| and they came out to 16 lbs. A stock rotor weighs in at 16 lbs as well, so there is no increase in unsprung weight - another nice advantage of using stock calipers that I hadn't thought of previously. :) 2) The bracket material is 1144 cold-rolled steel, which is the material I used with the original set I built for my car back in the day. 3) The new rotor thickness is 28mm. This was a concern of mine when I made up my mind on the rotor choice since it is 2mm narrower than stock - less thick means less mass per area of rotor which will lead to it heating up faster, but there is also the additional surface area of this larger rotor which benefits it in terms of actual heat capacity. Beings that the stock rotor and this rotor weigh in at almost identical weights but the 13" rotor has an aluminum hat, there is still greater mass in the 13" rotor over the stock so there is some degree of improved heat capacity specifically relating to mass. The additional surface area of the rotor is going to help with the distribution of heat more than a stock rotor would and the crossdrilling and directional cooling vanes improve heat dissipation over stock. Since I have been unable to warp the rotor even in severe braking conditions I feel confident that they are dissipating heat better. In addition, the Ford Cobra is a pretty heavy car as well and rotor design is based primarily on that factor - the Z and the Cobra AFAIK are relatively close in weight.. (?) 4) Metalurgy unknown beyond EradiSpeed's note that it is a "special, high friction alloy". 5) Cross-drilled holes are chamfered. 6) The rotors are zinc plated. 7) They are curved vane (I called them directional vane) 8) I dont believe I used the word "bias" in my description of the brake kit - not that I was avoiding the use of it; there will clearly be a shift in braking bias once the kit is installed and it was something that I was concerned about when I built the setup. After installing them and using them the question disappeared from mind. What I was saying in the description about using the stock calipers and maintaining balance in the system is the fact that larger 6-piston calipers have a larger surface area that the fluid is acting on. This requires more fluid to make the pads move the distance necessary for clamping pressure, albeit a small difference, but a notable difference in pedal travel because of this. The balance I was referring to has to do mainly with the hydraulic element of the brake system when a larger caliper is used. I originally wrote this into the description, but I felt that it would be best to focus on the positive points rather than point out negatives of competing kits. I'm not trying to do that here, just answering your question.. I like the suggestion of using a 'stickier' rear brake pad though to try and maintain stock bias as best as possible. I'll likely add that to our page for the kit. 9) The rotors dont have new hats machined for them for our kit. We are using the hats that come with the rotor, which has an offset difference of 10mm from stock. The hubcentric components are required in order to properly mount the kit because of this. The idea did cross my mind though - I called Luke at Tirerack to try and find just a rotor blank that I could machine the hats for, but if I recall, finding a blank was problematic for some reason and he mentioned about the EradiSpeed product which I obviously went with. (Thanks Luke!) 10) The Ford Cobra brakes use the same width pad, but theirs are a tad bit longer than ours. The contact area of the Z's pad on this rotor with our kit is 100%. There is no pad overhanging the edge of the rotor. There are differences in disc velocity over that small distance, but the conditions are the same for any 13" brake rotor and the Z brake pads appear to work well without any sort of failure.
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