Formatting issue. Better late than ......
Paul wrote:
>----- Original Message -----
>
>
>> <>I considered modifying the braking system of my roadster after I
>> ran out of brakes at Turn 2 at Laguna Seca. That experience started
>> my search for better brakes, which culminated in my decision to buy a
>> big brake kit.
>
>
> I always wonder 'why' when I read complaints about roadster brakes. At
>Sloan Racing, both roadsters run stock calipers and rotors and we don't
>suffer brake fade. Both cars weigh in at about 2100 pounds and we race on
>slicks twice the size of the biggest street tire you can fit under a stock
>fender. We race at Nelson Ledges, MidOhio, and BeaveRun.
> I used one of the SCCA G Production prepared cars for a SCCA drivers
>school. We ran 6 twenty minute sessions both Saturday and Sunday at Nelson
>Ledges. The track is a 2.1 mile, 13 turn road course and is considered one
>of the fastest tracks in this part of the country. Never had problems with
>the brakes. And I can assure you, that as a rookie, I used and abused them.
> I think a Wilwood conversion is cool and I'm sure bigger rotors with
>multiple pistons can stop the car quicker, but I'm not sure most drivers
>need them.
>
>Just my 2 cents (and probably worth less!)
>
>Paul Kort
>Ohio
>
>
>
I have to wonder the same, Paul.
The Sharp, Manzolini, Zahrouiko, Lorenzutti et al cars made decent
power, ran stock rotors and calipers (because they had to under C, D and
G Production Car Specs), never ran with more than "green stuff" compound
pads, yet didn't run out of brakes at places like Bryar, Thompson,
Bridgehampton, Lime Rock and The Glen.
For the same reason, never understood the rationale for the Volvo
conversion.
- Bob Mann, '68 2000 Solex
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