Before you buy, regardless of wheel size, you must confirm brake system to wheel clearance before purchasing a Brembo Performance system.
These CAD drawings represent the clearance of an Original Equipment (left) brake system compared to a GT system with inadequate clearance (middle), and one with proper clearance (far right).
Brembo Performance brake systems are always designed to maximize wheel fitment. However larger components are often required to meet performance parameters determined by Brembo engineers, so it may be necessary to utilize a wheel spacer or to upgrade to an aftermarket wheel with adequate clearance. There are a number of variables that can affect wheel clearance including wheel diameter, wheel offset, and wheel design.
STEP 3: Download or open the PDF document listed under Wheel Clearance information. Note: All Brembo GT/GT-R systems have a specific corresponding wheel clearance diagram (brake profile cross section).
STEP 4: Print out the document, but be sure to make sure you’re printing at full scale (1:1 or at 100% size). There’s a ruler on the bottom right-hand side of the page to compare it with.
STEP 5: Cut out the shape of the template to include the caliper, bell, and disc.
Optional: You may want to back the cut-out with a piece of cardboard or foam core to make sure that the template is sturdy enough to get a proper gauge of your wheel clearance.
MEASURING YOUR WHEEL
STEP 1: Remove a wheel.
STEP 2: Place the wheel carefully on its face and measure out the A/B/C dimensions with a straight edge or create a template from the clearance diagram.
STEP 3: If using a clearance diagram attached to tag board as a template, be sure to double check that the template retains the actual dimensions from the original diagram.
STEP 4: Allow 3mm in all directions from the caliper to the wheel.
STEP 5: If the caliper contacts the inner wheel spokes, a wheel spacer may be used to move the wheel out away from the caliper. When using spacers, we recommend only considering high quality hubcentric spacers (and longer wheel bolts/lugs when needed). It is also important to confirm that the wider track will allow the tire to clear the fenders in all positions.
We are using part #1n1.9003A (a 2013 BMW M3) for our example.
The kit number is shown on the lower right, and all measurements are shown in millimeters. The diagrams are shown at full scale, but once they have been printed these measurements must be confirmed before use. We colored in the CAD drawing to help make it easier to understand the brake assembly cross section. The red area represents the rotated profile of the caliper, the dark grey colored area is the bell, and the silver area is the disc.
The A dimension is 34.9mm The B dimension is 134mm The C dimension is 220.7mm
In this example, the clearance diagram has the center of the wheel marked with a yellow highlighter. If you rotate the previous diagram and set it into the wheel, it would look like the diagram above that includes a wheel cut-away. That same yellow line is represented by the dashed line below. The drawing above is a cut-away of a GT system inside of a wheel on its face.
The diagrams are shown at full scale, but once they have been printed these measurements must be confirmed before use.
Place the cut-out inside the wheel well. If the cut-out is too flimsy, you may need to adhere it to a piece of cardboard to help with getting a proper gauge on your brake to wheel clearance.
Allow 3mm in all directions from the caliper to the wheel. Note: the imagery and highlighted areas is meant to be an approximation to help illustrate the tutorial.
All Brembo Performance systems are custom packaged to order, so they cannot be returned due to wheel fitment which is why it’s very important to verify brake and wheel fitment before placing your order.
This is a direct replacement for the front Brembo O.E. (Original Equipment) system which is already an extremely capable system, but this system is meant for environments with heavy brake demand.
The brake system is comprised of a lightweight Brembo Racing XB105 4-piston billet caliper, 25mm pad vs. 18.5mm (increased thermal resistance), and 2-piece, 380×34 type 3 discs that fit under the *OE wheels.
For more information please contact:
firstname.lastname@example.org or call (714) 438-1118.
Imagery by CBRD (Chad Block Racing Development)
Brembo Racing XB105 calipers have a very low mass and overall weight while improving braking performance (the slimmer profile is optimal for wheel fitment). 4-piston billet caliper, and removable stiffening bridge for fast pad changes (25mm pad vs. 18.5mm which increases thermal resistance).
The thicker 25mm pad vs. 18.5mm OE pad increases thermal resistance (thermal barrrier) and also helps with overall pad life.
4-piston billet caliper, 25mm pad vs. 18.5mm (increased thermal resistance), with 2-piece, 380×34 type 3’s that fit the *OE wheels. The rear utilizes the stock calipers.
Mark Valskis from Brembo North America helps explain what goes into a properly designed big brake system. Upgrading the brakes on Honda Civics to Type-R calipers and rotors or bolting up the bigger 300ZX brakes to S13s and S14s are classic examples of upgrade paths that have proven to be both affordable and effective for grassroots enthusiasts. But more recently I’ve noticed a trend where some hard parking import enthusiasts are bolting huge multi-piston calipers and rotors off of European exotics like Porsches and Ferraris to their Subarus, Mitsubishis, Hondas and Nissans. This may look cool in the coffee shop parking lot, but as I learned when upgrading to the 1-inch Type-R master cylinder from the original 13/16-inch CX model master cylinder on my EG race car (which made a huge difference in brake pedal feel and firmness), there’s a lot more to properly upsizing your braking system than just adding larger-diameter rotors and increasing the number of piston in your calipers. According to Mark Valskis, engineering manager at Brembo North America, The first thing to consider in regards to the brake system is safety. There is a very large misconception that any caliper can be used on any vehicle, as long as it can be made to physically bolt up in some manner. However, there are vast differences in braking systems between vehicles, and often in ways that would not be predicted. For example, a Subaru WRX has approximately 30 percent more brake piston area than a Porsche 911. Taking a caliper from that Porsche application and applying it to a WRX (all other things being equal) would result in a 30 percent reduction in braking torque and a significant (and very unsafe) shift of brake balance to the rear of the vehicle. Understanding the importance of rotor thickness, not just diameter, and how this can impact performance and safety is also a key element to factor in when doing any sort of custom retrofitting of brake parts not designed for your car. A fundamental consideration is the brake disc thickness, Mark says. In a great many cases, we see calipers being used on discs that are thinner than what they have been designed for. In these cases, once the pads and the disc have worn, the first thing that can happen is the brake pads move past the abutment surfaces on the caliper, resulting in damage or brake failure. It is also possible that the pistons move completely past the seals in the caliper, resulting in complete and catastrophic brake failure. Just like the rotors, the calipers are also designed for specific operating conditions, so bolting them up to an entirely different chassis can also be problematic, if not downright dangerous. The caliper bodies themselves are built to withstand the structural requirements of their intended application, Mark says. We have seen instances where calipers are being used far outside the bounds of their design loads. The ABS system is also designed to function optimally only within the parameters of the original braking system.
Type-R brakes on base-model Civics and Integras is commonplace, but Porsche 6-pot calipers and 14-inch rotors on a Subaru? Is this a case of sacrificing performance for style?
By using components that are well outside these bounds, especially as it relates to fluid volume which is impacted by caliper piston area, caliper stiffness and so on the ABS system performance suffers. Mark also made the excellent point that custom retrofits, like we’re starting to see more of, also involve producing a caliper bracket adapter, a component that needs to be designed, analyzed and tested to prove its integrity for the system’s lifetime. Mark elaborates, Even if the components chosen to adapt are appropriate, without this very important detail being properly designed, the system could also be extremely unsafe and experience a catastrophic failure. The primary benefit of upgrading to bigger brakes is, of course, greater fade resistance and improved modulation, rather than one-stop braking distance. As we experienced firsthand with Project G35, where the undersized (non-Brembo) OEM brakes were quickly overwhelmed by the heat buildup produced by track testing, only when we upgraded to significantly larger brakes (in this case AP Racing front and rear BBKs) did we see consistent braking performance lap after lap. The BBKs provided the ability to efficiently convert, store and dissipate the kinetic energy (in the form of heat) being produced during repeated and heavy deceleration. As to the question, How big is too big? when it comes to upgrading a braking system for high-performance use, Mark from Brembo responded, While mass in the brake disc is generally beneficial to the performance of the braking system, clearly it is not to the other performance parameters of the vehicle, such as acceleration, ride and handling due to the effects of increased unsprung mass. The brake disc mass must therefore be properly balanced with other performance considerations. In many cases, depending on the vehicle in question, it’s possible to reduce the system’s overall weight while increasing the thermal capacity of the brake disc. This is possible due to multi-piece brake discs and high-performance, fixed-mount aluminum calipers in place of factory one-piece discs and cast-iron sliding calipers.
2015 Honda Civic Type-R equipped with a Brembo brake system as Original Equipment (OE).
Mark then expanded on the topic of brake system sizing by adding, First, we should dispel the myth that more equals better as it relates to components of the brake system, calipers in particular. Simply increasing the number of pistons in a caliper does not make for a superior caliper. The number of pistons in a caliper is a function of optimization for a particular pad shape and piston area, and for the most part, has little direct bearing on the performance of the braking system. Likewise, increasing the piston area is not the mark of a superior brake system. We often see ads or statements expounding upon X percent’ increase in piston area or braking power. The fact is that in almost every circumstance, this is to be specifically avoided. Given that Brembo is the global leader in braking system design, a fact proven by its dominance at the highest levels of motorsport, as well as being the factory choice on many of today’s highest performing road cars, we asked Mark for a little insight into how the company goes about designing its BBKs.
Brembo’s GT big brake kits are second to none, thanks to the company’s extensive experience
The design of a Brembo GT braking system first begins by an analysis of the original equipment braking system and the pertinent vehicle parameters. This includes the dimensions of all of the original braking system components, including piston area, pad area, disc diameter, thickness, annulus width and air gap. The most pertinent vehicle parameters are the gross weight, weight distribution, center of gravity, wheelbase, top speed and vehicle usage, as well as tire size(s). Calculations are then performed in order to determine the best disc size for the application. Brembo has internal standards for this, based on our experience as an OEM supplier, the performance aftermarket and top-level racing. Due to our unique position in this respect, we have performed tens of thousands of road, track and dyno tests on vehicles and have used this data to establish a threshold for the disc thermal capacity. The caliper piston area is selected in order to closely maintain the original braking torque and fluid volumes. Calculations and dynamic simulations are performed to verify optimum brake balance through the full range of deceleration rates and to ensure safety, performance and the integrity of the ABS system. Further calculations are made for the brake pad surface area and volume. Mark then went on to add that, Each of Brembo’s calipers undergo complete functional and structural testing, as well as environmental testing (salt spray corrosion, etc.) to prove its strength and fatigue lifetime. These tests have been performed at values exceeding that of any application that it is to be employed in. Each time a new application is created, the loads are compared to the qualification values to verify that the caliper meets the structural requirements. If an application should happen to exceed the tested parameters, a full complement of structural and fatigue testing is performed at new higher values. Discs have likewise undergone full dyno testing for thermal shock, thermal fatigue, high deceleration resistance, friction coefficient, wear, etc. The disc bells and caliper brackets are designed to adapt the Brembo disc and caliper to the vehicle. Using the results from the braking system calculations as inputs, these components are analyzed using finite element analysis to evaluate the stress levels, and are physically tested to verify fatigue life at maximum applied torque. There is, of course, a lot of very interesting science and engineering hidden beneath the surface of a high-quality BBK, things like material choices and design considerations that maximize caliper stiffness. Look for a future discussion on this very subject, if we’re fortunate enough to tap into the bottomless pool of brake system knowledge housed by Mark and his team of engineers at Brembo.
Brembo Brakes: Stopping Everything from Ferrari to F1! – The Downshift Ep. 72 On this episode of The Downshift, we head to Bergamo Italy to visit Brembo, the world’s largest brake manufacturer. Brembo was founded in 1961 and has become known for their technical innovation and reliability. Brembo brakes can be found on the worlds fastest road cars, as well as in the worlds most renown racing series from Nascar to F1.
List below are a couple random systems that compare the approximate weights of a Brembo Performance GT system vs. the O.E. (Original Equipment) components from various makes and models.
In many cases a Brembo Performance system has a weight savings over OE brake systems even though the Brembo Performance system utilizes multi-piston calipers and often times larger diameter discs.
A Brembo Performance GT/GT-R big brake system is commonly comprised of:
Either a 2-piece aluminum alloy, monoblock aluminum alloy, or
billet monobloc aluminum alloy caliper
typically 2 to 4 pads per caliper
– or –
2-piece disc with billet aluminum center and outer iron disc
typically 2-lines per axle set
typically 2 billet brackets
This is a weight comparison of the factory Porsche 911/996TT (above image)
1-piece rotor (330mm)
Brembo Performance GT 355mm
2-piece disc which is roughly 6% larger.
The GT 6-piston caliper is approximately 7.5lbs.
2nd Comparison (just OE weights)
The weights of a used O.E. BMW M3 (E90/92) brake system
O.E: 7.6/11.8 lbs w/bracket, Brembo: 7.75 lbs w/o bracket
(R) 9.2 lbs
Pads: 2.0/1.6 lbs
Front: 1-piece disc: 22.6 lbs
Rear: 1-piece disc: 20.2 lbs
A used Honda Civic Si (EK) steel sliding caliper, pads, line, and 10.2″/260mm rotor
weighs approx: 21.7 lbs
Compare that to the total weight of this Lamborghini rear system which is:
approx. 24.17 lbs total.
broken down by component:
it’s 15.94 lbs for the 14″ disc and
roughly 8.24 lbs for the forged monobloc racing caliper (w/pads).
Lamborghini rear brake system (above)
Sharkwerks Comparing Brembo Performance vs. an OE 2013 991 Porsche Carrera S brake system
FRONT: Brembo Performance, 6-piston monobloc, 12.10 lbs vs. the Porsche OE 6-piston caliper, 11.44 lbs
REAR: Brembo Performance, 4-piston monobloc, 9.44 lbs vs. Porsche OE 4-piston caliper, 8.08 lbs
FRONT: Brembo Performance,2-piece 380mm (15″) disc, vs. the Porsche 1-piece rotor ( ) 23.8 lbs
REAR: Brembo Performance, 2-piece 380mm (15″) disc, 17.1 lbs vs. the Porsche 1-piece rotor ( ) 19.7 lbs
“Have you ever wondered what your JK would drive like with a powerplant straight out of muscle car? Or possibly with a suspension and drivetrain system built for any terrain across 7 continents? Or maybe even the latest luxury equipment to make this dream Jeep comfortable enough to drive to work and back everyday?
Well this is exactly what we sought out to do with Rebel Off Road’s latest (and fastest) build – The Silver Bullet.
Let’s get right to brass tax and show you what this insane build is made of starting with the heart and soul. The 3.6L Pentastar was replaced with a 6.4L Hemi V8 crate engine, bored and stroked to 7.0 liters and 426 cubic inches in diameter, and if that wasn’t enough of a kick in the pants, we added a Magnuson Superchargers Magnacharger to give it that extra boost – you know, for all those long hill climbs and such. All the noise comes from a fully fabricated and custom exhaust, from the headers to the tailpipe.
Mated to this beast is a transmission directly from Southern Hot Rods, nicknamed “The War Viking”, rated for over 1000hp. Getting the power to both ends is an Atlas twin stick transfer case. J. E. Reel Driveline Specialists 1350 driveshafts connect power to the front and rear Currie Enterprises RockJock 60 front and RockJock 70 rear axles, sporting a pair of ARB USA (ARB Air Locker) locking differentials. And if you’re wondering how this train stops on the road, don’t miss the Brembo big brake package with 6 piston calipers and oversized drilled and slotted rotors in each corner. Keeping the steering wheel light and easy is a PSC Motorsports hydraulic assist ram steering system.
All the above sounds great, but what sets it apart from a street queen is the suspension. Rebel Off Road, LLC‘s very own RECON Bolt on coilover conversion system with 2.5 x12″ front coilovers and 2.5″ x 14″ rear coilovers from King Off-Road Racing Shocks does the heavy lifting. Paired with our tried and trusted TeraFlex Suspensions long arm system, this Jeep can flex for days and look amazing while doing it.
Speaking of looking amazing, check out the 20″ polished TR Beadlock Wheels wrapped up in 40×15.50 Toyo Tires Open Country M/T’s. Grip and function. Nothing better.
Moving onto the rest of the exterior, we installed a pair of front and rear Knuckles Offroad, LLC bumpers, painted to match this Jeep exactly. Nemesis Industries Odyssey and Notorious aluminum fender flares, paint matched to the Jeep, were the perfect option for sleek and sexy design. Rock Slide Engineering Step sliders keep the doors and underbody safe, while providing a much needed step to get in and out of this monster. A GenRight Off Road aluminum tire carrier keeps that 40″ tire planted onto the tailgate, and it’s light enough to carry one-handed. A Gobi Racks JK system keeps all theRotopaX and storage accessories locked in place, in a convenient and sleek design above the roof. A WARN Zeon 10-S winch sits up front with a MUST HAVE recovery tool, theFactor 55 Prolink, also matching the Jeep’s silver color. Closed system winching for the win! Rigid Industries – LED Lighting provides the Silver Bullet with ample auxiliary lighting, including Dually D2’s in the bumpers, a 20″ SR LED bar on the stinger, and a 50″ SR LED bar on the roof. Truck-Lite Company, Inc. replaces the weak factory headlights with a much better and brighter LED option.
Under the hood accessories include a Genesis Offroad Dual Battery system with Odyssey batteries wired in tandem to ansPOD unit ready to fire up all the accessories in a safe, easy, and controlled manner.
Moving into the interior, you’ll first notice the Corbeau Seats USA LG1 seats up front in black suede. The roof has been painted black on the inside as an aesthetic mod. Wideband A/F ratio and boost gauge lets the driver know how the performance is doing under load. Lowrance Electronics GPS system will ensure you’ll never get lost. And to top if all off, one of our favorite interior mods (because of it’s extremely important purpose) is a Rock Hard 4×4 Sports Cage, powdercoated to match the Jeep.
All in all, The Silver Bullet was hand crafted to take on any task, any terrain, and any opponent you can throw at it. Truly a beautiful example of the extremes these vehicles can be taken to, and to come out with such elegance and purpose all in the same package, it’s what makes us proud to call this JK a true REBELCON”.
Q:Race Technologies | Brembo Official Partner: We approached Brembo Engineering with this question “Can I use Subaru WRX STI Brembo calipers (Original Equipment) on my Subaru BRZ, Scion FR-S, or Toyota GT86?”.
A:Brembo Engineering: You cannot use 2002+ Subaru WRX STI Brembo O.E. (Original Equipment) calipers on either 2012+ Subaru BRZ, 2012+ Scion FR-S, or 2012+ Toyota GT86.
Subaru WRX brake system: 4-piston calipers with 1-piece 326×30 rotors. Retails for $1,795
Subaru WRX STI calipers are made to be mounted in the trailing position (behind the axle). If mounted in front of the axle, by exchanging positions of the plugs and bleed screws on the caliper, it is not possible to bleed all the air out of the system because the fluid crossover in the caliper is the highest point and will trap air. This leads to poor brake performance and a poor pedal feel. If the calipers are mounted in front of the axle by putting the left hand STI caliper on the right side of the BRZ/FRS and vice versa, then the staggered pistons are in the wrong order, which leads to rapid and significant taper wear on the pad, which causes a number of other problems with the brake system.
The piston sizes of the WRX STI calipers are not appropriate for the BRZ/FRS, they are too large (resulting in a 25% increase in front). This leads to a number of non-desireable side effects, including long brake pedal travel, greatly increased front brake bias, and ABS problems.
Officially Released Brembo Performance Upgrades for the BRZ/FR-S/GT86
Brembo had worked directly with Subaru to develop the WRX STI brake package. This OE (Original Equipment) brake system was designed within the manufacturers specific parameters which typically isn’t necessarily meant strictly for high performance use. Instead, this system has to cater to a wide range of requirements such as price, environment (rain, snow, or shine), and NVH (Noise, Vibration, and Harshness) which are related to your average user who will drive primarily on the street vs. significant track usage.
Beyond Brembo OE are Brembo Performance upgrades which are designed specifically for modified cars with increased horsepower, aero, increased grip, or other enhancements. For these applications Brembo offers several solutions to match your cars performance requirements (you can consider these as “stages”, i.e. “stage 1 to stage 5”) which may also further extend into the Brembo Racing program.
Below is a listing of some of the benefits of a Brembo Performance system over a Brembo OE STI brake system. These are Brembo’s official offerings for the Scion FR-S, Toyota GT86, and Subaru BRZ.
Increased capacity/brake torque: increased thermal capacity and increased effective brake torque. The Brembo OE STI rotor is a 326x30mm whereas the Brembo Performance options are 332x32mm, 345x28mm, or 355x32mm.
Lightweight discs: a 2-piece disc (approx 16 lbs) is substantially lighter than a 1-piece iron rotor (roughly 22 lbs).
Brake tuning: varying face designs allow for fine tuning: cross drilled discs have the highest initial bite out of any slot face although a slotted design (type I) helps with refreshing the pad surface.
Lightweight caliper: the opposed 4 and 6-piston (vs. just a 4-piston) calipers are designed to be as lightweight as possible while being very stiff.
Overall pad thickness: Brembo OE STI calipers use a standard 15 mm pad, and Brembo Performance calipers can accept up to an 18 mm pad depending on the exact caliper. With Brembo Club Race calipers, they can accept up to a 20 mm pad which is quite significant because this not only improves overall pad wear rates, but it also helps with overall pedal consistency (pads are also a barrier against heat transfer to the pistons).
Notice the disc sizes offered range from 332×32, 345×28, and a 355×32. Also all of these discs are 2-piece discs which utilize a lightweight billet aluminum hard anodized bell with outer iron disc which is substantially lighter than a 1-piece solid iron rotor.
There’s a drastic difference between a OE Brembo system which is designed within the constrictions set by the vehicle manufacturer, and a Brembo Performance GT-R system which is designed to offer the highest performance possible. One such example of that is the GT-R’s calipers are a billet CNC’d monobloc design with an extremely durable nickel plating. Additionally, this caliper is on par with a Brembo Racing component with its high thermal resistance, twin piston seals, and stainless steel ventilated piston inserts. This entire system has the broadest range of performance (street, track, and racing) than any other system offered on the market. This is the ultimate big brake system upgrade.
Brembo Performance GT-R Systems (street, track, race):
Designed specifically for track enthusiast while being a cost effective solution. This system offers several track specific features such as the calipers quick pad release, hard anodized finish, and stainless steel piston inserts for increased thermal resistance. The disc is a type III for high initial bite and quick release characteristics and a 72 vane count for high thermal capacity and heat dissipation.
Brembo Performance Race Systems (track and race):
(F) Hard anodized with quick release 4-piston race caliper, 2-piece 355x32x54a, $3,895
(F) Hard anodized with quick release 4-piston race caliper, 2-piece 332x32x54a, $3,895