370z and g37 brakes
Joined: Dec 2008
Posts: 365
Likes: 1
From: The pacific triangle
370z and g37 brakes
Anybody know about this or i'm reposting?
http://www.caranddriver.com/features...ng_lap-feature
http://www.caranddriver.com/features...ng_lap-feature
Joined: Dec 2008
Posts: 365
Likes: 1
From: The pacific triangle
Yes, i agree the only flaw is the brake pads but that's any easy fix.
If you read the article to the end, upgraded pads won't save you and neither will going to DOT 5 fluid. If the car see repeated heavy braking, the lack of air flow to allow the rotors to cool, seals your fate. Someone, needs to come up with a brake cooling duct kit for this platform.
So where does the fault lie with the Z’s overheating brakes? It’s certainly not with the brake hardware itself. Comparing the diameter and thickness of the Z’s vented rotors—14.0 x 1.3-inch fronts and 13.8 x 0.8-inch rears—with those of the competition reveals that they are far from inadequate. In fact, when factoring in curb weight, the 3400-pound NISMO Z is much better endowed than a Mustang GT Track Pack or a Hyundai Genesis coupe with the optional Brembos. The NISMO is on par with a Chevy Camaro SS—whose brakes performed admirably at the latest Lighting Lap—and is only slightly less stout than the nearly indefatigable Corvette Grand Sport. Part of the reason for the relatively large rotors is that this Nissan brake hardware is used on bigger and heavier vehicles such as the Infiniti M sedans and FX SUV.
The fault cannot be pinned on the brake fluid, either. Nissan’s DOT 3–grade fluid, which is used in everything except the GT-R, has a dry boiling point of 450 degrees F. That’s identical to that of GM’s DOT 3 fluid, which is used throughout most of the General’s lineup, including Corvettes, but is not as extreme as VW/Audi’s 509-degree DOT 4 fluid. So while our test with the aftermarket brake fluid extended the capability of the Z’s brakes, it couldn’t solve the heat-buildup problem—it simply staved off the inevitable. Thus, an even more expensive and sophisticated fluid with a higher boiling point wouldn’t be a panacea, either.
Our suspicion is that Nissan got a bit greedy in its quest for today’s all-important fuel-economy numbers and boosted the Z’s aerodynamics a little too far by cutting back on the amount of air directed through the wheel wells to cool the brakes. Key takeaway: If you intend to track a Z, don’t use the base pads, upgrade the brake fluid, and be sure to install brake-cooling ducts.
So where does the fault lie with the Z’s overheating brakes? It’s certainly not with the brake hardware itself. Comparing the diameter and thickness of the Z’s vented rotors—14.0 x 1.3-inch fronts and 13.8 x 0.8-inch rears—with those of the competition reveals that they are far from inadequate. In fact, when factoring in curb weight, the 3400-pound NISMO Z is much better endowed than a Mustang GT Track Pack or a Hyundai Genesis coupe with the optional Brembos. The NISMO is on par with a Chevy Camaro SS—whose brakes performed admirably at the latest Lighting Lap—and is only slightly less stout than the nearly indefatigable Corvette Grand Sport. Part of the reason for the relatively large rotors is that this Nissan brake hardware is used on bigger and heavier vehicles such as the Infiniti M sedans and FX SUV.
The fault cannot be pinned on the brake fluid, either. Nissan’s DOT 3–grade fluid, which is used in everything except the GT-R, has a dry boiling point of 450 degrees F. That’s identical to that of GM’s DOT 3 fluid, which is used throughout most of the General’s lineup, including Corvettes, but is not as extreme as VW/Audi’s 509-degree DOT 4 fluid. So while our test with the aftermarket brake fluid extended the capability of the Z’s brakes, it couldn’t solve the heat-buildup problem—it simply staved off the inevitable. Thus, an even more expensive and sophisticated fluid with a higher boiling point wouldn’t be a panacea, either.
Our suspicion is that Nissan got a bit greedy in its quest for today’s all-important fuel-economy numbers and boosted the Z’s aerodynamics a little too far by cutting back on the amount of air directed through the wheel wells to cool the brakes. Key takeaway: If you intend to track a Z, don’t use the base pads, upgrade the brake fluid, and be sure to install brake-cooling ducts.
Joined: Dec 2008
Posts: 365
Likes: 1
From: The pacific triangle
If you read the article to the end, upgraded pads won't save you and neither will going to DOT 5 fluid. If the car see repeated heavy braking, the lack of air flow to allow the rotors to cool, seals your fate. Someone, needs to come up with a brake cooling duct kit for this platform.
So where does the fault lie with the Z’s overheating brakes? It’s certainly not with the brake hardware itself. Comparing the diameter and thickness of the Z’s vented rotors—14.0 x 1.3-inch fronts and 13.8 x 0.8-inch rears—with those of the competition reveals that they are far from inadequate. In fact, when factoring in curb weight, the 3400-pound NISMO Z is much better endowed than a Mustang GT Track Pack or a Hyundai Genesis coupe with the optional Brembos. The NISMO is on par with a Chevy Camaro SS—whose brakes performed admirably at the latest Lighting Lap—and is only slightly less stout than the nearly indefatigable Corvette Grand Sport. Part of the reason for the relatively large rotors is that this Nissan brake hardware is used on bigger and heavier vehicles such as the Infiniti M sedans and FX SUV.
The fault cannot be pinned on the brake fluid, either. Nissan’s DOT 3–grade fluid, which is used in everything except the GT-R, has a dry boiling point of 450 degrees F. That’s identical to that of GM’s DOT 3 fluid, which is used throughout most of the General’s lineup, including Corvettes, but is not as extreme as VW/Audi’s 509-degree DOT 4 fluid. So while our test with the aftermarket brake fluid extended the capability of the Z’s brakes, it couldn’t solve the heat-buildup problem—it simply staved off the inevitable. Thus, an even more expensive and sophisticated fluid with a higher boiling point wouldn’t be a panacea, either.
Our suspicion is that Nissan got a bit greedy in its quest for today’s all-important fuel-economy numbers and boosted the Z’s aerodynamics a little too far by cutting back on the amount of air directed through the wheel wells to cool the brakes. Key takeaway: If you intend to track a Z, don’t use the base pads, upgrade the brake fluid, and be sure to install brake-cooling ducts.
So where does the fault lie with the Z’s overheating brakes? It’s certainly not with the brake hardware itself. Comparing the diameter and thickness of the Z’s vented rotors—14.0 x 1.3-inch fronts and 13.8 x 0.8-inch rears—with those of the competition reveals that they are far from inadequate. In fact, when factoring in curb weight, the 3400-pound NISMO Z is much better endowed than a Mustang GT Track Pack or a Hyundai Genesis coupe with the optional Brembos. The NISMO is on par with a Chevy Camaro SS—whose brakes performed admirably at the latest Lighting Lap—and is only slightly less stout than the nearly indefatigable Corvette Grand Sport. Part of the reason for the relatively large rotors is that this Nissan brake hardware is used on bigger and heavier vehicles such as the Infiniti M sedans and FX SUV.
The fault cannot be pinned on the brake fluid, either. Nissan’s DOT 3–grade fluid, which is used in everything except the GT-R, has a dry boiling point of 450 degrees F. That’s identical to that of GM’s DOT 3 fluid, which is used throughout most of the General’s lineup, including Corvettes, but is not as extreme as VW/Audi’s 509-degree DOT 4 fluid. So while our test with the aftermarket brake fluid extended the capability of the Z’s brakes, it couldn’t solve the heat-buildup problem—it simply staved off the inevitable. Thus, an even more expensive and sophisticated fluid with a higher boiling point wouldn’t be a panacea, either.
Our suspicion is that Nissan got a bit greedy in its quest for today’s all-important fuel-economy numbers and boosted the Z’s aerodynamics a little too far by cutting back on the amount of air directed through the wheel wells to cool the brakes. Key takeaway: If you intend to track a Z, don’t use the base pads, upgrade the brake fluid, and be sure to install brake-cooling ducts.
2pc rotors are a MUST if ur gonna track these, the rear rotors are SUPER thin. not even an inch. that's why so many companies are lagging on the rears, no discs already made that thin. usually it's just a new hat they have to worry about. there's only one setup that has FIXED this problem BUT everyone is cheaping out on getting them, too bad. Akebono's do look great though, just not a true BBK.
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