StopTech® - Big Brake Kits

  • StopTech® Big Brake Kits

    StopTech® Big Brake Kits (ST) offer superior street performance.
    They feature fully forged calipers with patented stiffening bridges, patented 2-piece AeroRotors® for optimized cooling, braided stainless steel brake lines, performance brake pads, mounting brackets and all necessary hardware to complete the installation. StopTech® Big Brake Kits were the first Balanced Brake Upgrades® on the market, offering optimized brake bias to utilize all the traction available from all four tires.

    Trophy Big Brake Kits (STR)

    For ultimate track racing performance StopTech offers Trophy Race Big Brake Kits, with naturally anodized lightweight components designed to survive the rigors of racing. Trophy Kits feature fully forged, lightweight STR calipers, 2-piece AeroRotors®, braided stainless steel brake lines, mounting brackets and hardware. The MAX Float hardware allows for the greatest amount of float between the hat and rotor. These Trophy Race Kits are used on many of the top competitors in the SCCA Pro Pirelli World Challenge Championship as well as in Grand-Am and other race series.

    Ultimate street performance is obtained with a StopTech® Trophy Sport Big Brake Kit. The Trophy Sport Big Brake Kits are designed for street driven production vehicles and use the same STR calipers, AeroRotors® and AeroHats® as the Trophy Race Big Brake Kits, but add silicone dust boots to extend service intervals and anti-rattle rotor mounting hardware for quieter street operation. Trophy Sport Kits also include StopTech® Street Performance brake pads for high performance street and occasional track use. They are the ultimate street braking system.

    ST-Sättel sind verfügbar in rot, schwarz, silber, gelb oder blau.

    STR-Sättel sind immer anodisiert!

    ST22 / STR22 2-Kolbensattel
    ST40 / STR40 4-Kolbensattel
    ST60 / STR60 6-Kolbensattel

    Die Trophy Sport wird mit Sport-Belägen, die Trophy Race mit Rennbelägen geliefert.
    Es sind auch Konfigurationen mit anderen Rennbelägen möglich.

    VORDERACHSE Evo 5-10
    Bremsscheiben genutet, 355x32 mm

    • ST40 StopTech Big Brake Kit 3198,- €
    • STR40 Trophy Sport 3898,- €
    • STR40 Trophy Race 4398,- €
    • ST60 StopTech Big Brake Kit 3649,- €
    • STR60 Trophy Sport 4449,- €
    • STR60 Trophy Race 4798,- €

    Bremsscheiben genutet, 328x28 mm

    • ST22 StopTech Big Brake Kit 2525,- €
    • STR22 Trophy Sport 3349,- €
    • STR22 Trophy Race 3498,- €
    • ST40 StopTech Big Brake Kit 2525,- €
    • STR40 Trophy Sport 3349,- €
    • STR40 Trophy Race 3498,- €

    Bremsscheiben genutet, 345x28 mm

    • ST40 StopTech Big Brake Kit 2998,- €
    • STR40 Trophy Sport 3798,- €
    • STR40 Trophy Race 4125,- €

    Sollte es für ein bestimmtes Fahrzeug kein TÜV Gutachten von StopTech geben, so können wir hier im Bremer/Oldenburger Raum dennoch eine Eintragung realisieren!

    Unter Zuhilfenahme eines Vergleichsgutachtens ist der Prüfaufwand abhängig von der Übereinstimmung des Prüffahrzeuges mit dem Einbaufahrzeug und liegt bei ungefähr 2 Stunden - die TÜV Kosten liegen in diesem Fall bei ca. 250 bis 300,- €.

  • StopTech ST60 (6-Kolben)

    Superleichte Sattelhalter und Töpfe aus hochfesten Alulegierungen.
    Die Bremsscheibe mit Alutopf komplett in 355x32 wiegt nur 7900 Gramm!

    Der Montageschacht für die Beläge

    Die StopTech Aero Rotors

    Die Kontaktfläche des Alutopfes zur Scheibe ist schaufelförmig ausgebildet, um Kühlluft zwischen Scheibe und Topf zu leiten:

    The patented 2-piece AeroRotor® assembly uses uniquely designed and patented AeroVanes® inside the disc to optimize airflow through the rotor.
    This improved directional design minimizes turbulence and flows up to 61 percent more air than any other rotor tested. The result is up to 80 percent better airflow over original equipment rotors and 10-30 percent better airflow than other directional vane racing rotors currently available.

    Better airflow equals better cooling, and better cooling means less fade and better overall brake system performance.

    StopTech AeroRotors® also feature a proprietary alloy chemistry. By adding molybdenum to the gray iron, carefully targeting a narrow range of hardness and tensile
    strength values, and controlling the cooling rate of the rotor after casting, StopTech produces a friction ring with added crack resistance as well as improved functionality.

  • Technische Information
    (Vorsicht! Dieser Artikel ist geeignet sichergeglaubtes Basis- Wissen zu erschüttern)

    Warum zweiteilig konstruierte Sättel steifer sind als Monobloc-Sättel (!)

    MONOBLOC Versus Two Piece Calipers

    By Carroll Smith

    The automotive brake caliper has a basic problem. The thing is necessarily shaped like the letter “C” with the force of the pistons exerted on the top and bottom of the letter. This force spreads the caliper apart like opening a book.
    The result is that some of the force generated by the foot pedal and master cylinder(s) is used up (wasted, actually) in spreading the caliper. The inevitable results are increased pedal travel and tapered pad wear. Caliper designers spend a lot of time trying to minimize this deflection. The problem is that there isn't much room for the bridge that connects the inboard and outboard halves of the caliper – just about like a clamshell. We will not address the single piston or slidingcaliper, which I consider to be a crime against nature.
    Some advertising is hyping the “monobloc” (i.e. machined from billet, cast, squeeze or semisolid forging or conventionally forged from one piece rather than two halves bolted together) as the final answer to braking problems. Maybe, maybe not – but first lets look at some history.
    The monobloc today is a product of the age of CAD/CAM manufacturing, Finite Element Analysis (FEA) and very effective marketing.
    Opposed piston calipers made from cast iron, in which we have little if any interest here, have always been two-piece assemblies. The material itself is stiff enough that, always assuming a basically competent mechanical design, caliper flex is usually not a problem.
    The first lightweight Aluminum racing calipers were made by Girling – the two-piston AR, BR and CR series introduced in the early 1960s. They weremachined from a single casting with the piston bores machined clear through one side from the back and up to the piston length into the other. The through holes in the back were closed with screw in plugs and seals. The bridge section was relatively thin. Due to the low coefficient of friction between the pads and the rotors, the line pressures of the day were pretty high and the calipers flexed giving a less than optimum pedal feel and tapered pad wear. We lived with it because we had to – and that may be when the myth that a long brake pedal aids modulation began.
    Over the next twenty years or so both Girling and Automotive Products (AP) developed improved one-piece light alloy calipers with more pistons and stiffer bridges. They were adequate until aerodynamic download took a quantum leap with the development of ground effects in the late 1970s. While the coefficient of friction between the pads and the discs did not materially increase, the coefficient between the tire and the track did. Braking distances shortened dramatically.
    The same amount of heat that had caused problems before ground effects was now generated in a much shorter time.
    The need for increased heat sink mass and radiant surface area made it imperative to maximize disc diameter - which reduced the space availablefor caliper bridges inside of wheels.

    Caliper deflection became a serious problem. The solution was the two-piece caliper with steel boltsin close fitting holes to stiffen the assembly. The location of the bolts is also critical to the overall stiffness of the unit. Locating them lower near to the piston centerline results in less deflection.
    Asa point of academic interest there is no advantage to using an extremely high tensile bolt in this application – again, we are looking for stiffness, not strength. Stiffness is a function of the material's modulus of elasticity and all steels have the same elastic modulus (about 207 gigapascals per cubic millimeter or Gpa. The use of metric units will make sense below when we get to rule making in racing). There is also no advantage to using a nut on the threaded end of the bolt.
    Assuming sufficient thread engagement (and good threads) a bolt screwed into the threaded caliper half with optimum pre load is just as good as anut and bolt system.
    The coefficient of friction between pad and rotor was dramatically increased by the development of the “carbon metallic” brake pad for cast iron rotors and the almost simultaneous development of the carbon-carbon braking system with about the same coefficient but a fraction of the mass. Multi piston (up to six) calipers with staggered piston diameters were quickly developed.
    Multiple calipers on the same disc also made a short-lived appearance in racing. This strategy in another form is now only seen in a few street caliper types with multiple pad sets and up to eight pistons in a single assembly. In this case the original multiple caliper layout was better because the long unsupported flanks of multiple pad set caliper designs accentuate the caliper flex problem. Six pistons is a practical limit for a stiff assembly and a well designed four piston caliper will always flex less for a given piston area than a six piston similarly well designed for the same wheel clearance. Aluminum forgings are significantly stronger than castings but not necessarily stiffer and there were few customers who wanted to ultimately pay for the complex dies necessary to produce different caliper sizes and configurations as forgings of exotic alloys. Then with the advent of the multi-axis CNC milling machine, it became possible to produce monobloc calipers from solid billets of Aluminum by machining the piston bores from the center window, eliminating the necessity for forging dies (and for the troublesome screwed in plugs).
    About the same time Finite Element Analysis software became generally available. While FEA is still a work in progress and every program requires some amount of calibration to suit the individual application, the technique allows very accurate modeling of a prospective design under the expected operating conditionsof stress and temperature. The model identifies areas of high and low stress allowing the designer to iteratively reduce mass by carving away the areas of low stress and to simultaneously add design stiffness by modifying the shape or the cross section of the highly stressed areas.
    FEA must be validated by physical testing, but used properly, the programs can generate very efficient designs in term of mass to stiffness and mass to strength ratios. However, the modulus of elasticity of Aluminum is only about 71 Gpa. Equal to 10.3 x 10 6 psi and it is very difficult to arrive at a bridge design that is sufficiently stiff while leaving room for a large diameter rotor.
    A big step was the development of Metal Matrix Aluminum (MMC) composite materials with a modulus of about 135Gpa - twice the stiffness of Aluminum. Aluminum Beryllium alloys with a modulus of 192 Gpa are stiffer yet - three times the stiffness of Aluminum and nearly the same as steel. Both of these aluminum alloys retain a high degree of their original strength at elevated temperatures – which is a lot more than can be said about Aluminum. A whole new generation of very stiff, very strong, very light, and very expensive calipers arrived in Formula One and World Sports Cars – the only players who could afford them. The so-far fruitless efforts to reduce the cost of racing at the top have now outlawed Aluminum Beryllium and most of the Aluminum metal matrix composites simply by specifying a maximum modulus of elasticity of 80Gpa– (there's the tie-in. Still a very significant 13% greater than that of Aluminum). In Formula One extensive iterative FEA work has recovered about 30% of the stiffness through design. Since the measuring techniques for determining the modulus don't repeat very well there are also all sorts of fun and games going on between the manufacturers and the FIA - but that doesn't concern us here.
    What has happened is that the FEA techniques pioneered in the old cost-no-object days of Formula One have been applied to some aftermarket and production calipers. In the case of monobloc designs made from billet, once the machine tools have been paid for, monobloc calipers may actually be cheaper to produce than two-piece units. Then there are newly developed high volume production methods where monobloc calipers are made from near net shaped squeeze or semi-solid forgings, again finished by
    machining the piston bores from the center window. As in the case of billet, in the case of designs made from squeeze or semi-solid forgings,once the foundry tooling and machine tools have been paid for, monobloccalipers are definitely cheaper to produce. The current generation of Monobloc after market calipers from the reputable manufacturers are at best only about as stiff as conventional two piece units – at ambient temperature.

    There is a rub. Brake calipers, especially those attached to hard driven high performance vehicles, do not operate at ambient temperature. Caliper operating temperatures can and do often exceed 300 degrees F on high performance street vehicles. – at which point the Aluminum bridge of the monobloc has lost more than half of itsstrength while the steel bolts in a two piece unit are unfazed. In fact, steel is essentially unaffected until around 200 degrees F where it begins to gain in strength. Steel gains 25 to 32 percent in strength when it peaks at about 400 degrees F. We are also seeing designs for production like another old Girling design called the four piece caliper(early ‘70's – terrible flexing problems) returning where the bridges are made of steel and incorporated into the mounting bracket instead of Aluminum for just this reason. In this design the pistons are carried in two Aluminum bodies bolted on each side of the bridges. This type, withall four pieces in Aluminum but heavily ribbed for cooling was also the
    design of the first Porsche Turbo caliper (mid to late ‘70's).

    So what does it all mean????

    Caliper performance characteristics depend on material strength and a combination of design and material stiffness. The monobloc caliper architecture designed to be made from a very strong and very stiff material will not deliver the same level of performance when made from more common production materials.
    It means that aftermarket monoblocs have significantly less strength and stiffness than the current Formula One units – let alone the unobtanium ones of days gone by. It means, if you want to spend a lot more money for a good monobloc racing caliper, if it happens to be available with piston areas that suit your car, you can have a trick monobloc caliper that will almost certainly flex more than an optimum two piece unit and is a few ounces lighter. It also means, if you are able to use a monobloc caliper designed for a production application made either by squeeze or semi-solid forging, cost might be comparable but any claim of them being intrinsically better than a well designed two piece caliper with bolts is simply not true. It is pure marketing hype when a commercially available monbloc caliper, where the manufacturing strategy was aimed at reducing costs to produce a fixed multi piston design, is represented as better than every other design in the aftermarket.

    To further make the point, if there were no qualifiers like cost or some sanctioning body rule, the optimum caliper arrangement arguably would bea monobloc design but with steel bridge bolts installed and a re-enforced window.

    Me? I'd rather use the best designed two piece units, made from squeeze or semi-solid forgings correctly sized for my application, have the firmest brake pedal that I can get and spend the extra money on something to make my car handle better – like shocks.

    Für alle, die es immer noch nicht glauben wollen:
    Das absolute High-End-Produkt von Endless ist genauso konstruiert.

  • Da wird nix erschüttert ;) Sehr gute Zusammenfassung :thumbup:

    Ich wollte mich mit Dir geistig duellieren. Aber ich sehe, du bist unbewaffnet.

    ...und beurteile mich nicht nach deinen Fähigkeiten.


  • StopTech STR40 Trophy Race (4-Kolben)

    Einbaufertig mit Stahlbus-Entlüfterventilen

    Die Trophy-Variante ist erheblich gewichtsreduziert durch Hohlbohrungen und Belüftungen.
    Der Sattel ist anodisiert - er verfärbt sich trotz extremer Hitze niemals.

    Selbst im Deckel für die Belagklammer sorgt ein Ventilationsschacht für Wärmeabfuhr. Er wird so eingebaut, dass die Öffnung nach oben zeigt.
    Zum Belagwechsel werden zwei Schrauben gelöst und der Deckel abgenommen, dann liegen die Beläge frei. Einfacher geht es nicht!

  • Heute ist meine StopTech Race Trophy 6 Kolben Anlage eingetrudelt.

    Kiste aufgemacht und nur gestaunt was dass für eine RIeSEN Teil ist ... dann natürlcih ausgepack und als ich den Bremssattel in der Hand hielt konnte ich gar nicht glauben wie leicht der ist. Ich bin mir nicht ganz sicher, aber der Sattel könnte fast leichter sein als der OEM obwohl er wesentlich grösser ist. Habe aber gerade keine Waage zur Hand.

    Hoffe jetzt mal dass die Bremse ebenso gut auf dem Track ist wie sie aussieht!

    Ansonsten wird das Teil halt an den Rückspiegel gehängt .... macht sich als BlingBling garantiert gut:-)

  • Technische Hinweise:

    Der Bremssattel wird am Adapter mit 2 Jet Nuts verschraubt - Anzugsdrehmomet 50 NM.
    Diese Jet Nuts werden im Flugzeugbau und Rennsport verwendet und sind leicht, vibrationssicher, korrosionsfrei, hitzebeständig und selbstsichernd, aber so dass sie nie wieder gelöst werden können/sollten!

    Beim Wechsel der Bremsscheiben ist deshalb stets der Adapter abzuschrauben zusammen mit dem Sattel, ansonsten besteht die Gefahr dass die Stehbolzen auf dem Adapter abgerissen werden.
    Das macht nix, ich habe jedes Ersatzteil am Lager, aber die sind nicht ganz billig..... ;)

    Vor dem Einbau gehören StopTech-Scheiben in die Badewanne und müssen mit Spülmittel gereinigt werden. Bremsenreiniger genügt nicht!

  • Der Original Rennbelag von StopTech - SR34 Race

    Ein Rennbelag für 2014 von StopTech für die StopTech-BBKs und jeden Einsatz auf dem Circuit!

    • SR34 für ST40/STR40 - 395,- €
    • SR34 für ST60/STR60 - 498,-€

    Passend dazu für die Hinterachse (Serienbremse oder StopTech ST22 am Evo):

    • SR32 Race für die HA - 230,- €

    StopTech Racing Brake Pads

    StopTech® introduces a new line of StopTech® Racing Friction Materials that brings the company’s “Brake Late, Finish First” philosophy to a wide range of racing disciplines. The pads complement the company’s wide range of high performance and replacement brake friction.

    The new race-specific pads are engineered to provide optimal friction levels for shorter stops, increased control through superior pedal modulation, and fade-free performance at extreme racing temperatures. StopTech® Racing pads are designed to provide superior performance in any racing brake system and engineered to match the outstanding performance capabilities expected of all StopTech® Racing Balanced Brake Systems.

    StopTech's® unique metallic compounds are blended with carbon and graphite particles to provide an optimal high temperature race friction material. The result is smoother, more predictable and more consistent brake engagement along with exceptional release characteristics not found in most other racing friction materials.

    StopTech® engineers work directly with race teams, often track-side, to gather valuable experience in dynamic real world conditions. Data is immediately integrated into the research and development process, resulting in optimized brake systems for individual racing programs.

    • Superior pedal feel and modulation characteristics
    • Formulated for high initial bite
    • Slight torque rise with temperature
    • Extremely low pad and abraded disc wear
    • All purpose pad for high grip, high power applications
  • Technische Information:

    Die Bremsscheiben können wahlweise mit "racing hardware" oder "anti-rattle hardware" geliefert werden.

    Bei der "racing-hardware" (Standard bei Trophy Race BBKs) sind die Bobbins so konstruiert, dass die Scheibe wirklich schwimmt - also thermisch entkoppelt ist im festverbauten Zustand. Das führt zwangsläufig zu dem einen oder anderen Geräusch im Fahrbetrieb ("rattel").

    Die "anti-rattle-hardware" unterbindet derartige Geräusche durch eine spezielle Konstruktion (Standard bei allen StopTech-BBKs außer Trophy Race). Dennoch sind die Scheiben "schwimmend", allerdings wesentlich strammer.

    Wer seine Bobbins gegen "racing hardware" tauschen will: kein Problem, der Kit (10 Stück inkl. der passenden Portion Loctite 290) kostet 85,- €
    Sowas haben wir natürlich am Lager. ;)

  • Hier mal derText von einem StopTech-Kunden, der einen sehr schnellen Evo 9 mit einer StopTech ST40 (4-Kolben!) mit DIXCEL RA-Belag und unserer Belüftung fährt:

    "die bremse ist der wahnsinn, ist eigentlich die ärgste veränderung am ganzen auto ....auch nach 10 runden keine veränderung bemerkbar!
    neues problem ANGST - im kopf schreit alles "brems du wirst sonst sterben" und der fuss wartet noch ein bisschen und, wenn im kopf alles schreit "du wirst verbrennen usw.", dann wird gebremst!
    und alles beginnt von vorne, der kopf schreit "du bist noch zu schnell, geh ja net von der bremse runter", aber genau dann muss ich die bremse wieder öffnen und passt ! :-)
    und da kommt schon die nächste kurveeee...

    Unpackbar anstrengend körperlich wie geistig ... übung fehlt ... aber jünger werd ma halt a nimma!!!"

  • StopTech Titanium piston noses

    Upgrade für die StopTech-Bremssättel für die Harcore-Racer, oder als Option beim Austausch alter Kolben. In allen Maßen am Lager!

    Stückpreis 110,- €

    StopTech Racing’s Titanium piston nose assemblies are designed for the punishing world of motorsport. The patented design provides a carefully engineered thermal barrier for optimal brake system performance, keeping excess heat from radiating through the backing plates. The tops of the titanium noses are castellated, reducing their contact area, and simultaneously reducing conduction while allowing better airflow for reduced heat convection as well.

    The patented design of the StopTech Titanium piston nose assemblies uses an aluminum piston body that matches the expansion rate of the aluminum calipers, and a mushrooming low-profile titanium nose that maximizes coverage as well as useable pad thickness.

    These precision-machined StopTech titanium piston nose assemblies work with existing StopTech calipers that utilize dust boot grooves, providing maximum thermal protection that surpasses that of flexible stamped shims used in other competitive systems.

  • Einblicke in die StopTech-Produktion:

    StopTech ist die High-Performance-Abteilung des weltgrößten Bremsenherstellers CENTRIC Parts in den USA!

    • StopTech, Centric’s high performance and racing brand, is a leading innovator of world class brake components and systems for production-based race cars and high performance vehicles on the street and track. StopTech was the first to offer balanced brake upgrades for production cars and remains the worldwide leader with over 700 platform offerings to dramatically improve overall braking performance. StopTech’s industry-leading technologies and materials, from rock solid calipers to ingeniously efficient heat handling rotors, result in shorter stopping distances, better brake modulation, and less brake fade.

    • StopTech was founded in 1999 with the singular mission of becoming a leading manufacturer and supplier of high performance brake components and systems. The founding team, which included Dino Crescentini, sought to challenge the status quo in known brake technology, and set new paradigms for brake upgrade systems. United by their passion for racing and high performance vehicles, the company quickly earned a reputation for quality and performance both on and off the track.

    • StopTech was the first aftermarket brake company to offer balanced front brake upgrades, engineered to dramatically improve overall braking performance while remaining compatible with the stock OE rear brakes. This has significantly advanced the state of art in aftermarket brake upgrades.

    • StopTech has received full ISO/TS 16949:2009 certification for the design and manufacture of automotive brake systems and components and was awarded the highly coveted TÜV approval on several big brake kits. Along the way StopTech has earned four patents for brake technology innovations as well

    • StopTech Racing was born to service dedicated race applications. The StopTech Racing division provides the stiffest calipers and best airflow rotors to race teams in several production-based racing series, as well as circle track and off-road competition. StopTech Racing sales and engineering support is unparalleled in the industry, with personalized service available to customize winning race solutions for your needs. Whether it's in SCCA Pro Pirelli World Challenge, Grand-Am Continental Tire, Lucas Oil Off-Road Racing Series, or grassroots circle track, NASA, SCCA, Time Attack and drifting competition, StopTech Racing has something to cover most forms of production-based racing needs.

    >>> Noch mehr Informationen findet Ihr hier.