From http://www.zeckhausen.com/Testing_Brakes.htm
F/R temps
Z Brembo 721/477 °F
332 front BBK 695/510 °F
355 front BBK 594/631 °

So, increasing the front capacity does shift work to the rear - but I'm guessing 510 degrees isn't beyond the capability of the stock rears??

 

Of course you cannot assume that a pads friction coefficient vs temperature stays the same from brand new [properly bedded] to anywhere on the wear spectrum.................days, weeks, months later, each pad will be different depending upon the homogenity of the components in the pad material and individual exposure to heat/cooling rate.

Why professionals change pads every day, every race and rebuild calipers everytime.

Street [weekend racing] braking is a compromise vs money and time.

The problem is pads and how you select from the various compounds [which never give you ENOUGH CHOICES.

People don't understand that different pads can be 10,20,30%.........100% different at the exact same temperature........then comes the friction vs rotor speed at application and thru the stop range down to zero. THIS IS NOT LINEAR!

You can make the rear rotors read any temperature you want by changing pads. Pay enough money and you can have your own personal pad created no one else in the world will have what you have, a brake pad with your name on it and your secret [trade secret] formula.

An interest test sequence is here [link] a dozen different pads on Crown Vic police cars repeated enough and accurately tested/measured to see front rear variations on the same 3 cars:

http://www.nlectc.org/pdffiles/brakepads_epr2000.pdf


"in August 1999, SAE published the J2430 test procedure for testing linings on the front and rear brakes together.

The J2430 is a test that any manufacturer can use to evaluate their products. The test is very detailed and takes about 15 hours to complete. It does not have pass/fail standards, but is designed to reveal how a given set of linings compares to the FMVSS 135 requirements for new brakes.

Greening Laboratories in Detroit also has developed lab tests for "certifying" the performance of brake linings for several aftermarket brake suppliers. Its Dual Dynamometer Differential Effectiveness Analysis (D3EA) test procedure measures and compares the various performance windows (stopping power, fade resistance, etc.) of aftermarket linings against the OEM linings on a given vehicle platform. As long as the aftermarket linings fall within specified limits, they are certified as being OE-equivalent in terms of braking performance.

OEM brake linings on all new vehicles (including imports sold in the U.S.) must meet the FMVSS 135 standard issued by the National Highway Traffic Safety Administration. This standard specifies maximum stopping distances, criteria for fade resistance and other aspects of brake performance for all 2000 model year and newer cars and light trucks. It supersedes FMVSS 105 that was the former standard for 1999 and earlier vehicles.

FMVSS 135 is a tougher standard than FMVSS 105 and, like the earlier standard, applies only to new vehicles — which means there currently is no government safety standard or minimum performance requirements for aftermarket brake linings. The Brake Manufacturers Council would like to keep it that way"

 

Very few aftermarket pad companies spend the $5,000 per pad set to test against the factory product instead creating generalities based on a few such test on a few car models and try to convence the buying public that their pads are superior to oem.

I would like to see Stoptech test their brake systems with EXACT OEM COMPOUNDS [I know it may be difficult to get the compound transferred to a suitable backing plate but then you could calculate the exact improvement.