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</head><body><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">Good mentioning the mounting bolt difference of the P and PB calipers, Bill. The shoulder is metric to fit the PB caliper, but the thread is standard. Go figure.</p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">I have the PB calipers on my TR3. </p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">The PB (metric) calipers do have a 3/16", or perhaps metric equivalent pin. They also have an improved/sturdier dust boot that doesn't deteriorate from heat like on the P caliper. </p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">Brad, just drill out the pad holes to 1/4" and be done with it. </p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">I opened the pin holes in my PB calipers to 1/4" and have had to opened the holes in pads as well. </p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">I have my second set of Carbotech, ( I think X6 compound ) pads in now. I started with Hawk Blue. The Hawk pads seemed to have a quicker bite, but didn't last very long and made a lot of dust. They also seemed to be very hard on the rotors. That could have been related to the aftermarket rotor quality that I used initially. I've since been using Brembo. The Carbotech/Brembo setup wears very nice and evenly. I'd like to try the Hawks again with the Brembo rotors. </p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">BTW, the PB calipers are available new for around $100 each new. That's pretty inexpensive for such an important part. I purchased another set when I thought I might be having a problem, but ended up just changing pads. I'm glad to have a new pair standing by. Then I can rebuild at my leisure. </p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);"><br></p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);">Dave H.</p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);"><br></p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);"><br></p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);"><br></p><p style="font-size: 12pt; font-family: helvetica, arial, sans-serif; color: rgb(51, 51, 51);"><br></p><blockquote type="cite">On March 7, 2018 at 6:15 PM Brad Eells via Fot <fot@autox.team.net> wrote:<br><br><div dir="ltr">Scott,<div><br></div><div>Engineer Tim mentioned the 240Z connection. This leads me to believe the pads were designed for a Japanese knock off of the original 16P like so many other parts of the car. Likely built to a metric size that leads to a slightly undersized retaining pin hole.</div><div><br></div><div>I am amazed that apparently no one has ever mentioned it to Porterfield...</div><div><br></div><div>Thanks,</div><div><br><br>Brad</div><div><br></div></div><div class="ox-682abf0620-gmail_extra"><br clear="all"><div><div class="ox-682abf0620-gmail_signature"><div dir="ltr"><div><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div><div style="font-size: 12.8px;"><strong><span style="color: #000000;">Brad Eells</span></strong></div><div style="font-size: 12.8px;"><strong><span style="color: #000000;">Chino CA</span></strong></div><div style="font-size: 12.8px;"><strong><span style="color: #000000;">#35 DP 1962 Triumph TR4</span></strong></div><div style="font-size: 12.8px;"><strong><span style="color: #000000;">#76 FP 1969 Triumph Spitfire Mk3</span></strong></div><div style="font-size: 12.8px;"><strong><span style="color: #000000;">1965 Triumph TR4A IRS...for the road!</span></strong></div></div><div><br></div></div></div></div></div></div></div></div></div></div></div></div></div></div><br><div class="ox-682abf0620-gmail_quote">On Wed, Mar 7, 2018 at 5:55 PM, Scott Janzen <<a href="mailto:sjanzen@me.com" target="_blank" rel="noopener noreferrer">sjanzen@me.com</a>> wrote:<br><blockquote><div style="word-wrap: break-word;">I run 16Ps on my GT6 and have used Hawk, Porterfield and my current favorite - something that Ted sells, can’t remember the name. In most cases in the past few years, I’ve had to egg out the holes for the 1/4” pins with a drill. <div>Mine typically look like the photo of the new one you have on the right. I think the pads are “shared” with the Datsun 240z and they probably fit fine on that car. </div><div><div><span class=""><span class=""><br></span></span><div>On Mar 7, 2018, at 7:21 PM, Brad Eells via Fot <<a href="mailto:fot@autox.team.net" target="_blank" rel="noopener noreferrer">fot@autox.team.net</a>> wrote:</div><div><div dir="ltr"><span class=""><span class="">Hello Amici,</span></span><div><br></div><div>Porterfield brake pads in the R4-1 compound were recommended to me. I dutifully ordered a set for my Spitfire.</div><div><br></div><div>I should mention the car has been upgraded to GT6 brake calipers, the venerable Girling 16P. My TR4 and 4A also use the 16P. I have been buying brake pads for these cars for over 35 years.</div><div><br></div><div>I have had my calipers rebuilt and purchased new retaining pins as well. The Porterfield pads arrived. I found 2 issues. The pad compound shape was not the same as every pad I have previously purchased or what is shown on Porterfield's website. I also found the retaining pin holes in the puck to be too small. The puck itself is the same general dimension as my original Girling Competition pad and does fit in the caliper but I cannot put the pins through the holes.</div><div><br></div><div>I simply assumed they had sent pads for the later GT6, the Girling 16PB or M16PB that use 3/16" retaining pins.</div><div><br></div><div>8 Emails with manager, Wendy and 1 phone call with engineer Tim and we still have a disagreement. I was told they had sold that exact pad "for 25 years" for my application and no one had ever had a problem or complained. When I asked why I couldn't simply have what was shown on their website as the pad for the 16P, I was told that was just a general illustration and not correct for any specific application.</div><div><br></div><div>They have offered to drill out the retaining pin holes to fit my pins. I am honestly disappointed that I simply can't have what fits out of the box and to have to argue the point back and forth through multiple Emails and a terse phone call.</div><div><br></div><div>So, my questions to those of you running a 16P (late TR3 through early TR6 and GT6 1968-72 along with many other British applications) are:</div><div><br></div><div>1. Are you using Porterfield pads in your calipers?</div><div><br></div><div>2. Have you found them to fit the standard 1/4" retaining pin?</div><div><br></div><div>3. If you have found them to not fit the pins, are you drilling them out yourself?</div><div><br></div><div>4. Does the difference in pad shape concern you at all (photo attached)?</div><div><br></div><div>5. If not Porterfield, then what are you using? Without divulging any speed secrets, of course...</div><div><br></div><div>I'm close enough to their facility that I can appear there with my pins, pads and calipers to prove what they disbelieve...it just shouldn't have to come to that with a reputable company from my view...</div><div><br></div><div>Your thoughts and experience are appreciated.</div><div><br></div><div><span id="ox-682abf0620-m_5217394927279637653cid:ii_jehrmhvz0_16202fa7f1739011"><ap1142008_03_24_10_51_45.jpg></span><br><br></div><div><span id="ox-682abf0620-m_5217394927279637653cid:ii_jehrn3od1_16202faec8903f6a"><IMG_2858.jpg></span><br><br></div><div><br></div><div>Thanks!</div><div><br></div><div><br clear="all"><div><div class="ox-682abf0620-m_5217394927279637653gmail_signature"><div dir="ltr"><div><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div dir="ltr"><div><div style="font-size: 12.8px;"><strong>Brad Eells</strong></div><div style="font-size: 12.8px;"><strong>Chino CA</strong></div><div style="font-size: 12.8px;"><strong>#35 DP 1962 Triumph TR4</strong></div><div style="font-size: 12.8px;"><strong>#76 FP 1969 Triumph Spitfire Mk3</strong></div><div style="font-size: 12.8px;"><strong>1965 Triumph TR4A IRS...for the road!</strong></div></div><div><br></div></div></div></div></div></div></div></div></div></div></div></div></div></div></div></div><span class=""> ______________________________<wbr/>_________________<br><a href="mailto:fot@autox.team.net" target="_blank" rel="noopener noreferrer">fot@autox.team.net</a><br><br><a href="http://www.fot-racing.com" target="_blank" rel="noopener noreferrer">http://www.fot-racing.com</a><br><br>Donate: <a href="http://www.team.net/donate.html" target="_blank" rel="noopener noreferrer">http://www.team.net/donate.<wbr/>html</a><br>Archive: <a href="http://www.team.net/archive" target="_blank" rel="noopener noreferrer">http://www.team.net/archive</a><br>Forums: <a href="http://www.team.net/forums" target="_blank" rel="noopener noreferrer">http://www.team.net/forums</a><br></span>Unsubscribe/Manage: <a href="http://autox.team.net/mailman/options/fot/sjanzen@me.com" target="_blank" rel="noopener noreferrer">http://autox.team.net/mailman/<wbr/>options/fot/sjanzen@me.com</a><br><br><br></div></div><br></div></div></blockquote></div><br></div>_______________________________________________<br>fot@autox.team.net<br><br>http://www.fot-racing.com<br><br>Donate: http://www.team.net/donate.html<br>Archive: http://www.team.net/archive<br>Forums: http://www.team.net/forums<br>Unsubscribe/Manage: http://autox.team.net/mailman/options/fot/dlhogye@comcast.net<br><br><br></blockquote></body></html>