[Ron Sutton]

Originally Posted by FETorino

That sounds like something you really should do to Old Yeller asap.

Lance. Those new spindles and tall balljoints should help with camber gain and I'm sure Ron has everything worked out so you can eliminate any bump steer and optimize that inside tire contact with the caster adjustment you have.

Will you gain any Ackerman with the new steering gear?

Maybe Ron will chime in a little about the specifics of the specs.

The Stoptech's on AO are the best working part of the car. I'm more than happy with my brakes.

Hey Rob,

Great questions.

With the change from the G-body spindles Lance had ... and the custom height Howe ball joints to optimize geometry ... the Speedtech ATS Tall spindle only required the lower ball joint studs to be changed for us to achieve optimum roll center.

For the most part, Lance's geometry will stay "almost" the same as it was, which was already optimum as far as:
* Roll center height at ground level in dive
* Roll center migration toward the inside front tire CL
* Optimum camber gain

The only changes we achieved to the roll center was:
* Roll center migration PAST the inside front tire CL
* This will provide a little more grip out of the inside front tire when cornering

The biggest gain we made was ... drum roll please ...
* More Ackerman
* This will provide a LOT more grip out of the inside front tire when cornering
* So, we'll need to add more rear grip to keep it balanced

As Lance stated, the primary reason for the spindle change was so he could go to the new Triple Duty StopTech brakes now ... versus 6-9 months from now. These brakes are flippin' amazing.

By having an ultra rigid caliper like the StopTech ST60 (proved most rigid in my independent testing versus Brembo, AP, Baer & Wilwood) I could ... and did ... increase the piston sizes & area substantially. That combined with the lightweight (only 16#), cool running 14" StopTech AeroRotors® created a high braking force package with street performance pads ... instead of race pads.

The pad we use is unique in that it has good cold bite, a .40 CoF (typical of high performance street/sport pads) and will handle up to 1200° with zero fade. With all other pads, we get EITHER ... good cold bite & low heat tolerance (typically 700-750°) ... or good heat tolerance (1100-1400°) and poor cold bite. This is the first pad I've tested that offers both. A big difference is these pads utilize the newer "Adhesive Technology" that lays down a layer of material on the rotor. The pad & the adhesive layer is where the .40 CoF comes from. A lot of pads use older "Abrasive Technology" where the pad just grinds on the rotors & wears them out.

While we will be offering this special pad for most other brake systems, the pad is only part of the magic. The braking force would be no different than any other .40 CoF pad ... in common braking packages. It's the rigid caliper & higher piston area combined with this pad that makes the magic.

The pads have very little squeal or sound to them. They do dust up some, but less than HP+ or other Autocross pads & way less than Track Day/ Race pads.

Here are my Total Braking Force Guidelines:
2500# = Average passenger car
3000# = Performance street car (Corvettes, Vipers, etc)
3500# = Good track braking system with big tires
4000# = Race braking system with wide slicks
4500# = Full race brake systems with serious downforce & wide slicks

Here is how the StopTech systems I’ve created works out:
StopTech ST60 Front / ST40 Rear / 14” Rotors / 309 Performance Pad = 3460# Braking Force

What's the big deal?
* That's more than a ZR1 Corvette
* One pad compound does street, autocross & track days
* A full set of pads front & rear only cost $186
* Longer pad life & Longer rotor life
* Less inertia & unsprung weight with lightweight 14" rotors
* Cooler running brakes

In short, these are the best brakes designed for triple duty Pro-Touring cars that drive on the street & do autocross and/or track days.

More info & applications HERE