![]() This compound will outperform OEM pads without sacrificing street manners. Recommended for Production, IT, F2000, Formula Ford, S2000, CSR, and DSR. The wide temperature range and good brake modulation have made it the #1 pad material for SCCA. 300-1600° F.īlue (E): Medium/High torque racing compound with medium initial bite. Recommended for sedans, sports racers, and formula cars with downforce, including GT, Formula Atlantic, F2000, F3000, S2000, CSR, and DSR. Works well as a rear pad with HT 14 in front. HT 10 (S): High torque racing compound with a smooth initial bite. Recommended for dirt circle track and gravel rally stages. Low temperature effectiveness also makes it great for gravel. The smooth bite, controllable torque, and superior release are tuned for the demands of dirt. 300-1400° F.ĭTC-30 (W): Medium torque racing compound designed specifically for dirt track racing. Recommended for vintage Trans-Am, Formula Atlantic, F2000, F3000, Pro Sports Prototypes, and stadium super trucks. High-temperature fade resistance makes DTC-50 a favorite choice in endurance racing. Very wide temperature range with a predictable rise in friction. DTC-50 bridges the gap between DTC-60 and DTC-30. 400-1600° F.ĭTC-50 (V): High torque racing compound with high initial bite. Recommended for Trans-Am, GT1, CART, Formula Atlantic, F2000, F3000, and Sports Prototypes. Available only for a limited selection of popular racing calipers. DTC-60 was developed as a rear pad to be used with DTC-70 on the front, but it has also become popular as a front pad on lighter cars. 400-1600° F.ĭTC-60 (G): High torque racing compound with high initial bite. Recommended for Trans-Am, GT1, CART, Formula Atlantic, F3000, and Sports Prototypes. Intended for heavier sedans and formula cars with downforce and available only for a limited selection of popular racing calipers. Designed to be the most controllable racing brake pad available. Not for calipers that only use a central retaining pin, such as the Forged Dynalite or Dynalite M.ĭTC-70 (U): Extremely high torque racing compound with very high initial bite. This pad is also similar to the old Wilwood 7216 shape (called out on the Narrow Dynalite spec sheet), but with two outer cotter pin holes instead of a center bridge bolt notch. This thickness also fits Stop Tech ST-42 calipers. 600" thick (7816) also fits Wilwood DynaPro Narrow Lug Mount and Narrow Dynalite (including cast, forged, billet, and radial mount) 4-piston calipers using a central bridge bolt or two retaining pins. 490" thick (7812) fits Wilwood DynaPro (including forged & billet, lug mount & radial mount), DynaPro Narrow Radial Mount, and DynaPro DPHA 4-piston calipers using a central bridge bolt or two retaining pins. Hawk Talon brake rotors are balanced and incorporate precision milled slots to reduce harmonic resonance issues.This pad shape replaces Wilwood 78xx pad shapes (7812 = 0.490" thickness, 7816 = 0.600" thickness). They also include slot & drill designs to optimize thermal efficiency, heat dissipation, strength, and improve wet braking. Hawk Talon brake discs are produced from grade 3000 cast iron, are black coated that maintains superior corrosion resistance and ensures quick and easy bed-in that resists galling. Hawk’s Talon performance brake discs are engineered, machined, finished, and coated in ISO certified facilities in North America. The results are shorter stopping distances, improved performance under heavy braking conditions, and street car friendly characteristics. This compound combines the safety and quality of aerospace design with the braking technology of motorsports. ![]() HPS 5.0 is a Ferro-Carbon compound that provides advanced braking characteristics to enhance the driving experience. High Performance Street 5.0 pads give your vehicle the greatest stopping power and pedal feel without compromising ABS. HKC5174.418B - Hawk Brake Kit - HPS 5.0 Pads & Talon Slotted & Drilled Discs Frontįor years, engine builders have been pushing motors to the limits of their ability, and at Hawk Performance, we're closer than ever to pushing the ABS Rev Limiter to its limits.
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