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12-06-2008, 10:33 AM | #23 | |
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Edit: Just confirmed by Brad at Evosport, Rotora WILL have 6 piston forged calipers for the OEM rotors. More info available Monday. Brad will put together pre-release pricing Group 5 Motorsport is another dealer. This is not the kit, but an example: This is an owners report of a Rotora BBK on his E36 M3 race car: http://www.bimmerfest.com/forums/showthread.php?t=70399
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Greg Lake Oswego, Oregon, USA 2023 M2 Coupe - Brooklyn Grey/Cognac/CF, 6MT; 2020 MB GLE 450 Last edited by GregW / Oregon; 12-06-2008 at 12:03 PM.. |
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12-06-2008, 11:44 AM | #24 | |
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12-08-2008, 10:53 AM | #25 | |
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As the OP of this thread can I just thank you for taking the time out to respond to this post. I appreciate that the monobloc caliper & pad design may have many performance advantages and do not dispute anything you say. I just want to take issue with the piece above. Firstly I agree with the fact that pad changes with this caliper are simpler and quicker than OEM. However, I disagree that it is on a par with calipers with a bolt on bridge. Stoptech calipers for example require the removal of two bolts, remove bridge, remove pads, spread pistons, insert new pads, replace bolt, tighten two bridge bolts. Done. The monoblocs required removal of the caliper mounting bolts, lifting the caliper from the assembly, removal of the pad retaining pins and the spring etc. How can this be on a par with the stoptechs, especially when you are at a track event and the whole brake assembly is running at several hundred degrees of temperature. My biggest issue with this is that it forces you to start a track event knowing with certainty that you have sufficient pad material left to last the entire day. This has led to me having to replace part worn pads where I am not sure of this point, thus costing me more overall than a caliper with a bolt on bridge. I must caveat this with saying that I look forward to your instructional video, and perhaps there are shortcuts of which I am not aware which might change my opinion. Once again, can I thank you for your response and say that I am thrilled with the performance of the brakes. Its just that I feel this pad change issue prevents them from being the ultimate track set up for the enthusiast. I would also be very interested to have more information about the stud kit you refer to, as I do track the car regularly (having done 6 events since July....and this is not the busy part of the year over here) Best regards Mick |
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12-08-2008, 02:32 PM | #26 |
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Hey Mick,
Thanks for the response. While it may have sounded like I was disputing that there was an issue, we do appreciate constructive feed back and definitely take it into consideration with future products. It may also have been that I am biased with significant practice since the majority of our top level race calipers are a similar design, and I have a lot of experience with our new Gran Turismo monobloc design. As for tips on changing the pads (since the video is not yet on our website) here's a couple things I make sure I have/do every time: 1) A good pair of mechanics gloves are a must have. After approximately 15-20 minutes of cooling, you should be able to handle the caliper with no issues at all. This could be the time period while you get your car up in the air and the wheels off, plus a brief period checking the time sheets from the last session, or grabbing and chugging a cool drink. 2) Have the appropriate tools ready at hand. - Medium length ratchet already loaded with the appropriate allen tool. - Small center punch for tapping out the pins. - Small (6") ball-peen hammer for tapping the center punch. - Good quality torque wrench for properly torquing the caliper bolts. 3) Remove the pins and spring plate first, before removing the caliper For comparisons sake: - Removing the pins from either style caliper takes the same amount of time and effort. - Loosening the bolts the caliper take the same amount of time as removing the bolts that attach the bolt in bridge - I believe spreading the pistons on the monobloc caliper is quicker since you can "twist" the caliper as you lift it off of the disc to spread them to full open position. The stud kit we developed simply allows you to slide the caliper into the correct position and torque it down with (2) jet nuts on top. This is a change from having to hold the caliper in place while you try to line up the (2) bolts. The difference is that it is very difficult to accidentally strip the bracket as we have had people do when they are in a hurry and impatient. It only cuts about 2 or 3 minutes from the complete job, but when you are rushing to get ready for your next session, every little bit helps. |
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12-08-2008, 03:21 PM | #27 |
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Gary C, when can we buy the stud kit? I'd want it for a Cayman.
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12-08-2008, 03:47 PM | #28 |
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The stud kit is available as you read this.
It's available through any Authorized Brembo dealer. (we do not actually sell product) Where did you purchase your brake kit? Stud kit Part #: 1905577 It will include 4 permanent studs, 4 washers, 4 jet nuts. Retail $155 (kit) The jet nuts are one time use only. Jet nut Part #: MS7 Retail $7.95 (each) I recommend ordering a set of (4) extra jet nuts to keep with your spare pads. It does add to the cost of the kit and the jet nuts become a consumable item, but remember, this is only for people who are interested in faster pad changes with less risk of stripping a bracket. If you are careful and use recommended torque specs you will be just fine with the original supplied bolt set. |
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12-08-2008, 10:46 PM | #29 | |
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I have updated my post from back in May with a link to this information. Thanks again for posting this:
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12-09-2008, 02:37 AM | #30 | |
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Thanks for this. I follow the exact procedure you have listed above. The bit I have found the most fiddly though is re-inserting the pads, pins and spring plate. COuld you tell me how you do this? i.e. do you try to reassemble all of the above while the caliper is off the rotor, or just loose fit the pads, try to re-position the calliper on the rotor, and only then insert the spring plate and pins? I have found the pressure of the spring plate makes the forward most pin kinda hard to locate while the caliper is off the rotor, and while its on I can't seem to get the pad holes to line up right. I am sure this will be answered in the video though Mick |
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12-12-2008, 10:49 AM | #31 | |
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You are right on the monoblock caliper removal for the pad change. The caliper must come completely off to remove the pads. Can be a pain in the rear when you are in a hurry! |
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12-16-2008, 08:53 PM | #32 | |
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Just got back into town... My process is to insert the new pads, the first pin, then set the spring plate in place. I'll then insert the second pin as far as I can with just my hands, but I do this UNDER the tab of the spring plate, only to hold the pads in place. After that I'll place the caliper back onto the bracket and torque it down. THEN I finalize the position of the spring plate and re-inserting the second pin in the proper place. It's much easier to slide the second pin in and holding down the force of the spring plate while the caliper is mounted to the car. Here's another TIP I should have offered earlier (but forgot about) for track guys. The spring plate is NOT mandatory. It's used for noise issues such as squeal and pad "chatter", and as a second safety mechanism just incase you forget to press the pin in all the way. When I'm at a track event I usually don't even reuse the spring plate. Without the spring plate you will have to be meticulous and make sure the pins are snug and pressed back as far as they can go. If you forget to do this the pins can back out. Obviously with the spring plate in place the pin cannot come out on it's own. That is the second safety mechanism I was talking about. I'm sure you'll agree that WITHOUT the extra work of the spring plate this is an incredibly SIMPLE procedure. I guess I could have mentioned that sooner. Last edited by Gary_C; 12-17-2008 at 09:35 AM.. |
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01-11-2009, 04:20 PM | #33 | |
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Here's a portion of that video clip I promised. Replacing Brembo Pads - 6piston Monobloc It's incomplete right now, just the video and caption portion without audio. The audio file will be added soon, but I figured you'd be able to make use of what I have so far since you have already done the swap yourself a couple times. The key is in the pattern for removing the pins, and how to manage around the spring plate. It's obviously easier on a table vs. on the car, but when I timed myself on the car it only added a minute and a half or so. This week, I'll shoot a clip of the install on a car, in REAL TIME, no editing. One shot from start to finish. Hope this helps! Gary - - - - Last edited by Gary_C; 02-25-2009 at 02:31 PM.. |
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02-11-2009, 04:48 PM | #34 |
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I just got the stud mounting kit for the Brembo kit and it looks like it's going to be a much quicker and simpler process to remove the calipers. Kit looks racy. Thanks for the help Gary.
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02-12-2009, 09:07 AM | #35 | |
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02-12-2009, 10:01 AM | #36 | |
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02-12-2009, 05:26 PM | #37 |
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Keep in mind this probably will not be the same caliper that is spec'd for the E92 M3. Call Stoptech to find out what other applications the E92 M3 calipers are used for if you want an exact match.
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02-13-2009, 04:39 PM | #38 |
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Besides brackets, the rotor hat/bell will not match nor will the brake line, and as someone else already mentioned, you'll have to verify piston diameters. The money you save buying a used kit, will be spent purchasing the rest of the parts to make it fit the ///M car. You're better off waiting for a used ///M kit to become available , or shop around for better discount on a new kit.
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02-17-2009, 05:18 AM | #39 |
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Consolidated,
Any chance of some pics of that stud mounting kit on the car and how it makes things easier? I'm finding it hard to visualise but it sounds like exactly what I'm looking for. Gary Thanks for that vid and sorry I didn't respond sooner. It basically confirms that I have been doing everything right at least. I am interested in the "on car" version, however, as as lot of the steps are far easier when the rotor is off the car. You don't have to worry about the brake lines, the orientation of the caliper is not to the top, and I have found tapping in the pins from the back is fiddly due to wheel arch intrusion. I believe the point is proved that the stoptech calipers have easier pad changes, although with the stud kit I think I can get these brembos down to acceptable levels. I would love to see the stud kit in action. Any downsides? Incidentally Gary, what track pads do you recommend for the M3? When I got my kit (8 months ago) there wasn't much choice and I got porterfield race pads which I wasn't too impressed with. Also, when ordering pads, what is the caliper code/size for the brembos for the M3? Appreciate any help. Mick |
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