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Anyone Used Tarox Brakes ?

robbieraver
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robbieraver Rising Star

robbieraver

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Im about to try out a set of fronts for a 32GTR, they are made in italy. the kit comes with caliper, rotor, bracket, braided lines and pads of my choice of race street or semi, the pads are made by pagid.

i will be using a 350mm by 30mm rotor with a 10 piston caliper under a 17inch rim.

just want to know who has used these brakes and what they thought of them compared to others, eg AP or Brembo or .......

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post-34794-1209460761_thumb.jpg

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Roy Grand Master

Roy

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Well if you look at the 10 piston caliper...

The main reason you run more pistons is to ensure even pad wear and pressure reducing hot spots on the pad and rotor. So the fact that the 10 piston caliper uses a square pad with a straight row of pistons rather then curved on a radius means that you dont get the benefit of running a narrower pad which curves with the rotor, and has pistons that are larger for the trailing part of the pad and smaller for the leading part of the pad. A narrower pad like most 6 pot calipers means you get to run a shallwer rotor (the heavy bit) and a larger hat (the lighter bit) so for a given rotor diameter the assembly is lighter.

If you look at ther crazy 10/12 piston calipers from the likes of Alcon that are/were used in Motorsport you can see that the piston size is dependent on the rotor direction through the caliper and the pad shape. The Tarox-10 is symmetrical front to rear with its largest piston in the middle, which is a generic solution to clocking the caliper to suit cars with leading caliper positions (Skylines) and trailing positions (Porsche/WRX etc) By that i mean look at the passenger side of the car and see of the caliper is on the right hand side of the wheel (Porsche) or left (Skyline)

So hope that quick fire response makes sense. If you look at the pad shape of a CP5555 AP 6 piston caliper and compare it to an F50 Brembo caliper pad you will get what i mean about pad shape and curvature.

I think the Tarox appeals to the "WOW, 10 piston" it must be good. I could easily be wrong, but looking at multi piston calipers from the major makers used in motorsport...thats where i am getting most of my thinking

robbieraver Rising Star

robbieraver

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Well if you look at the 10 piston caliper...

The main reason you run more pistons is to ensure even pad wear and pressure reducing hot spots on the pad and rotor. So the fact that the 10 piston caliper uses a square pad with a straight row of pistons rather then curved on a radius means that you dont get the benefit of running a narrower pad which curves with the rotor, and has pistons that are larger for the trailing part of the pad and smaller for the leading part of the pad. A narrower pad like most 6 pot calipers means you get to run a shallwer rotor (the heavy bit) and a larger hat (the lighter bit) so for a given rotor diameter the assembly is lighter.

If you look at ther crazy 10/12 piston calipers from the likes of Alcon that are/were used in Motorsport you can see that the piston size is dependent on the rotor direction through the caliper and the pad shape. The Tarox-10 is symmetrical front to rear with its largest piston in the middle, which is a generic solution to clocking the caliper to suit cars with leading caliper positions (Skylines) and trailing positions (Porsche/WRX etc) By that i mean look at the passenger side of the car and see of the caliper is on the right hand side of the wheel (Porsche) or left (Skyline)

So hope that quick fire response makes sense. If you look at the pad shape of a CP5555 AP 6 piston caliper and compare it to an F50 Brembo caliper pad you will get what i mean about pad shape and curvature.

I think the Tarox appeals to the "WOW, 10 piston" it must be good. I could easily be wrong, but looking at multi piston calipers from the major makers used in motorsport...thats where i am getting most of my thinking

interesting, but i was after some real time feed back but you have brought up some good topics, i would like to try these out as firstly work will be fitting the bill and secondly every one seems to have the ap/alcon/brembo package, these brakes ofcourse are the best, i want to try something a little different, if they dont work out, then il go ap/alcon/brembo

im not using the torox 10 in the pic, those two pics are just for show and a bit of wow :D but a totaly different one with the curved caliper and larger piston leading.

by i means keep it coming... :P

nuclear_skyline Mentor

nuclear_skyline

Posted
Posted

I have used some tarox gear on my 1970 mini cooper s race car... Brings it to a dead stop really well... Then again the car weighs about 500kgs...

Other advantage of having multipiston calipers is that it moves the clamping force closer to the edge of the disc, therefore has more leverage for stopping

Roy Grand Master

Roy

Posted
Posted
interesting, but i was after some real time feed back but you have brought up some good topics, i would like to try these out as firstly work will be fitting the bill and secondly every one seems to have the ap/alcon/brembo package, these brakes ofcourse are the best, i want to try something a little different, if they dont work out, then il go ap/alcon/brembo

im not using the torox 10 in the pic, those two pics are just for show and a bit of wow :) but a totaly different one with the curved caliper and larger piston leading.

by i means keep it coming... :D

Sorry, lol like most of my advice i dont have any personal experience with gear, just stuff i have read and thought about when i look at gear.

On the bright side, fact is you will be running a big rotor, plenty of pad, no doubt a sporting compound with new brake lines that come with the caliper. Then you bleed new fluid through with the install so at the end of it you will have a setup that bo doubt you will be happy with.

Half the time the details is just details, you cant teall the difference

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