[Vtor_ZL1]

Originally Posted by weemus

Going back to the pillar vane, an interesting read

https://medium.com/@Jahee_Campbell/c...r-970008425ccd

Design of pillar layout may have had influence on results - i dont recall seeing any pillar spaced like THAT! Looked like value brand peperozi pizza.


While other models looked realistic - in terms of matching actual production pieces, the pillar version was oversimplified and skewed the results.

[Norm Peterson]

Originally Posted by Msquared

We should be careful how we think of rotor mass. Extra mass does mean the rotor can absorb more heat before it reaches a certain overall temp. It does not mean the rotor can dissipate more heat to the air. Ultimately on a track, I think the latter is far more important than the former.

Rotor mass will affect at least the 'up' thermal transients coming from kinetic energy to thermal energy conversion, which are going to involve bigger thermal transient terms than the 'down' transients that only see forced air cooling.

It's the thermal ranging - the algebraic ranges of the thermal transient terms (there are three of them in most thermal transient stress analyses, four when you consider the effects at the junctions between thick and thin sections of the part in question) between the 'ups' and the 'down's that establishes an alternating stress intensity. Which from there is how you'd estimate fatigue usage and expected service life. FWIW, no two of these thermal transient terms necessarily peak at the same time, and generally do not.

You really have to look at the transient portion of a braking event, not just the "final" thermal state when you first lift off of the brake pedal.


Norm

[Norm Peterson]

Originally Posted by Vtor_ZL1

Design of pillar layout may have had influence on results - i dont recall seeing any pillar spaced like THAT! Looked like value brand peperozi pizza.

I'm sure that most any pillar layout is going to produce more turbulent air flow through the rotor, which as he notes is a more efficient mechanism for heat transfer than laminar flow.


Norm

[kropscamaro16]

so what do you guys think in your opinion is the best option for a weekend fun car/track toy when the time is needed to replace these?

[Vtor_ZL1]

a BRZ/86 Much lower consumable cost. In mean time, wheel spin on demand it is.

[seanblurr]

Having not read the entire thread, and also having a ZL1 (I believe you guys are mostly talking about SS 1LE), I'm going to admit something. I'm still on my first set of OEM rotors. I don't know how many track days I have on them now, though the majority are with OEM pads. It's got to be 30+, the last three of which are with DTC70's.

Current measurements are between 35.22-35.9mm depending on where are the rotor. I would give a +/- 0.3mm due to this being a cheap Amazon gauge. If I remember correctly, discard thickness is 34mm.

Tires varied between OEM 3R's and take-off slicks and many others in between.

Rotors can be had for $359 from RockAuto.

Seems like the obvious choice for rotors, does it not?

[weemus]

Seanblurr:
Yep

I’m just playing devil’s advocate. Unless your racing (wheel to wheel, or TT) your primary concern should be tuning the “nut behind the wheel” and keep consumable cost low so you can maximize practice.

[TrackClub]

Originally Posted by weemus

Track Club I agree just posing questions. Personally I am not a fan of drilled and/or slotted rotors. What little you gain in weight reduction from holes and shaving pads with slots you loose in surface contact area. Also the potential for cracking is MUCH higher. As someone else stated and I am not aware of any OEM 1LE rotor cracking. Plus they are cheaper even with a brand new hat...

I seem to get my faster laps when I see taillights not far in the distance

+1!

[TrackClub]

Originally Posted by weemus

Seanblurr:
Yep

I’m just playing devil’s advocate. Unless your racing (wheel to wheel, or TT) your primary concern should be tuning the “nut behind the wheel” and keep consumable cost low so you can maximize practice.

Well said. Albeit from what i know first hand, pro drivers *never* stop tuning the nut behind the wheel. Regardless of how successful they may already be. Something to keep in mind - especially for us amateurs - as an increase in skill can deliver big laptime gains and on a consistent basis.

BTW, Sean is one of the fastest track rats here and on his 2nd Camaro

Cheers!

[kropscamaro16]

time to replace my rotors next year and my buddy had some spare 1le ones going to try some girodisc rings wish me luck haha

[carguy55]

I've used both DBA and Girodisc. Not really much difference at all. Changing rings is part of my annual track maintenance. Rebuilt the calipers (glad I did) with vented pistons, new seals etc and interested to see how they work out.