- Large six-piston, billet-aluminum calipers with high-tensile cross-bolts for maximum rigidity
- Larger, wider 350x34mm or 380x34mm floating 2-piece rotor assemblies with high-density directional cooling vanes and billet aluminum hats
- Rotor slot pattern specifically designed to evenly distribute heat across the rotor surface and increase initial brake response (bite) while maintaining quiet, smooth operation over a wide application range
- Rotors are coated with a proprietary black, anti-contamination finish ensuring that no oils are transferred to the brake pads
- Billet-aluminum caliper mounting brackets featuring stainless steel thread inserts for the radial mount bolts to ensure maximum durability
- Stainless-steel braided-Teflon brake lines
- Proprietary high-performance street pads included in a standard replacement shape (optional pads available)
- Lighter than factory brakes, but not so light as to introduce excessive NVH (Noise, vibration, harshness), which can occur with ultra-lightweight brake kits
- Extreme UV & temperature resistant European anodizing dyes for best color retention
- Hand-polished, mirror-finished, stainless steel pistons which reduce the rate of heat transfer to the caliper seals and brake fluid by a factor of 10 when compared to the aluminum pistons found in many other calipers
- Ultra-high temperature and pressure internal wiper seals. The internal wiper seals ensure best service life under daily street driving conditions and will also not be damaged during track day use (as is the case with the external dust boots used in many other calipers)
- All stainless-steel hardware for long-term durability and corrosion resistance
- Seamless CuNi fluid crossover tubes for maximum corrosion and vibration resistance
- Pad pre-tensioning system designed to reduce brake noise and squeal
- Maximum Temperature Recording (MTR) devices on calipers and rotors
- Laser etched logos which will not be damaged by brake fluid, or solvents (as is the case with the painted logos often used on aftermarket calipers)
- Designed, engineered, and manufactured in South Africa by the experts at Powerbrake
High-Performance Street Pads
The included High-Performance Street Pads are specifically designed for use in high-performance street applications and one of the best high-performance street pads on the world market at the moment. This compound beds-in quickly and delivers strong brake performance over a wide temperature range. The material exhibits a strong initial bite as you engage the brake pedal followed by a slightly rising torque curve during a single brake application. This slight rise in brake torque in the mid-late stages of a brake application makes use of the additional front tire grip available after weight transfer has occurred during a typical (medium-hard) brake application. This delivers optimal stopping distances when tested on street cars running high-performance street tires. The compound features a high average friction coefficient and delivers reduced stopping distances as well as improved fade resistance when compared to most OEM and aftermarket high-performance street pads. Usage Notes: Optimal temperature range: 0-500 deg C (0-932 deg F). Best choice for most high-performance street applications. Not recommended for track day use at all.
Advanced Street / Entry-Level Track Day Pads
The optional Advanced Street / Entry-Level Track Day Pads will offer similar characteristics to our High-performance Street compound in terms of having a slightly rising torque curve during a single application. It will offer a little less initial bite as you engage the brake pedal under normal street driving conditions. This material also takes a little longer to bed in and prefers to be run at slightly higher operating temperatures in order to maintain the friction film that is put down on the disc surface during the bed-in procedure. This material can be run to higher max operating temperatures than our standard High-Performance Street compound while remaining fade-free. The additional heat range means that this compound can be used for entry-level track days. This makes this material a good choice for customers that would like to take part in occasional track days but do not want to change pads prior to these events. Usage Notes: Optimal temperature range: 0-630 deg C (0-1166 deg F). Best choice for customers that want to use one pad for high-performance street and entry-level track day use. Acceptable for entry-level track day use but pad wear will be high if used for advanced track applications.
Advanced Track Day Pads
The optional Advanced Track Day Pads are specifically aimed at advanced track day users and offers full race performance under track conditions. While it can be used to drive to and from the track, some brake squeal will be experienced during street driving. It is not recommended that this pad material be used for extended daily street use as accelerated disc wear and brake noise will be experienced during daily street driving. On track this compound will offer unmatched brake performance and fade resistance and will be a significant step up over our Advanced Street / Entry-level Track Day compound. The material remains kind to discs under track conditions and pad wear is low. It has a slightly rising torque curve and modulation remains excellent. A mechanical retention system is employed between the pad backing plate and the friction material for maximum shear resistance during high-temperature use. Advanced track day users will really appreciate the characteristics, performance and wear life that this compound offers. For advanced track day customers that also use their car as a daily driver we suggest a two-pad strategy in which you run our High-Performance Street compound for daily street use and then switch to our Advanced Track Day material for track events. Usage Notes: Optimal temperature range: 100-800 deg C (212-1472 deg F). Best choice for advanced track day use. Can be used to drive to and from track events but brake squeal and increased disc wear will be experienced if used for daily street driving.
APR calipers are CNC-machined from aerospace-grade aluminum billets at Powerbrake’s in house manufacturing facility and offer extreme strength and rigidity. This is thanks due in part to the material and construction, as well as the FEA enhanced design. The caliper design offers the optimal balance between weight reduction and maintaining smooth, quiet braking. Removing too much weight from a caliper can lead to increased levels of noise, vibration and harshness under braking. The APR caliper has been specifically designed for street tuners and track day enthusiasts that want maximum brake performance, while maintaining low levels of noise, vibration and harshness. The APR calipers are also significantly lighter than the factory calipers, while maintaining smooth, quiet operation. While the design reduces weight, It’s important critical weight is left in place to ensure the calipers don’t cause excessive NVH, as is all too common with many of the fancy weight saving designs on the market today. Simply put, cutting away too much of the caliper for weight savings and appearance causes heavy sacrifices in rigidity and NVH with mostly immeasurable performance gains.
Caliper Surface Finish
Our brakes are anodized with proprietary anodizing dyes that offer maximum UV resistance and color fastness, and handily out performs other anodizing methods on the market today. The surface finish is designed to retain its color even under extreme temperatures seen during track day conditions. This runs contrary to powder coat or epoxy paint finishes which tend to discolor, brown, or burn. Likewise, compared to other finishes our brakes are not damaged by brake fluid or most brake cleaners and solvents. Our logo is laser etched onto the caliper as opposed to the painted logos commonly used by many other caliper manufacturers. Again, our logo will not be affected by brake fluid or brake cleaners in the same way that painted logos will.
Our calipers use high-tensile caliper cross-bolts that are manufactured in Europe. The bolts greatly increase caliper rigidity while adding minimal weight. The calipers are significantly more rigid than most factory or aftermarket Monoblock calipers that are typically cast or forged from 2000, 6000, or 7000 series aluminum alloys. This method is only bested by extremely expensive alloy grades not commercially available at an affordable price point in the aftermarket. Simply put high level race car Monoblock calipers, such as those found in F1, are not made from the same material you find on affordable street brakes. The bolts used in our calipers are coated with a proprietary high-tech black coating which offers exceptional corrosion resistance, while not negatively affecting bolt strength. Lastly, the bolts are installed inboard, giving the outboard caliper face a clean and uncluttered look when viewed through the wheel.
All caliper component hardware, other than the cross-bolts, are manufactured from stainless steel. This ensures the highest level of corrosion resistance and is rare in aftermarket brakes.
Caliper Fluid Crossover Tubes
The seamless fluid crossover tubes are manufactured from CuNi alloy. This material handles high-frequency vibrations vastly better than coated or stainless steel tubs as are commonly used in the industry. It’s common for other materials to split along the seams. Lastly the fluid crossovers are fitted with a high temperature silicone sheath and pulled against the caliper bridge to further dampen vibrations and protect the tubes.
Internal Wiper Seals
APR Calipers have an internal wiper seal in the caliper body and around the pistons to protect the pressure seal from possible external debris. This also avoids using a rubber boot that often melts and is damaged when high heat is generated under heavy consecutive brake cycles.
Caliper Maximum Temperature Recording (MTR) System
This system provides a permanent record of the maximum operating temperature reached by the caliper. This handily outdoes using a handheld pyrometer once the vehicle is in the pits as temperature is recorded during actual operation. The data can prove invaluable when choosing the correct brake fluid.
The discs used in our big brake kits are cast from a proprietary high-carbon cast iron alloy that provides excellent durability and stability under the high thermal loads experienced during spirited driving or track day driving. The discs in our 2-piece kits feature our curved, directional, cooling vane design that increases cooling vane surface area for optimal cooling. The design also features robust disc plate walls to increase the thermal storage capacity of the discs. This is especially important during spirited driving and track day cars that are generating high brake temperatures but that are not fitted with brake cooling ducts that duct cool air from high pressure zones on the front of the car (as is often the case with true race cars). The truth is that very few fast road and track day enthusiasts will ever run brake cooling ducts as they typically require modification to the car's front end. In this case the robust disc plate walls employed in our 2-piece disc design are a real advantage in terms of thermal storage capacity, durability and service life of the disc. Lastly, we do not sacrifice cooling capacity for weight like many systems on the market using thinner discs and/or far fewer cooling vanes. The benefits from the weight loss are vastly countered by increased braking capacity.
The disc surface pattern provides an excellent balance between functional aspects such as efficient removal of friction gasses, carbonized pad material, water when driving in the rain, and practical aspects such as a good balance between strong initial bite and low NVH (noise, vibration, harshness). The slot pattern also provides good bite and release characterizes perfectly suited to the crossover street and entry-level track roll intended for our brake kits. Every single disc assembly is measured for run-out and disk thickness variations (DTV) using Swiss measuring equipment. When it comes to QC, there is no batch or statistical quality checking of our discs. Every single disc is measured and our machining tolerances are up to three times tighter than the industry norm.
Disc Surface Finish
All discs are coated with a proprietary black surface coating. The discs are chemically de-greased before the application to ensure no machining fluids or other contaminants are present on the discs as these can get absorbed by the pads and negatively affect brake performance. The coating is able to withstand high temperatures and is flexible enough to expand and contract without flaking or peeling. The discs require no cleaning or preparation before install. The black coating will be removed by the brake pads in the tracked area within a few brake cycles, while the unwept areas will remain coated, providing additional corrosion protection and an attractive appearance.
Disc Maximum Temperature Recording (MTR) System
Our MTR system provides a permanent record of peak operating temperatures reached by the discs under actual driving. This information is extremely valuable when selecting the correct pad compound for your application. Each tab will change color when the temperature range is met. The longer red tab will provide a color gradient chart to further refine specific temperatures. Blue turns brown at 527 F. Green turns white at 860 F. Orange turns yellow at 1022 F. Pink turns white at 1166 F. Lastly the longer red strip turns various shades from 219 F to 2318 F.
The lightweight disc hats are assembled and machined from solid billet high grade aluminum alloy, creating an extremely strong part at a lower weight. All hats undergo FEA strength and thermal analysis to confirm strength and rigidity under load. The hats feature a type-3 mil-spec hard anodize for maximum durability and service life. All logos and markings are laser etched.
Disc Floating System
Race proven over many years of use, the floating system allows the disc friction ring to expand and contract radially without any restrictions as it heats and cools. This significantly reduces stress on the ring and hat and reduces the chance of disc distortion and cracking, while maintaining a consistent brake pedal feel. Contrary to most race oriented setups, we were very mindful of NVH under street driving conditions. Our float system runs very quietly during day to day driving.
Caliper Mounting Brackets
The brackets are machined from billet aircraft grade aluminum alloy, FEA enhanced for strength and rigidity, and type-3 mil-spec hard anodized. They feature stainless steel thread inserts in the radial mount holes. Since the calipers feature an FEA enhanced design with a reinforced bridge, the two caliper radial mount bolts are removed during a pad change. The thread inserts, which are used extensively in the aerospace industry,are stronger and more wear resistant than threads cut directly into the aluminum resulting in significantly increased service life. Also, the "self-locking" property of the thread inserts means that no thread lockers, or locking fluids are required on the caliper mounting bolts as long as these bolts are torqued correctly. Combined with the proprietary coating, the bolts have excellent lubricity properties and provide excellent torque accuracy. They are very easy to assemble and disassemble quickly compared to other setups.
Our brake lines feature an extruded Teflon inner lining that is highly resistant to the aggressive chemical properties of modern brake fluids. Furthermore, they can handle far higher temperatures than rubber. Teflon lining is covered by 32 strands of tightly woven stainless steel braids that act as the muscle of the hose, providing excellent resistance to expansion under pressure. The lines are covered with a polymeric outer layer that prevents dirt from getting between the braids and the inner lining. The end fittings are machined from 304 stainless steel, as opposed to the plated, mild steel fittings common on other systems. Simply put, our hoses provide the best possible pedal feel, matched to excellent durability and corrosion resistance.
Brake Simulation Software
Each APR big brake kit is tailored to the specific vehicle. This involves careful software modelling of correct brake balance, brake torque outputs and pedal feel using our proprietary brake simulation software. The software allows us to enter all aspects of the factory brake system on the car as well as all key data affecting chassis dynamics under braking. Our engineers can then simulate braking events at various negative G's and analyze dynamic weight transfer for the chassis in question. They are then able to perfectly optimize the brake torque outputs delivered by our big brake kit by changing disc diameters, caliper piston ratios and brake pad friction coefficient. The result is that the caliper piston diameters / ratios, disc sizes and pad compounds in each kit are tailored to the vehicle platform in question. Our big brake kits will perfectly integrate with the ABS, EBD and other stability control systems on the vehicle. When driving a car fitted with an APR big brake kit, you will feel this attention to detail coming through by the way that the vehicle’s chassis reacts under braking.
Frequently Asked Questions
Q: 2-piece vs monoblock calipers?
A: People often point to Formula-1 calipers which are monoblock construction and claim that if Formula-1 cars use monoblock calipers then these must be best. The truth is that F1 monoblock calipers are manufactured from exotic materials that are simply not feasible for use in aftermarket big brake kits due to prohibitive cost. The 2000, 6000 and 7000 series aluminum alloys that are used in the construction for all calipers found in aftermarket big brake kits are nowhere near as rigid as the F1 materials. The fact is that if you compare a monoblock caliper (manufactured from 2000, 6000 or 7000 series aluminum) to the exact same caliper design but with a 2-piece construction and high tensile steel bolts holding the two caliper halves together, the 2-piece caliper will be more rigid because the steel bolts add significantly to rigidity. The only down side to a 2-piece caliper construction is the weight of the bolts and frankly no high-performance street or track day enthusiast will be able to feel the weight of the bolts under real-world driving conditions.
Q: Some OE multi-piston brake calipers have 8-pistons (on Audi RS models for example). Are these calipers ‘better’ than the 6-piston calipers in the APR BBK’s?
A: The number of pistons in a multi-piston brake caliper do not make it a ‘better’ or ‘worse’. Overall caliper design elements, structural rigidity, bolt positioning and the material that the caliper is manufactured from determine its performance and feel. Generally speaking multi-piston calipers are designed around fairly large pad profiles because the larger and friction material volume directly translate into increased pad life. As pads get longer, it becomes important to evenly distribute the the force from the caliper pistons evenly along the length of the pad backing plate, which is why multiple smaller pistons are used instead of just one large piston as is common in many OE calipers. While there are some well-designed 4 & 8-piston calipers on the market the ideal balance balance between pad size and caliper size, weight and rigidity is often a 6-piston caliper layout. Most top-level race calipers today from circuit (Touring Car, Endurance, F1) to off road rally-raid (Dakar Rally, Baja etc) are a 6-piston configuration due to this inherent balance.
Q: Why are the pistons in your calipers different sizes?
A: One negative consequence of using larger / longer pad profiles (as is typically the case in multi-piston calipers) is that the pads can wear at a tapered angle over the life of the pad. The pad will typically wear more at the leading edge (where the disc enters the caliper) and less at the trailing edge (where the disc exits the caliper). To counteract this differential piston ratios are employed in conjunction with careful piston positioning. The pistons will increase in size from the leading to trailing edge of the pad. The larger piston(s) closer to the trailing edge exert more force on the pad backing plate than the smaller piston(s) at the leading edge, hereby offsetting the tapered pad wear issue. While it is impossible to completely eliminate tapered pad wear due to the massive variety of different pad compounds on the world market and how they all interact differently with the disc, the engineers at brake companies put a lot of effort into calculating the best middle ground in order to minimize the occurrence of tapered pad wear.
Q: Why do your calipers not have removable caliper bridges to allow for easier pad changes?
A: The APR 6-piston caliper employs a solid bridge that houses a high-tensile steel bolt. This design philosophy has significant benefits in terms of caliper rigidity, performance ultimately brake feel for the driver. This is why most high-level 6-piston motorsport calipers employ integral solid bridge designs. Let’s consider the pros and cons of this design: It is true that in some cases calipers with removable bridges can make pad changes slightly easier. The negative that is commonly found with removable caliper bridges (we see this regularly in the market and there are a number of YouTube videos out there taken by unhappy customers to prove this point) is that as a result of machining tolerances as well as anodising / coating tolerances, the bridges are often either a very tight fit (some big brake kit manufacturers recommend using mallets to knock the bridges into place after fitting pads) or the bridges are too loose in which case they have zero effect in terms of adding to caliper rigidity (which is what the bridges are there for in the first place). While having this discussion, it is also worth considering that one of the key benefits of a big brake kit is significantly increased pad life (as the result of both far larger pads and reduced operating temperatures). The result is that under street driving conditions pad change intervals are going to be significantly extended. Is it worth sacrificing the design benefits of an integral bridge for the possibility of saving a few minutes during a pad change that is like to only occur every 1-2 years? We don’t believe so.
The sequence that we recommend for APR customer performing a pad change is a follows:
- First remove the R-Clips and pad retaining pins while the APR caliper is still bolted to the caliper bracket.
- Once the pad retaining pins are removed, then remove the two M12 caliper mounting bolts and use a cable-tie / zip-tie (readily at hand in most workshops and households) to tie the caliper through its bridge to a coil spring on the car.
- Slide the used pads out through the bottom of the caliper and slide the new pads into the caliper.
- Clip off the zip-tie.
- Slide the caliper with the newly fitted pads back over the disc.
- Insert and correctly torque the M12 caliper mounting bolts.
- Insert the pad retaining pins and ensure that the R-clips that retain the pins in the calipers are in place (SAFETY CRITICAL).
Q: Why are your calipers anodized and not painted?
A: Many big brake kits aimed at the street tuning and entry-level track day markets feature powder coat or epoxy paint finishes. These finishes look attractive when new but don't handle the caliper temperatures reached under track day conditions well at all, often discolouring to a brown or black burnt color. The powder coat and epoxy paint finishes also do not handle exposure to brake fluid or brake cleaners / solvents, which will often damage painted caliper finishes. The calipers in the APR brake kits feature an anodized surface finish. Note that there are vastly different levels of anodising dyes on the world market, we exclusively use anodizing dyes that deliver maximum UV resistance and color fastness. The up side of choosing to anodize the APR calipers is that the color retention at the high temperatures experienced under fast road and track day conditions is superior to painted finishes. In addition to this the anodized finish will not be damaged by accidental exposure to brake fluid or most brake cleaners / solvents.
Q: Caliper max temp recording stickers – Why are on they back (inboard face) of the caliper?
A: The max temperature recording stickers on the inboard face of the APR caliper bodies provide a permanent record of the maximum temperature reached by the caliper body during use. This can be helpful when selecting a brake fluid with the correct temperature range for your application or to diagnose issues with caliper seal life (in extreme applications). The white strip in the centre of the blue sticker will turn black to indicate the max temp reached. The stickers are applied to the inboard face of the calipers as most APR customers would prefer to keep the outboard face of the caliper (that is visible through the wheel) looking clean. Street customers can check the caliper temp stickers during pad changes for interest sake. Track day users will be changing wheels, tyres and brake pads more regularly and can easily view the stickers at these times.
Q: Are the discs in your big brake kits floating?
A: Yes the disc assemblies in the APR kits are floating. To be more specific the disc friction rings are able to expand and contract radially during heating and cooling cycles without putting any stress on the aluminium hats/bells. The APR disc assemblies do not allow for axial float (i.e. inboard / outboard float). The floating system used in the APR disc assemblies is simple, maintenance free, runs quiet and is proven to be very effective for high-performance street and track day applications.
Q: What is the black coating on your discs, why do you apply it and will it come off in use?
A: The number one reason for the black coating on our discs it to ensure that there is no oil on the discs at the time of fitment. Most discs are coated with oil by the manufacturer before packaging in order to prevent the formation of rust on the disc surface during storage and transport. The danger is that if this oil is not completely removed before installation, the pads will absorb some of the oil during first use (pad friction materials are porous). The pad friction material will absorb any oil / lubricants on the disc surface. This can severely reduce brake performance. Many brake system manufacturers simply state in their fitment instructions that the disc friction surfaces must be cleaned with brake cleaner or similar prior to installation. The reality is that this is not always done by the installer. All APR discs are chemically de-greased by the factory before the black coating is applied. The black coating will not contaminate or negatively affect the brake pads at all, meaning that the installer does not need to clean the discs at all during fitment and the car owner is assured that his brake pads will not be contaminated by oils / lubricants. The pads will cut through the back coating in the pad track area within about 5-10 brake applications, exposing the disc surface below. It can sound slightly rough when performing these first few brake applications. Experience has shown that the black coating does offer additional corrosion resistance for the non-swept areas of the discs but the coating was not designed to be a corrosion inhibitor and APR makes no claims that surface rust will not appear on the cast-iron disc rings (which is normal).
Q: What are the coloured paint tabs on the outer diameter of the discs?
A: The coloured paint tabs on the outside diameter of the discs are a maximum temperature recording system. Each of the shorter paint tabs will change to a white / cream colour at a specific temperature, hereby giving the car owner a permanent record of max temp that the discs have reached since new. This is far more valuable information than any reading that is taken with a pyrometer when the car returns to the pits for example after a track day session. Measuring brake disc temps in the pits is practically meaningless. The key information required when analysing brake disc life, pad wear life and when selecting the correct pad compound for a particular application is the maximum temperature that the disc has reached during use. The shorter paint tabs provide this information. See below for descriptions of colour changes and what they mean it terms of peak operating temps reached by the discs Customers will find a description of what each colour means in terms of max temps reached in their fitment instructions that accompanied their kit. The longer ‘Red’ paint tab is intended for more detailed analysis by APR and is not intended for use by the car owner as it requires additional expertise to interpret.
- Blue paint - turns Light Brown at: 275 deg C / 527 deg F
- Green paint - turns White at: 460 deg C / 860 deg F
- Orange Paint - turns Yellow at: 550 deg C / 1022 deg F
- Pink paint - turns White at: 630 deg C / 1166 deg F
Q: How much does disc diameter influence brake performance (stopping power)?
A: Disc diameter does have an influence on ultimate brake torque (stopping power) but not as much as most people think. For example: If all other variables (such as brake pedal input, brake pad compound and hydraulic ratio between master cylinder and caliper pistons) remain equal then a change in front disc diameter from 312mm to 350mm on a VW Golf 7 GTi would increase the actual brake torque output at the front wheels by just 2%. Far more significant increases in brake torque can be achieved by changing caliper piston ratios and/or pad compounds. The real benefit of the larger diameter discs in big brake kits is that will run cooler than the smaller OEM equivalents. This results in more consistent brake performance especially in driving conditions where numerous consecutive hard brake applications are encountered.
Q: Explain your disc material, construction and cooling vane design?
A: The disc friction rings in the APR big brake kits are cast from a proprietary high-carbon cast iron alloy that provides exceptional durability even at very high operating temperatures. The disc design features a good balance between plate wall thickness, cooling vane surface area and air gap size. Our 350mm disc feature 55 x cooling vanes and our 380mm discs feature 72 x cooling vanes. Both disc designs have proven itself to over exceptional performance and wear life over a wide range of operating conditions ranging from fast-road to serious track use. IMPORTANT: The discs are directional and must be fitted to the correct side of the vehicle in order to ensure correct airflow through the cooling vanes. Each disc has an arrow machined into the disc surface that clearly shows correct rotational direction.
Q: Cross-drilled vs slotted discs?
A: The bottom line is that while a lot of customers may like the look of cross-drilled discs, they are prone to cracking around the drill sites. Slotted discs can provide all of the benefits of cross-drilled discs while being far more durable. Even within large car manufacturers the cross-drilled vs slotted disc debate is a very active. The marketing guys say that customers like the look of cross-drilled discs because it became a sort of ‘super-car signature look’ from the 80’s onwards, while the engineering guys want slotted discs because they are more durable. Bottom line is that if you look at any factory built full race cars (such as CUP cars) they are all fitted with slotted discs and not cross-drilled for good technical reasons.
Q: Explain the slot pattern on your discs?
A: The slot pattern used on the discs in APR’s brake kits is designed to offer a good balance between initial brake ‘bite’ and good brake modulation when used with high-performance street tires. Another key benefit of the slot pattern is that it distributes temperature as evenly as possible across the disc surface, which has a number of technical benefits.
Q: What are the benefits of stainless steel braided Teflon brake lines?
A: There are two key benefits of braided brake lines. The first is that they deliver significantly reduced volumetric expansion under pressure that OEM rubber brake lines. This translates into a firmer brake pedal feel and better ‘feedback’ from the brakes through the brake pedal. The reduced expansion also results in slightly quicker system reaction time. The second benefit is that the Teflon inners can handle far higher brake temperatures than rubber brakes lines (which can in fact melt out of the fitting / collar at extreme temperatures such as those sometimes encountered on track days.)
Q: Can you find replacement brake pads easily in the aftermarket?
A: The pad profile used in the APR 6-piston caliper is available from a wide variety of high-performance and race pad manufacturers globally, so apart from the APR specified replacement pads, there are a wide variety of other choices.
Q: Are your brake kits balanced?
A: Yes, APR big brake kits are developed using proprietary brake simulation software that factors in a wide range of vehicle specific parameters and dynamics in order to select caliper piston ratios and pad compounds that optimally match the actuation (master cylinder / booster), rear brakes and vehicle stability control systems of the target vehicle.
Q: Do I need to warm up brakes before they are effective?
A: No, the brake pad compounds selected for use with APR big brake kits will offer efficient braking from cold. No warm up is required.
Q: Will the brakes squeal?
A: While there is always a chance of some brake squeal when using high-friction brake pads in very rigid brake calipers, the APR calipers feature a number of features that help to reduce brake harmonics and brake squeal. You should experience very little or no brake squeal with our big brake kits.
Q: How long will the discs and pads last?
A: It is impossible to give a definitive answer to this questions as there are simply too many variables that affect disc and pad wear life. These include driving style, frequency of brake applications, vehicle loading, brake operating temperatures etc. You should definitely experience increased disc and pad wear life over the factory / OEM brake components though.
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