Brembo EVO Brake Kit #1 Evolution Big Brake Kit Details: [ Brembo ] retails these kits for $2,800.00 without the added DALI touches that make it even better! Front and Rear Kits Both Feature: Brembo Aluminum 2 Piece Calipers with 4 sequentially sized pistons. Brembo cross drilled curved internal vane 2 piece rotors with billet aluminum hats front and rear. High performance street/track pads supplied with kit (track only pads available at extra cost). 12.9" front 12.9" rear using Brembo Lotus calipers [ requires 17" front wheel! ] [ most wheels will require spacers! ] [ Now that you've got the brakes get the Proportioning Valve Kit ] Please Note: Determining wheel fitment, appropriate tire sizes, and exact spacer requirements are the responsibility of the customer. Those great guys at Dali Racing will do everything they can to help make your kit fit, but don't be sending it back after you've messed it up.

Front kit pictured All Brembo Components. Brembo designed and engineered mounting kit. Goodridge DOT Approved SS Brake lines.   *Dali added Features each kit includes:   1) longer wheel studs available to fit your application - please specify wheel. 2) correct style mounting bolts. + 1 liter of Ate Blue. **spacers if needed for your wheels add $100.00 to the prices above

Wondering how your brake kit measures up compared to Father Honda's plan for you?
Front and rear brake bias comparison table for most BIG BRAKE KITS for the NSX.

front caliper	rear caliper	Front Piston(s) diameter (mm)		Rear Piston(s) Diameter (mm)		Rotor Diameter (mm)		Center of Force Factor	Braking Factor (piston area * force radius)		Brake bias (f/r)	Bias valve % correction factor needed
		1st	2nd	1st	2nd	Front	Rear		Front	Rear
Aluminum Caliper Front, with 91-96 OEM Rear Caliper and 330mm Rear Rotor
AP 5200	OEM "KVR"	38.10	41.30	42.50		330.00	330.00	25.15	6,044,518	1,728,995	77.76%
Brembo GT	RB OEM +2	36.00	40.00	42.50		328.00	330.00	25.15	5,507,897	1,728,995	76.11%
Brembo Indy	RB OEM +2	36.00	40.00	42.50		328.00	330.00	25.15	5,507,897	1,728,995	76.11%
Stoptech	RB OEM +2	34.00	38.00	42.50		330.00	330.00	25.15	4,977,591	1,728,995	74.22%
Dali/RB Al 4pot caliper	RB OEM +2	36.00	38.00	42.50		332.00	330.00	25.15	5,280,029	1,728,995	75.33%
Aluminum Caliper Front, with 91-96 OEM Rear Caliper and 303mm Rear Rotor
Dali/RB Al 4pot caliper	RB OEM +1 (303mm rr)	36.00	38.00	42.50		324.00	303.00	25.15	5,142,372	1,575,861	76.54%
Aluminum Caliper Front, with 97-05 OEM Rear Caliper and 330mm Rear Rotor
AP 5200	OEM "KVR"	38.10	41.30	48.00		330.00	330.00	25.15	6,044,518	2,205,456	73.27%
Brembo GT	RB OEM +2	36.00	40.00	48.00		328.00	330.00	25.15	5,507,897	2,205,456	71.41%
Brembo Indy	RB OEM +2	36.00	40.00	48.00		328.00	330.00	25.15	5,507,897	2,205,456	71.41%
Stoptech	RB OEM +2	34.00	38.00	48.00		330.00	330.00	25.15	4,977,591	2,205,456	69.30%
Dali/RB Al 4pot caliper	RB OEM +2	36.00	38.00	48.00		332.00	330.00	25.15	5,280,029	2,205,456	70.54
Dali/RB Al 4pot caliper	RB OEM +2	36.00	38.00	48.00		324.00	330.00	25.15	5,142,372	2,205,456	69.98%
Aluminum Caliper Front, with 97-05 OEM Rear Caliper and 303mm Rear Rotor
Dali/RB Al 4pot caliper	RB OEM +1 (or stock 97+)	36.00	38.00	48.00		324.00	303.00	25.15	5,280,029	2,010,122	72.43%
Aluminum BBK Caliper Front & Rear: 91-05
Brembo GT	Brembo GT	36.00	40.00	36.00	40.00	328.00	328.00	25.15	5,507,897	5,507,897	50.00%
Brembo Indy	Brembo Indy	36.00	40.00	36.00	40.00	328.00	328.00	25.15	5,507,897	5,507,897	50.00%
Stoptech	Stoptech	34.00	38.00	28.00	28.00	330.00	330.00	25.15	5,276,246	3,001,870	63.74%
Dali/RB Al 4pot caliper	Dali/RB Al 4pot caliper	36.00	38.00	36.00	38.00	332.00	330.00	25.15	5,280,029	5,245,615	50.16%
Dali/RB Al 4pot caliper	Dali/RB Al 2pot caliper	36.00	38.00	42.00		324.00	330.00	25.15	5,142,372	3,377,104	60.36%
OEM Caliper Front, OEM Caliper Rear 91-05
RB OEM +2	RB OEM +2 1991-1996	36.00	40.00	42.50		324.00	330.00	25.15	2,717,575	1,728,995	61.12%
RB OEM +2	RB OEM +2 1997-2005	34.00	40.00	48.00		324.00	330.00	25.15	2,586,200	2,205,456	53.97%
OEM 91-96	OEM 91-96	36.00	40.00	42.50		282.00	282.00	25.15	2,335,650	1,456,757	61.59%
OEM 97+	OEM 97+	34.00	40.00	48.00		298.00	303.00	25.15	2,361,200	2,010,122	54.02%
JDM 2002 Type-R	JDM 2002 Type-R	36.00	40.00	48.00		298.00	303.00	25.15	2,481,145	2,010,122	55.24%

Note: caliper piston data compiled from respective manufacturers. The brake bias calculations are for comparisons of potential braking force and not actual direct on the road performance of the brakes kits because that varies with tire width and composition, brake cooling or the lack of it, car weight and weight distribution and choice of pad materials etc.

DISCUSSION:

This brake bias and balance comparison chart suggests several things to me (YOMV):

IF you start from the position that the OEM F/R balance is "optimal" for the car:

1) Front only kits on any year NSX are bad news (Stoptech was right)
2) Front BBKs when paired with the 330mm upsize rear rotors are better that just a front BBK but...
3) The Dali/RB and Stoptech kits aren't half bad as aluminum caliper kits go.
4) The RB upsize kits ROCK.
5) A "generic" BBK with a F/R of ~58 would potentially work as "optimally" as a one size fits all NSXes kit could do on all year cars if:
* the center of gravity is the same as stock.
* the tires are no more or less sticky than stock.
* the total downforce is the same as stock.
* the suspension "balance" is the same as stock.
* the net weight and distribution of that weight is the same as stock.

For the sake of discussion and disclosure, I have the Brembo GT kit referenced above mounted front and rear on one of our track cars. With a set of rear proportioning valves set to full reduction, it brings the F/R bias ratio to 57-8%, and I like it. Please note: The car also has been lowered 2", has a Comptech Pro Suspension on it and a front splitter and a rear wing. 235F/275R tires.

I also have a Dali/RB mini BBK NOT referenced above with the 1997+ size rotors front and rear on one of my street cars. The car has been lowered 1.5", has a TEIN RA suspension. The F/R ratio on that kit is 66.26%, and it works very well at the track and on the street. 235F/275R tires.
JMO of course.

Dali/Brembo Brake Kit #1 installed

Out of the box... Onto the car... ...and into your life. Check it with the Tecno wheels

Brembo 2-piece rotors use lightweight aluminum hats connected to iron rotors (also called "friction rings") by a combination of hardware which allows them to "float" and expand freely.  Thus, they are known as "floating rotors."

Rotor (friction ring) attached to aluminum hat by two types of fasteners

Although you can't see it in the photo, the hardware passes through oval slots in the rotor rather than circular holes.  Since iron and aluminum expand at different rates, the slots allow the hardware to slide and the rotor to expand and contract, unconstrained by the aluminum hat.  This system greatly reduces the stress on the rotors at high temperatures and extends their life.  Conventional 1-piece rotors tend to distort into a cone shape during race conditions, leading to tapered pad wear and stress cracks, especially at the outer edges. In order to allow the expansion and contraction of the rotors to take place, the attaching hardware must be loose.  However, the resulting rattle would be unacceptable for a street car.  Brembo developed an anti rattle system for the McLaren F1 Supercar which is now used in most of their street kits.  On every other hole location, these McLaren anti-rattle springs and spacers are used to eliminate noise.

The retaining screw passes through a washer, then a spring clip, then a square spacer and, finally, into the threaded brass "float bushing" which is inserted through the hat and rotor from the outboard side.  The flat edge of the bushing prevents it from rotating as the screw is tightened.

Exploded view of the retaining devices used on each rotor assembly. 

Note that a longer screw is required when the McLaren anti-rattle clip is used and a shorter screw is required otherwise.  Each rotor/hat assembly is held in place by 10 fasteners, five of each type.  The brass float bushings are shown on the right side of the photo and they are the same, regardless of which type of fastener is used.

Assembly Instructions

1. Remove old rotor from hat by unscrewing each fastener with a 5mm allen wrench.  Note the proper orientation of the McLaren anti-rattle clips so you can install them properly later.  Avoid using an Allen wrench with a worn tip, lest you strip some of the screws.  If a screw head does strip, remove it with vice grips and discard, replacing it with a new screw.  Remember, there are two different lengths of screws.

2. It is strongly recommended that you replace the hardware each time you change rotors.  If you must reuse the hardware, clean the threads of the screws with a wire brush to remove any old Loctite or corrosion.

3. If the new friction ring is not plated (gold colored), then use a brake cleaning spray and wipe it off with a rag to remove the anti-corrosion oil that was applied at the factory.

4. Place the new friction ring on the hat and insert a brass float bushing, flat side toward the hat's center.  The bushing should pass through the hat first and then extend through the slot in the rotor.

5. Place a drop of red Loctite 262 on the tip of a short retaining screw.

 

Just enough Loctite is used to fill the bottom 5 or 6 threads

6. Place a round washer on the screw, insert it into the brass float bushing and tighten with your fingers.  You may tighten VERY gently with an Allen wrench, if it doesn't turn easily with your fingers.  Do not tighten fully yet.

7. Skip a hole and install a second bushing, washer, and screw.  Don't forget the Loctite.

8. After you have installed five of the short screws, it's time to start with the McLaren anti-rattle assemblies.  Insert a bushing through the hat, place a washer on a long screw, then a spring clip, then a square metal spacer.  Screw this assembly into the bushing, keeping the same orientation that you observed when removing the old rotor from the hat.

9. In case you forgot the proper orientation, the rectangular metal tab that hangs down from the spring clip faces the center of the rotor/hat assembly.  The two wings that contact the rotor are oriented on either side.

10. Tighten each screw with a torque wrench to 62 inch-pounds of torque.  This is the same as 5 foot-pounds or about 7 Newton-meters of torque.  It is a tiny amount.  Do not over tighten!  The screws that do not have spring clips under them will seem loose, even after being tightened to the proper torque.  This is normal.

Tightening the rotor screws to 62 inch-pounds of torque

BREMBO GT BRAKE KIT UPGRADE FAQS:

Q: Why should I get one of these kits?

A: I have one on the BZILLA car, that means you ought to have one too to help pay for mine.

Q: Why is it so hard to find pads to fit these calipers?

A: If you were Brembo and wanted to sell pads would you make it EZ? The key is knowing the FMSI pad shape and material thickness specification number. All pad manufactures use it. This is not the part number. See below for an example:



Hawk sells this pad for the NSX GT kit as the #HB194N.570. Amazingly, we do too.

Q: Why are there two thicknesses? (0.570 & 0.665 for those of you that don't know)

A: The thinner ones are the street pads and the thick ones are the "Endurance" pads. Not every pad/caliper combo can take the Enduro pads. NSX kits use the "street" thickness.

Q: Why are the pads from Brembo so expensive?

A: Ever looked at all the ads and car/team "sponsorships" Brembo "pays" for? Just like every other corporation in the world, Brembo does not pay for any of that - YOU DO. That's why we support HAWK. Good pads, reasonable price.

Q: Why should I get this kit instead of the Stoptech kit??

A: The Brembo and Stoptech kits are very comparable in braking performance as they have the same size rotors and similar clamping forces. On the street the Brembo has a certain cachet that Stoptech does not have, due to its aforementioned ads and sponsorships that you pay for, and is easier to fit as the caliper is somewhat smaller. However the Brembo kit relies on your ABS and TCS to have "balanced" braking as the front and rear kits are identical leading to too high a rear brake bias than is optimal. The Stoptech has a different rear caliper with smaller piston set = reduced clamping force to lessen this effect. Both are high quality kits.

Q: You didn't answer my question??

A: OKOKOK, there are 2 reasons to buy the Brembo kit over the Stoptech kit:
1) it says Brembo on the side.
2) the Stoptech caliper does not fit under the wheels that you like.

Q: I'm poor, can I just buy the front kit??

A: You can buy whatever you like, just remember that while adding just the front kit might look cool, it will make the actual on road performance LESS than what you had before.. so you might get the Racing Brake +2 rear kit to go with it. That works well to balance out the Brembo front kit and will allow you to retain your ebrake and have more braking force without breaking the bank..

GENERAL BRAKE UPGRADE FAQS:

Q: What are the benefits of opposed-piston fixed calipers over "floating" calipers? (the NSX OEM calipers are floating)

A: A fixed caliper is secured rigidly to the axle assembly and has at least two opposing pistons that force the pads against the disc. A sliding or floating caliper has pistons on only one side of the disc. Therefore, when the caliper acts, it must slide or float in order to bring the pad on the opposite side in contact with the disc. Nearly all original equipment calipers are of the floating type. In a system with fixed calipers, not only is the mounting much more rigid, but the stiffness of the caliper itself is greatly increased. This manifests itself in enhanced braking performance, pedal feel, and more even pad wear.

Q: Why use larger discs?

A: Braking generates heat, and the more heat the disc can absorb and dissipate, the greater the fade resistance of the system. Additionally, the use of a larger diameter disc results in a larger effective radius, which increases brake torque. (see below)

Q: What is brake torque?

A: Brake torque is essentially the power of the braking system. The brake caliper acts on the disc at a certain distance from the hub center, known as the effective radius. The force exerted by the caliper, multiplied by the effective radius of the system equals the brake torque. Increasing either the force applied by the caliper, or the effective radius results in increased brake torque. Increasing BOTH with a larger rotor and an opposed-piston caliper = the biggest increase.

Q: How does reducing weight of the braking system benefit the vehicle?

The mass of any vehicle requires energy to accelerate or decelerate. Reducing the vehicle mass improves acceleration, and requires less energy to be dissipated during deceleration. Rotating mass requires additional energy in order to increase or decrease its speed of rotation. Therefore, decreasing the mass of the caliper is valuable due to its contribution to total vehicle mass, and decreasing the mass of the disc has an even greater benefit due to the fact that it must rotate as well. Additionally, the mass of the brake system is also unsprung mass. Reducing the unsprung mass has the additional benefit of improved suspension performance, resulting in enhanced ride and handling.

Q: What are the benefits of 2 piece rotors over 1 piece rotors? (the NSX OEM rotors are 1 piece)

A: Cast iron has optimum thermal properties — low deformability and good heat conductivity — as well as having process-related advantages, such as superior castability and machineability. It also has practical advantages, like good damping properties. Aluminum on the other hand is advantageously lightweight, being 2½ times less dense than cast iron, with the result that a 2 piece disc can be made between 15% and 20% lighter than its integral counterpart, depending on the application.

This represents an important achievement, since car makers consider a 1 kg reduction in overall weight of the vehicle to be a real success, and even more so when “non-suspended” weight is removed, given the notably positive influence on comfort and driving precision.

Unlike an integral disc, a 2 piece disc brake disc presents a symmetrical braking surface, favoring a more uniform temperature distribution when the brakes are applied; this means considerably less residual deformation after the brake is released (up to –70% compared to a 1 piece assembly). In addition, a 2 piece disc allows the brake ring it’s natural material properties to expand uniformly under heating.

Q: since a couple of people have asked - what effect does pad size/shape/area make to our spreadsheet?

A: Nada.
As far as friction between two sliding surfaces, the amount of friction resistance is calculated by the force multiplied by the coefficient of friction. You will notice that "friction area" is not a factor.
Consider a cube shaped box with a certain weight, on a rug, that you will drag across the floor. Now, consider a box of the same weight that is much smaller. Which will be more difficult to drag? (Answer: same difficulty.)
That is not to say that there is no difference between pad sizes. Larger pads spread the heat over a larger area. Pads participate in cooling, to some effect. And, larger calipers (4, 6, 22 pot) calipers, just based on the size they are, use either larger pads or more pads, just so the pistons will have something to press against.
The shape of most pads is the size that fits in the caliper (or caliper mounting bracket). Most are some form or rectangle, but curved to match the diameter of the rotor. Some look a little more unusual than others, but its not to aid in the friction or braking force aspect of the system.
The biggest, hugest, honkenist calipers are large, with lots of pistons, and therefore use a large pad or set of pads. Larger means more cooling. But, it doesn't have anything to do with friction or braking torque.

THE BOTTOM LINE:

Generally speaking, BIGGER is better up to the limit of adhesion of the tires. However, bigger tends to also be HEAVIER and heavier is bad. So, what to do? if you want the best track performance (vs winning the NSXPO Gaudiest Car Trophy) you will want to get the smallest & lightest kit that does the job. Long tracks with high HP cars = a need for more braking capacity than when you pair up shorter tracks with cars with fewer mods. Think before you buy - you may save a lot of $..

	12.9 F & 12.9 R w/LOTUS CALIPER [ RED ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 Front w/LOTUS CALIPER [ SILVER ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 F & 12.9 R w/LOTUS CALIPER [ SILVER ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 Front w/LOTUS CALIPER [ BLACK ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 Front w/LOTUS CALIPER [ RED ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 Rear w/LOTUS CALIPER [ BLACK ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 Rear w/LOTUS CALIPER [ RED ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.
	12.9 Rear w/LOTUS CALIPER [ SILVER ] Too low to print! Email for pricing Front and Rear Grand Prix Kits Both Feature 12.9" cross drilled or slotted rotors using Brembo Lotus calipers, ships with Galfer or Brembo brand street pads, Goodrich SS lines and Brembo made billet mounting brackets. Add $899.00 in your mind for the rear e-brake kit if you need it. Email me for the actual selling price - Brembo Does not like "back of the truck" prices posted.

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• Why Dali Racing? Well, Why Not!?