what "serious" really means to you and I can make a recommendation. You said budget doesn't matter so much, but why spend more than you need to in order to accomplish your goals? It could be as simple as better pads, lines, and rotors to get the job done...or as complex as featherweight carbon ceramic rotors with a six piston/four piston like I have on my C5Z06.

 

:looks at Cobra4b pictures:

I find in interesting that that Stoptech makes 2 piston rear calipers. I knew Brembo did.

Was there ever any talk about making those available for the C5/c6 vette's?

I was under the impression that the rear brakes weren't that stressed, they might do good business with an affordable 4 piston front/2 piston rear kit. Or is the performance not worth it?

 

Here you go. 8 Piston front calipers.

http://www.ssbrakes.com/brakeproducts/brakecalipers/v8/

 

While I'm not professing to know more then Gary_C about Brembo's product line, it is my understanding that the Brembo GTR is NOT a "limited production kit (2 systems total)" I've spoken to both Ben Liaw from Rogue Engineering http://www.rogueengineering.com/Merc...ategory_Code=B and Mike Newlander (aka Short-Throw) about the GTR brakes and they can be purchased for about $14,000.
Heck, go ahead and google: brembo gtr
and see for yourself
These appear to be the VERY best non-carbon/ceramic brakes made.
Someone please correct me if I'm wrong.
- Max

 

Frank.... who cares. I love looking at your car because everything is done to the hightest level possible and all the little details are taken care of.

 

Thats easy enough.

Ill go with all of the above for the cars uses, ill drive it close to everyday, I plan on doing the Silver State Challenge and doing plenty of highspeed runs. Im going to head up to Pocono in the spring and take a trip to Road Atlanta as well.

Visual is a big factor, I couldnt have a kit up front and stock in the rear that would bother me greatly.

Basically im looking for a better feeling of confidence from my brakes I guess we can say. When I really get down to it the stop feeling doesnt match the go feeling and after driving Porsches all day I know the feeling im looking for.

If I could mimic the Porsche Ceramic Composite Brake system I would buy the setup in a heartbeat, the brake feel from that system is incredible. No matter how hard im driving the brakes always seem one step ahead and I enjoy that.

 

Just a heads up... JETZ BBK is not a GTR system.

The principle behind anything "Gran Turismo" is that the system is specifically engineered and tailored to the year make and model of the vehicle. They are engineered to be compatible with factory master cylinder and ABS systems, and will be a direct bolt on with no major modifications required.

JETZ system falls under the GT category of the Gran Turismo Program. His system was limited production, and was never added to our application guide.

JETZ system (below)




GTR stands for "Grand Turismo Race". These systems are designed with the same philosophy for optimum brake bias with engineering based on a specific vehicle platforms, but will include full billet aluminum RACE calipers.

***Max,
You may have missed the last section of the link you posted to the Rogue Engineering website that was titled "Exclusivity for the Few". ***

These systems are in fact manufactured and sold in limited production, and only available through a select few Authorized Brembo dealers.

The calipers come directly from our top level racing division and are the same as what you would see in ALMS, Grand Am, NASCAR, WRC, or any other top level racing series that Brembo competes in. Inventory varies based on the chosen caliper, and the components used in the systems can change from one season to another.








The High Performance division of Brembo is where the entire line of Gran Turismo brake systems comes from. (GT & GTR)

GTR takes the Gran Turismo philosophy up one level with the use of a full RACE caliper and is generally not intended for street use.

The GT portion of the Gran Turismo program still utilizes the technology and many of the same components used in professional racing, but with specifically designed calipers for the High Performance division. These calipers will have a painted finish, and contain dust boots for street ability. They also include specific componentry such as McLaren float hardware, and specific pad retention hardware to aid in the street ability of the kit without the noises and nuisances often associated with FULL RACE type systems.

We have a full line of Gran Turismo products that include over 500 GT applications. And in comparison we only offer less than 30 GTR applications.
GTR is generally special order and only made in limited production.
GT is an "in stock" item that remains available as long as the vehicle is still popular and the demand for the product still high.

Yes, GTR is often regarded as the very top level of performance and quality, but GT is VERY close in every aspect of performance.

In many instances people will remove PCCB and CCM type carbon systems and replace them with GTR systems . The purpose being, to have a system that is more easily tunable for a specific application and usage on any give platform. You also gain less expensive consumable item costs, and these systems are often favored for the pedal feel, modulation, and control that cast iron technology provides.

At this time, the only real benefit to most carbon based systems are the extreme weight savings of the disc itself. The rotor assemblies used in the GTR systems are still much lighter than OEM braking systems, and the calipers used for GTR are also lighter than OEM, as well being much lighter than the calipers used in carbon type systems.