I also had wondered why the wave rotors hadn't been common in the street/track car world. I've seen them on drag, motorcycles and even rock buggies for a few years now.

Great information, please continue!

Number 5 in our Frequently Asked Questions Series:

WHY DON’T YOU RECOMMEND SILICONE BRAKE FLUID?

Seal compatibility is critical to caliper performance. Very simply put, silicone brake fluid has a very undesirable effect on ethylene propylene rubber found in most brake systems. This tendency to swell the seals, combined with the fact that silicone is compressible when heated or in high altitudes creates unwanted changes to the pedal travel. Seal swelling can also cause brake lockup when used hard. Either of these changes in travel can be so extreme as to cause complete pedal loss or the vehicle dragging to a stop. Therefore, we highly suggest our DOT 5.1 Xtreme 6 fluid, or a comparable DOT 3 or 4 compatible fluid.

Number 6 in the FAQ Series:
WHY SHOULD I PAY MORE FOR YOUR CALIPERS THAN OTHER BRANDS?

The true cost of a product is not what it costs to buy it. The true cost is what it costs to “use it”. In the case of a brake caliper, this is measured by the capability factor, combined with the costs of the consumables factor.

The capability factor is a measurement of the life and resultant benefits. For example, our “Zero Drag” caliper so effectively reduces drag that far more horsepower is transmitted through the driveline. To replace that horsepower by making the engine more efficient would cost approximately 10 times as much. In addition, the biggest single cause of a “mid corner push” is caused by that brake drag. This affects the steering control and consequently, lap times negatively. In other words, steering control is enhanced, usable horsepower is enhanced, as is the overall driving control.

The consumables factor is the second point to consider. Due to the fact again, of the “Zero Drag”, our calipers eliminate maintenance and brake pad wear by as much as 70 percent. This means that for every 3 sets of pads you now wear out, our calipers wear out 1 set. Just consider the cost of those pads and the resultant overall cost of your system as a result. Just remember, we have not even assigned a value for the cost of your, or someone’s labor to replace them.

A high quality brake system will always benefit you in the long run!

Do you guys have any brake questions? We'd be happy to answer them! Just post up!!

WHY ARE SOME COMPANIES RECOMMENDING TWO CALIPERS PER WHEEL?

Clamping force is a function of line pressure times piston surface area on one side of the rotor. All calipers have a maximum pressure rating and every company but ours recognizes 1200 psi (pounds per square inch), as being their rating. However, TBM Brakes calipers are rated at 1500 psi.

When you combine this with the loss of clamping force that most calipers see because of deflection, (clam shelling open), they can’t develop sufficient clamping force to get the job done.

If they must recommend two calipers per wheel, they are adding to the unsprung weight, covering up the ability of the rotor to effectively dissipate heat and still creating excessive drag not seen with ours.

You should also note that if they are selling you twice as many calipers that don’t do the job, then why not buy one that will? It won’t cost you any more.

Number 8 in our FAQ Series:

WHY DO YOU RECOMMEND PLUMBING IN -3 HARD LINE VS. BRAIDED?

A master cylinder has very limited resources for volume of fluid for supplying the system. When you plumb a car in braided line, the line can “flex” under pressure, growing in size. This increases the volume of fluid in the line and decreases the amount reaching the caliper. This creates a longer than necessary stroke. As the brake line grows, it slows the response time of the caliper to react with the rotor. A vehicle traveling at 65 miles per hour is traveling at about 100 feet per second. This obviously can easily contribute to an accident you could have easily avoided.

The line size is also critical. -3 line size is the most practical for virtually every application. The reason is simple. Line size critically influences speed of delivery of volume. Even though slight, in a closed system, -2 line restricts flow much like a freeway going from 4 lanes to 2 would slow traffic. -4 line increases the flexibility of the braided portion of the line which can cause a spongy, low pedal. Remember, it is little items like this that can make a major difference in the overall “feel” and response of your pedal.

Number 9 in our FAQ series:

WHY DO YOU RECOMMEND SMALLER ROTORS THAN YOUR COMPETITORS?

The function of the rotor is twofold. First, it provides a lever to magnify torque output of the caliper. Second, it provides a “heat sink”, to remove the heat generated during braking. Since our caliper provides greater clamping force, then the need for a large diameter rotor is not necessary.

Rotating weight is the most undesirable weight in a car. One pound of rotating weight is the equivalent of 10 pounds of sprung weight to the “feel” of the car. By installing larger than necessary rotors you will slow the acceleration and deceleration of the vehicle. If you want it because it looks cool, then do it. Just know that the car will not perform as well with it.

http://i40.photobucket.com/albums/e2...psd92b35bf.jpg

Any questions or comments?

Tanks!
 

Great info here ... emailed you some questions!

No PM received?? :headspin:

OK mulligan ... just sent PM.

Thanks,

Michael