DIRECT

BRAKE UPGRADES

REPLACEMENT

 
 
 

'TW3' Works as well as it looks.

As many of us know almost all performance disc rotors are supplied with a slotted face, in addition some also include drilled holes or dimples.

The purpose of these features is primarily to help with increased pad bite by deglazing the pads and by expelling gas and dust trapped between the brake pad and rotor face. 

Slots are typically milled at an angle across the rotor face with the intention of covering as many of the internal vanes as possible, thus trying to avoid fractures on the rotor face. Some manufacturers choose to utilize a series of slots across the rotor face, however, more is not always better, in fact too many slots can cause numerous braking issues and complaints. 

To create the perfect rotor there needs to be a balance of available friction surface combined with a limited number of slots. Too many slots will leave less friction surface, therefore reducing brake efficiency. It will also cause an excess of pad resin deposits across the friction surface which if left to build-up can lead to 'hot spots'. Resin build-up can become so severe that it can cause brake shudder, pedal pulsation and sever vibration through the steering wheel. It most cases these symptoms are mistaken for rotor runout or a warped disc. 

Sparta's engineers have studied the ramifications of pad resin build up on the rotor face and the effects it has on the braking system. This has led to our patented TW3 (Thermal Window 3) slot design.

By machining our TW3 strategically on the rotor face, the resin spread is far more even across the friction surface reducing the chances of 'hot spots'. Another critical feature of the TW3 slots is that they begin and end over the internal vane pillars, therefore helping to eliminate any stress points on the slot's tips that under some circumstances could cause cracking. 

Sparta opted not to include any drilled holes through the surface of the disc for good reason. While there are indeed advantages for this, the downside is that you reduce the surface area which can cause localized heating of the disc and an unbalanced thermal gradient. This can become particularly evident during multiple braking events (track day etc) and can cause fractures across the disc surface. Some tracks now ban the use of drilled rotors for these safety reasons. 

'TW3' The perfect balance of performance.

'DCF96' The new standard for

rotor ventilation.

To create the perfect rotor there needs to be a balance of available friction surface combined with a limited number of slots. Too many slots will leave less friction surface, therefore reducing brake efficiency. It will also cause an excess of pad resin deposits across the friction surface which if left to build-up can lead to 'hot spots'. Resin build-up can become so severe that it can cause brake shudder, pedal pulsation and sever vibration through the steering wheel. It most cases these symptoms are mistaken for rotor runout or a warped disc.

 

Sparta's engineers have studied the ramifications of pad resin build up on the rotor face and the effects it has on the braking system. These studies led to the creation of our patented TW3 (Thermal Window 3) slot design.

By machining our TW3 slot pattern into the face of the rotor, the pad resin spread becomes more even across the friction surface, reducing the chances of hot spots and pad deposits. To further minimize rotor stress, the TW3 slots start and end over the pillars in our patented DCF96 vent pattern, preventing excessive material thickness variations that can lead to cracking in extreme thermal environments.

Our patented Dynamic Continuous Flow (DCF96) brake disc vane design has proven to be superior to other designs on the market, addressing many weaknesses found in traditional vane designs. Traditional discs feature vane patterns that are either straight or curved. When heat is applied to a traditional disc, the material will expand both radially and linearly. The linear expansion results in the disc's friction surfaces ballooning outwards, which can cause up to a 30% loss of pad contact with the rotor. Another symptom of this linear expansion manifests as a shudder in the steering wheel or pedal under light braking pressure, commonly attributed to disc thickness variation (DTV).

 

The DCF96 vane design reduces and helps eliminate this linear expansion. The secret is in the vane design, which features 96 strategically placed pillars and posts for advanced heat distribution and DTV minimization. As a disc rotates, ambient air flows through the disc's ventilation channel. The air then circulates around the pillars, helping dissipate the heat and expel it away from the disc. The pockets in the DCF96 design conduct heat away from the friction surface and into the pillars, reducing the disc's linear expansion. The DCF96 vane design is multi-directional, meaning that they can be installed on either side of the vehicle without affecting their cooling efficiency, as opposed to traditional curved vane patterns that lose cooling efficiency if spun in the wrong direction.

 

To create the perfect rotor there needs to be a balance of available friction surface combined with a limited number of slots. Too many slots will leave less friction surface, therefore reducing brake efficiency. It will also cause an excess of pad resin deposits across the friction surface which if left to build-up can lead to 'hot spots'. Resin build-up can become so severe that it can cause brake shudder, pedal pulsation and sever vibration through the steering wheel. It most cases these symptoms are mistaken for rotor runout or a warped disc.

 

Sparta's engineers have studied the ramifications of pad resin build up on the rotor face and the effects it has on the braking system. These studies led to the creation of our patented TW3 (Thermal Window 3) slot design.

By machining our TW3 slot pattern into the face of the rotor, the pad resin spread becomes more even across the friction surface, reducing the chances of hotspots and pad deposits. To further minimize rotor stress, the TW3 slots start and end over the pillars in our patented DCF96 vent pattern, preventing excessive material thickness variations that can lead to cracking in extreme thermal environments.

'TW3' Rotor performance for all.

 
 

Sparta SPP1.0 performance street pads.

One of the crucial foundations of any braking system is the effectiveness and reliability of clamping pressure. Our direct replacement, 1BK and 2BK kits are all supplied as standard with matching OEM pad shapes in our SPP1.0 compound. 

Your guide to brake pad options.

Selecting the correct pad material for the intended application is vital to ensure peak performance and longevity. Learn more about Spartas brake pad range and which are likely to be applicable to your driving style or use. 

SPP1.0 - Street Application

Designed for everyday use our SPP1.0 pad offers a host of features tailored to everyday street use, from early initial bite at low temperature to minimum dust emittance.

Torque

Dust Emittance

Noise

Operating Temperature Range

Hot

High

High

1400F

SPP3.0 - Street / Track Application

Suitable for street use but also able to withstand higher operating temperatures to accommodate track use. Releases more dust than the SPP1.0 but retains a good initial bite. 

Torque

Dust Emittance

Noise

Operating Temperature Range

Hot

High

High

1400F

SRP100 - Race Application (low bite) 

Specifically designed for lightweight vehicle applications or RWD tuning, the SRP100 pad offers a relatively low bite with a flat / declining torque curve. The material is ambient to around 850F. 

Torque

Dust Emittance

Noise

Operating Temperature Range

Hot

High

High

1400F

SRP200 - Race Application (mid bite) 

Unlike the SPP100 the SPP200 pad offers a slowly rising torque curve with a mid-range pad bite. The ambient temperature is also higher at approximately 1100F.

Torque

Dust Emittance

Noise

Operating Temperature Range

Hot

High

High

1400F

SRP300 - Race Application (high bite) 

The SPP300 brake pad has been developed to tackle the harshest braking environments and performs best within high-temperature bands. 

Torque

Dust Emittance

Noise

Operating Temperature Range

Hot

High

High

1400F

 

Sparta braided brake lines.

One important aspect when considering any improved braking system is the ability to provide stable and consistent pressure from the brake pedal down to the brake caliper. A firm pedal will provide an improved braking response and pedal feedback for the driver which is why we recommend our stainless steel braided brake lines.

Produced utilizing a PTFE inner lining and outer woven stainless steel braid, Sparta brake lines are able to operate under high pressure and greatly reduce expansion rates when compared to the OE rubber brake line. They are also far more durable than traditional rubber brake lines and as such offer a much longer life span.

Supplied as standard in 'Sparta blue' these are the same brake lines which can be found supplied in our big brake kits for road, track and race applications. 

P518 Dot4 brake fluid.

Our P518 brake fluid is a high performance hydraulic brake fluid for use with disc and drum brake systems. 

Based on polyethylene glycol ether technology, our P518 fluid carries a  higher boiling point that the more common DOT3 fluid which enables it to perform better for longer under increased temperatures. 

P518 fluid can also be found supplied in our big brake kits for both road and track.

R622 DOT 4 Brake Fluid

Sparta Evolution R622 racing brake fluid is a high-performance fluid suited for high-temperature applications. Featuring a dry boiling point of 622°F, R622 racing fluid is the easy choice for high load track cars that will see the extreme heat generated by hard and constant braking.

R622 brake fluid has been specially formulated to provide the highest performance under racing conditions, where brake systems must remain stable at extreme temperatures.

 

For best results, bleed your entire brake system with fresh fluid before each race, especially if the brakes see excessively high heat, or if used in a humid environment. To preserve its extreme performance, do not mix Sparta Evolution R622 brake fluid with any other brake fluids.

 

Our guarantee to you.

All Sparta products are supplied with a twelve month warranty giving the original purchaser peace of mind that every Sparta product will be free from manufacturing defects in workmanship and materials. You can view our complete warranty document here.