Thanks for the kind words. The components in our Essex Kits are designed specifically for Essex. That's why they don't look the same as the standard parts in AP Racing's catalogs, website, etc. That's also why you can't take a component out of our kit and bolt it up to some other AP Racing kit in a different part of the world that uses a different array of components. Our kits are designed as a complete system, with all of the components working to complement each other.
We are one of AP's largest customers globally. In addition to our engineering staff, we have a full-time AP Racing engineer in our office in Charlotte, NC. We work together to create kits to our desired specification. Sometimes that requires modifications of existing components in the AP Racing catalog, and at times it requires the creation of completely new components. Both situations are at work in this instance.
For the e92 M3, Essex requested a caliper piston upgrade to increase heat capacity and cooling. We went from the standard AP Racing aluminum or SS pistons to custom ventilated, stainless steel pistons in our version of the calipers. For our front M3 kit, we also had to order our calipers with a slightly larger overall piston area than what AP ships as standard in their CP5060. When mated to a 355mm diameter disc and the OEM M3 master cylinder, they maintain proper brake bias that is almost identical to OEM on the e92. If we used the standard piston size from the catalog, that would not be the case.
Also, both of the discs we use for the front and rear are custom designed for Essex. As mentioned, the front disc is the same as what we used on the championship-winning Daytona Prototypes a couple of years ago....72 vane Endurance Racing, fully floating J Hook. The rear is a completely new design we created for the M3 and C5/C6 Corvette. It's more or less the perfect size to reduce weight to the absolute minimum, while still retaining enough heat capacity to get the job done under heavy track abuse. Since we buy both discs in bulk, we're able to keep the price down to a reasonable level, so our track customers don't have to sell their internal organs when it comes time to replace their iron disc rings!
We are doing the above because our business revolves around professional racing. We use these same technologies in our solutions for the highest levels of motorsport, whether it's a NASCAR Sprint Cup team, an ALMS team, or IndyCar. We see what works best, and we attempt to bring those technologies to our amateur/enthusiast customer product offerings. Sometimes we have to modify those technologies slightly to keep the cost down (for example we're using SS pistons instead of Titanium), but we're still trying to implement as many as we can. Many of these features aren't available from other manufacturers at any level, let alone at the aftermarket level.
The solutions we are creating are truly customized for the applications to which we're applying them. We spend a lot of time in the planning phase, trying to target what a particular vehicle needs, and what the customers want. Since we have a ton of experience in racing, the
needs part is fairly clear to us based on the vehicle curb weight, weight distribution, drivetrain layout, tire size, horsepower, etc. We know what type of demands X car will put on the brakes under Y conditions. Then we look at potential modifications our customers will perform (adding stickier tires, forced induction, weight reduction, etc.) and come up with the performance envelope at which they will operate the brakes. Then we typically throw in some padding/durability to cover the lunatic fringe, and decide upon the technical requirements for a given brake kit.
Then we assess customer wants, and try to line those expectations up with what we know are their technical needs...which is the tricky part. Typically, what our customers
think they want or need, doesn't always line up perfectly with what they
actually need. You've probably seen a little bit of that in this thread and in others, where people instantly scream, "I need bigger, 16 inch discs!"
That's not the customer's fault, it's more a result of what has historically been on offer in the marketplace, and what they've been told by other manufacturers and countless internet 'experts.'
It's a bit of a balancing act really. We want to give our customers what they want, but we also want to give them more than that. Why wouldn't we, if we know how to do so, and we can actually do it at a palatable price? When you tell someone that you can provide a nearly 40 lbs. unsprung weight reduction from their car, while dramatically improving every aspect of their car's brake performance, it's usually a bit jarring to hear. As with anything else, it usually takes people a little while to come around on new ideas and technologies. There is some disbelief, caution, fear, etc., but that is all perfectly normal. Over the years there have been countless BS products and fly-by-night operations in the automotive aftermarket. Many of them have no actual credibility, which creates a dilemma for the end user. It's not as if the parts in the USA have to undergo any certification (unlike TUV in Germany), so there is definitely some perceived risk involved. Fortunately in this case, we're working with one of the most accomplished brake manufacturers in the world, so I'm guessing that helps considerably.
That's why I always encourage people to read the customer reviews on our blog, other forums, etc. Our customers tell the story better than we ever could, and you get to see that what we are preaching is the real deal in the real world.
Quote:
Originally Posted by gnoy26
hi essex,
really nice product and how its main focus is on being competitive in braking performance and value i do however have some inquires please care to share.
cp5060 vs cp5060 essex
why does the piston look different?
CP5040 vs CP5040 essex
why does the piston look different?
somehow i also cant find any information on
cp5773 and cp3864 rotors |