Urge Design / Essex AP Racing Brake Review
09-26-2014, 02:37 PM
#23
HOL-EEE SHIT. That lap of Pacific was *impressive*. I used to track my Supercharged MR2 there, it looked like you were going about 300 yards deeper into 2 than I ever did, and I'm sure you had a much higher terminal speed on the straight.
Nice driving.
Nice driving.
10-23-2014, 06:40 PM
#25
We added Spring Clips in 2014. They were not available in during the first 2 batches of the kit. Ping us and we will get you a set at cost.
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10-23-2014, 07:44 PM
#26
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have seen this kit in person and they look great and We also worked with Patrick at URGE last year and developed a cooling kit specific for this kit. never heard anything negative about the kit from our customers who purchased our cooling kit for it.
Here are some few installed pics.
Here are some few installed pics.
03-21-2015, 10:28 AM
#27
Registered User
Thread Starter
An update after using these brakes for a season.
I'm very impressed. Consumable cost is substantially reduced and maintenance is now yearly (or more) instead of between each weekend event.
I was using stock calipers with 2-pc floating rotors and Cobalt XR-2 pads and getting 3 track days until the pad material was less than 1 mm at the thinnest spot. Braking performance was good but pad wear was uneven which led to inconsistent braking as the pad taper increased and rotors would crack.
With the AP fronts and Hawk DTC70 pads, I've run 9 days of Time Trial competition and still have 8 mm of pad material left and there is zero pad taper (typically 4 or 5 sessions per day, sessions are 20 minutes but sometimes I pit around the 15 minute mark). Braking performance is similar but I have measured improvements in braking performance on very aggressive braking zones (145 mph - 60 mph). Rotors look great. I'll continue using this set-up for 2015 and expect to get another 6+ track days out of the pads.
Keep in mind this is on a NASA TT2 car with ~350whp and Hoosier A7's running very fast laptimes (2013 and 2014 TT2 regional champion with multiple track records) so the loads on the braking system are substantially higher than most S2000's. Also note that the only brake cooling is via air deflectors mounted to the lower A-Arms (no brake ducts).
I'm very impressed. Consumable cost is substantially reduced and maintenance is now yearly (or more) instead of between each weekend event.
I was using stock calipers with 2-pc floating rotors and Cobalt XR-2 pads and getting 3 track days until the pad material was less than 1 mm at the thinnest spot. Braking performance was good but pad wear was uneven which led to inconsistent braking as the pad taper increased and rotors would crack.
With the AP fronts and Hawk DTC70 pads, I've run 9 days of Time Trial competition and still have 8 mm of pad material left and there is zero pad taper (typically 4 or 5 sessions per day, sessions are 20 minutes but sometimes I pit around the 15 minute mark). Braking performance is similar but I have measured improvements in braking performance on very aggressive braking zones (145 mph - 60 mph). Rotors look great. I'll continue using this set-up for 2015 and expect to get another 6+ track days out of the pads.
Keep in mind this is on a NASA TT2 car with ~350whp and Hoosier A7's running very fast laptimes (2013 and 2014 TT2 regional champion with multiple track records) so the loads on the braking system are substantially higher than most S2000's. Also note that the only brake cooling is via air deflectors mounted to the lower A-Arms (no brake ducts).
03-21-2015, 12:31 PM
#28
03-24-2015, 08:43 AM
#30
Registered User
Thread Starter
These are the only pictures I could find of my air deflectors. I installed one side only and measured temperature differences with and without during a track event. The side with the deflector measured 50-100 F cooler after a cool down lap.
