GS F Brake Notes

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09-16-20, 10:32 AM

#31

flowrider

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Quote:

Originally Posted by UZ214

what pads/rotors setup are you running? - ty

I don't have my ISF anymore, now in an LC. But I was running Ferodo DS2500 pads in front and PM HC+800 in back in the ISF. For rotors I was running Adams rotors. The Adams rotors performed well except for flaking paint, but I don't recommend them. Their customer service was terrible.

The pads on the LC are far better IMHO, than the OEM pads from my ISF. Don't know about the RCF or GSF

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09-16-20, 01:29 PM

#32

lobuxracer

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Quote:

Originally Posted by EastATLGSF

What are the torque specs for the caliper bolts in front of the brake pads?

Torque: 30 N·m {306 kgf·cm, 22 ft·lbf}

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The following 2 users liked this post by lobuxracer:

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09-16-20, 02:36 PM

#33

EastATLGSF

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Quote:

Originally Posted by lobuxracer

Torque: 30 N·m {306 kgf·cm, 22 ft·lbf}

Thanks man, hope all is well.

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09-28-20, 09:13 PM

#34

Helo58

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Quote:

Originally Posted by 1A1

The only time you should "turn" a rotor is when you have pad imprinting. Pad imprinting causes a high spot on the rotor that can be felt when braking as a vibration. Pad imprinting is caused when pad material is left on the rotor due to the rotor being heated up during a track event or very spirited driving and not allowed to cool before the brake pad is depressed for a long period of time (stop light, etc). The pad material is actually impregnated into the rotor.

You can try to remove the area where the imprint is. If that is unsuccessful the only option is to replace that rotor.

Steve

Personally, I would never machine a rotor unless it involved a centerless technique (i.e. Blanchard grind). As @lobuxracer stated, there is not a lot to be gained and much to be lost. It has been my experience that in cases of pad imprinting found quickly, the deposits can be removed by performing a process similar to bedding and then allowing a sufficient cooldown. Often this resolves the issue unless the high spot has been allowed to persist to the point where the localized hot spot turns the rotor material into cementite. At that point, bedding or turning/grinding is ineffective at resolving the issue and a new rotor would be warranted.