Brake Performance - CHP Insider

Unless you've had a run-in with a sand trap or tire barrier, you probably pay as much attention to your brakes as a soccer mom does to her oil-change regimen. What you may not realize is that your brakes perform what is arguably the most important function of any automotive device. Sure-that's, like, way clich-but this is one situation where you want to avoid learning through firsthand experience, because doing so will probably hurt. Moreover, upgrading your brakes isn't just for road racers. Every horsepower you add is another reason to improve your car's stopping ability. For more than three decades, Stainless Steel Brakes Corporation has been offering enthusiasts cost-effective brake upgrades for musclecars, street rods, and late-models. The company's products include a full line of disc-brake conversions, big brake kits, pads, rotors, and other assorted brake goodies.

The apathy of the general public means fact and fiction are difficult to distinguish from each other when it comes to performance brakes. For instance, will that extra inch of rotor diameter really make a difference? Is there a point of diminishing returns when it comes to the number of pistons in a caliper? Does cross-drilling really help dissipate heat? Fortunately, thanks to SSBC President Michael Jonas, we have answers to the most common questions and insight into some more-controversial topics.

Drilling And Slotting
Cross-drilled and slotted rotors look tough, but do they offer any performance benefits? Yes and no. "Rotors are cross-drilled because it looks cool," explains Michael. "The main problem is that most rotors are made in China right now, and with their lack of strength, the cheaper rotors that are drilled will crack, guaranteed. That's a severe issue, since cracks can lead to pieces of a rotor eventually breaking off." On the other hand, slotting does not change the structural integrity of a rotor and affords genuine performance advantages. "A slot done correctly results in a continuous sweep across the pads, which cleans them more effectively and improves wet-weather braking. As pads stay cleaner, they last longer."

Weight Transfer
The reason mid- and rear-engine cars stop so well is their lack of excessive weight transfer under braking. Since it's not practical to relocate the engine in your musclecar's chassis, proper suspension setup is imperative. "Just as with piecing together an engine combination, braking is a system that includes the suspension, wheels, and tires in addition to the actual brake hardware," says Michael. "In terms of suspension setup, run stiffer springs up front and softer springs in the rear to prevent excessive nosedive and keep more weight over the rear wheels. The reason full-frame cars brake so much better than unibody cars is that they don't unload the rear tires as much. With a unibody car, installing subframe connectors can significantly improve braking."