AP Racing Brakes

Outstanding Performance In High-Heat Braking Applications AP Radi-CAL R2 racing brake fluid was developed for the extreme abuse of heavy race cars competing in endurance events. AP Racing Radi-CAL R2 fluid has a dry boiling point of 312º C (593º F), and was developed for racing applications where high brake temperatures are common, e.g. when using carbon discs and very high temperature brake fluid performance is required. Before using AP Racing Radi-CAL R2 fluid, any existing brake fluid should be drained completely from the car's brake system. The system should be thoroughly purged with new R2 and can then be filled completely with new R2 fluid. AP Racing Radi-Cal R2 (Super 600) Brake Fluid Details: Manufacturer: AP Racing Manufacturer part number: AP-CP5600 R2 fluid conforms to and exceeds DOT4 specifications, but should not be used with components made from magnesium Dry Boiling Point: 312º C (593º F) Wet Boiling Point: 195º C (383º F) Bottle Size: 500 ml (16.9 oz.)

AP Racing Radi-CAL R4 Racing Brake Fluid Highest Dry Boiling Point On The Market Today AP Racing Radi-CAL R4 racing brake fluid has the highest typical dry boiling point, at 340º C (644º F), of any racing brake fluid currently available on the market today. Radi-CALR4 racing brake fluid has been designed to perform better than any other product at the extremes of heavy-duty braking in top levels of professional racing. AP Racing Radi-CAL R4 has outstanding resistance to vapor lock and pedal fade under the most exacting conditions. A higher vapor lock point means a firmer brake pedal at the extremes of brake temperatures. Enhanced lubricity means R4 is a better lubricant than other market-leading racing brake fluids. This helps extend the life of the metal moving parts in your brake system while increasing system efficiency. Radi-CAL R4 can be mixed with other DOT3 and DOT4 racing brake fluid, but for maximum product performance your braking system should be thoroughly purged with R4 fluid. AP Racing Radi-Cal Pro R4 Brake Fluid Details: Manufacturer: AP Racing Manufacturer part number: AP-CP7005 DOT rating: DOT4 Dry Boiling Point: 340º C (644º F) Wet Boiling Point: 195º C (383º F) Bottle Size: 500 ml (16.9 fl oz)

Brake Fluid Suitable for All Forms of Motorsport AP Racing Brake Fluids like the Radi-CAL R1 are developed for road cars being used in events such as autocross and track days, where drivers need brake fluid with a higher boiling point than that of OEM brake fluid. AP Racing Radi-CAL R1 fluid has the lowest dry boiling point of AP Racing's brake fluid offerings at 269º C / 516º F. It was developed for applications needing more heat resistance than typical OEM brake fluid. AP Racing Radi-CAL R1 Brake Fluid Details: Manufacturer: AP Racing Conforms to FMVSS 116 DOT3 specification Manufacturer part number: AP-CP7551 New Dry Boiling Point: 269º C / 516º F Wet Boiling Point: 140º C / 284º F Bottle Size: 500 ml (16.9 fl oz)

AP Racing 410x36mm Two-Piece Front Floating Racing Brake Rotors Fit The Following Cars (w/ OEM Iron Rotors or PCCB Rotors) Porsche 991 GT2RS PCCB (Front) Porsche 991 GT3 PCCB (Front) Porsche 991 GT3RS PCCB (Front) Porsche 718 / 982 GT4RS PCCB or Iron (Front) Porsche 718 GT4 PCCB (Front) Sold/priced per pair. AP Racing by Essex 2-piece Competition J Hook front iron disc pair for 991 GT3/RS and 718 GT4/Spyder RS to replace PCCB discs. 410x36mm (16.14" x 1.40") Huge increase in airflow, cooling capacity, and durability vs. OEM PCCB discs Drastically less expense long-term running costs vs. PCCB Must use the standard front 991 GT3/RS pad shape used in OEM iron system (not compatible with OE PCCB pad shape) Over twice as many internal cooling vanes as the OEM PCCB's Weighs almost the same as the OEM 380x34mm iron discs, despite much larger size Designed for: club racing, time trial, auto-x, HPDE Works with OEM calipers and wheels, no modifications required Ultralight, fully floating, anodized billet aluminum hat with float control/anti-rattle clips

AP Racing 390x32mm Replacement Rear Floating Racing Brake Rotor Rings Fit The Following Cars (w/ OEM PCCB Rotors)- Center hat Excluded, rotor disc only. Replacement Disc Only For AP Racing 13.01.20026 Porsche 992 GT3 (Rear) Porsche 992 GT3RS (Rear) Porsche 718/982 GT4RS (Rear) Porsche 991 GT2RS/GT3/GT3RS (Rear) Porsche 981 GT4 (Rear) Sold/priced per pair. 390x32mm (15.35" x 1.25") 72 Vane, D66, J Hook Right Hand Iron Racing Brake Disc Bedding and preparation of AP Racing J Hook Disc Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs. Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk.  During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure. Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention.  Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph.  Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal. Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes. Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face. If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.

AP Racing J Hook 380mm Rear Floating Racing Brake Rotors Replacement Rotors only (no hats) for 13.01.20018 which fit the Following Cars (w/ OEM Iron Rotors) Porsche 992 GT3 (Rear) Porsche 992 GT3RS (Rear) Porsche 718/982 GT4RS (Rear) Porsche 991 GT2RS/GT3/GT3RS (Rear) Porsche 981 GT4 (Rear) Sold/priced per pair. Bedding and preparation of AP Racing J Hook Disc Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs. Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk.  During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure. Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention.  Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph.  Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal. Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes. Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face. If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.  

AP Racing 408x34mm J Hook Disc Replacement Front Floating Racing Brake Rotor Rings Fit The Following Cars which use AP Racing 13.01.20038 (w/ OEM Iron Rotors or PCCB Rotors) - Center hat Excluded, rotor disc only. Replacement Disc Only For AP Racing  13.01.20038 Porsche 992 GT3 PCCB/Iron (Front) Porsche 992 GT3RS PCCB/Iron (Front) Sold/priced per pair with hardware. 408mm x 34mm (16.06" x 1.34") 84 Wave Vane, D62, J Hook Iron Racing Brake Disc We are introducing a new internal vane technology in our front 2-piece discs for the 992 GT3. It is called the Sinusoidal Vane, which AP sometimes refers to internally as the 'Wave' Vane for obvious reasons as you’ll see below. This tech is something that has helped AP Racing brake systems win championships in international GT racing, as well as multiple NASCAR Cup championships here in North America. As one of the most desirable track weapons on the planet, we wanted the 992 GT3 to be the first production car application for this technology in North America. Just as AP Racing's Radi-CAL calipers set a new benchmark for caliper stability, cooling, and durability, the Sinusoidal Vanes have done the same for iron racing discs. The concept for this disc design originated in NASCAR Cup. Up until the debut of the Next Gen car (for which AP/Essex are supplying the spec brake package), we were cramming our brake systems inside tiny 15” wheels. Trying to squeeze adequate brake thermal mass into a wheel that small is incredibly challenging, particularly when you have a 1,000 HP and 3,000 pounds mashing on them every few seconds from 200 mph…for hours on end! In a wheel that small, there isn’t anywhere for the heat to go, and the durability of every component is crucial. We were constantly looking for ways to provide the Cup teams with increased durability, stability, and cooling, and that’s what led AP to this technology. Benefits of the Wave Vane disc technology vs. traditional curved vanes: Increased thermal stability- Wild temperature swings are what causes discs to crack. When you stand on the brakes for an approaching corner, your disc temperatures skyrocket and the iron expands. As you travel down the subsequent straight, the discs are blasted with cooling air. The longer the straight and the higher the speed, the greater the temperature drop, and the further the iron contracts. This expansion and contraction cycle places a huge amount of stress on the iron and is what causes them to eventually crack. That’s why tracks with relatively slow corners at the end of high-speed straights, followed by another long straight, decimate brake discs (think Watkins Glen or Road America). In an ideal world, once you brought your discs up to race temps, you would keep them at a constant temperature for the entire session. The Sinusoidal Vane brings the discs closer to that goal by decreasing the difference between the maximum and minimum disc temperature by as much as 35%. That means a less dramatic temperature swing and greater crack resistance and durability. Reduced maximum disc temperatures by 10%+: Not only are temperature swings less intense with the Wave Vane, the maximum temperatures reached are substantially lower. For example, in one NASCAR test the Wave Vane discs showed a peak temp of 1328F and a minimum temp of 1085F (delta of 243F), while the traditional curved vanes maxed out at 1490F and a min of 1121F (delta of 369F). Not only was the difference between min and max more subdued, the max temperature reached by the Wave Vane disc was 162F lower! Increased cooling surface area- Each of the internal Wave Vanes has a larger cooling surface area vs. a traditional curved vane. Greater support for the disc face- A disc’s internal vane structure provides the support lattice behind the disc face. Having many internal vanes impacts airspeed and heat transfer through the disc, reduces air recirculation between vanes, and reduces deflection at the disc face. In practical terms, a disc with a high number of vanes is more thermally stable, maintains more even contact with the brake pads (which reduces uneven pad deposits/judder), and is less prone to distortion. In summary, the Wave Vane design provides even greater support for the disc face than AP’s standard curved vane designs. Reduced weight- The Wave Vane design provides a slight unsprung weight reduction vs. a similar disc with curved internal vanes. Bedding and preparation of AP Racing J Hook Disc Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs. Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk.  During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure. Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention.  Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph.  Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal. Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes. Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face. If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.

AP Racing 380x30mm 2-piece J Hook Rear Brake Rotors for Porsche (OEM Iron) Fit The Following Cars (w/ OEM Iron Rotors) Porsche 992 GT3 (Rear) Porsche 992 GT3RS (Rear) Porsche 718/982 GT4RS (Rear) Porsche 991 GT2RS/GT3/GT3RS (Rear) Porsche 981 GT4 (Rear) Sold/priced per pair. AP Racing 2-piece Competition J Hook rear disc pair for 991.1 & 991.2 GT3 (including GT3RS), 992 GT3, and 718 GT4 and GT4 RS with iron discs 380x30mm (14.96" x 1.18") 72 Vane, D67 radial depth Huge increase in airflow, cooling capacity, and durability vs. OEM discs Saves 3-4 lbs. unsprung weight per side Retains full parking brake functionality Designed for: club racing, time trial, auto-x, HPDE Works with OEM calipers, no modifications required Ultralight, fully floating, anodized billet aluminum hat with float control/anti-rattle clips Sold/priced per pair. Bedding and preparation of AP Racing J Hook Disc Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs. Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk.  During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure. Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention.  Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph.  Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal. Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes. Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face. If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.

AP Racing 390x32mm 2-piece J Hook Rear Brake Rotors - Porsche (OEM PCCB) Fit The Following Cars (w/ OEM PCCB Rotors) Porsche 992 GT3 (Rear) Porsche 992 GT3RS (Rear) Porsche 718/982 GT4RS (Rear) Porsche 991 GT2RS/GT3/GT3RS (Rear) Porsche 981 GT4 (Rear) Sold/priced per pair. AP Racing 2-piece Competition J Hook rear iron disc pair for 991/992 GT3/RS and 718 GT4/Spyder RS to replace PCCB discs. 390 x 32mm (15.35" x 1.26") Huge increase in airflow, cooling capacity, and durability vs. OEM PCCB discs Drastically less expense long-term running costs vs. PCCB Must useGT3/RS Iron disc pad shape used in OEM iron system (not compatible with OE PCCB Pad shape) Allows normal function of OEM parking brake 100% more internal cooling vanes vs the OEM PCCB's Same weight as OEM 380 x 34mm iron discs, despite larger size Designed for: club racing, time trial, auto-x, HPDE Works with OEM calipers and wheels, no modifications required Ultralight, fully floating, anodized billet aluminum hat with float control/anti-rattle clips Bedding and preparation of AP Racing J Hook Disc Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs. Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk.  During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure. Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention.  Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph.  Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal. Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes. Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face. If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.  

AP Racing by Essex 2-piece "S" Vane J Hook Front Brake Rotors (Front 408 x 34mm)- Porsche 992 GT3, GT3 RS Iron & PCCB Fit The Following Cars (w/ OEM Iron Rotors or PCCB Rotors) Porsche 992 GT3 (Front) Porsche 992 GT3RS (Front) Sold/priced per pair. AP Racing 2-piece S Vane Competition J Hook front disc pair for 992 GT3 and GT3 RS with iron or PCCB discs. ***Note for PCCB cars - must be used with the smaller D62 iron disc pad shape (Ferodo FCP4664 - DS3.12 / DS1.11) Massive increase in airflow, cooling capacity, and durability vs. OEM discs or even conventional curved vane discs 408mm x 34mm (16.06" x 1.34") , 84 Sinusoidal "wave" vanes, D62 radial depth Designed for: club racing, time trial, autocross, HPDE Works with OEM calipers, no modifications required Ultralight, fully floating, anodized billet aluminum hat with float control/anti-rattle clips We are introducing a new internal vane technology in our front 2-piece discs for the 992 GT3. It is called the Sinusoidal Vane, which AP sometimes refers to internally as the 'Wave' Vane for obvious reasons as you’ll see below. This tech is something that has helped AP Racing brake systems win championships in international GT racing, as well as multiple NASCAR Cup championships here in North America. As one of the most desirable track weapons on the planet, we wanted the 992 GT3 to be the first production car application for this technology in North America. Just as AP Racing's Radi-CAL calipers set a new benchmark for caliper stability, cooling, and durability, the Sinusoidal Vanes have done the same for iron racing discs. The concept for this disc design originated in NASCAR Cup. Up until the debut of the Next Gen car (for which AP/Essex are supplying the spec brake package), we were cramming our brake systems inside tiny 15” wheels. Trying to squeeze adequate brake thermal mass into a wheel that small is incredibly challenging, particularly when you have a 1,000 HP and 3,000 pounds mashing on them every few seconds from 200 mph…for hours on end! In a wheel that small, there isn’t anywhere for the heat to go, and the durability of every component is crucial. We were constantly looking for ways to provide the Cup teams with increased durability, stability, and cooling, and that’s what led AP to this technology. Benefits of the Wave Vane disc technology vs. traditional curved vanes: Increased thermal stability- Wild temperature swings are what causes discs to crack. When you stand on the brakes for an approaching corner, your disc temperatures skyrocket and the iron expands. As you travel down the subsequent straight, the discs are blasted with cooling air. The longer the straight and the higher the speed, the greater the temperature drop, and the further the iron contracts. This expansion and contraction cycle places a huge amount of stress on the iron and is what causes them to eventually crack. That’s why tracks with relatively slow corners at the end of high-speed straights, followed by another long straight, decimate brake discs (think Watkins Glen or Road America). In an ideal world, once you brought your discs up to race temps, you would keep them at a constant temperature for the entire session. The Sinusoidal Vane brings the discs closer to that goal by decreasing the difference between the maximum and minimum disc temperature by as much as 35%. That means a less dramatic temperature swing and greater crack resistance and durability. Reduced maximum disc temperatures by 10%+: Not only are temperature swings less intense with the Wave Vane, the maximum temperatures reached are substantially lower. For example, in one NASCAR test the Wave Vane discs showed a peak temp of 1328F and a minimum temp of 1085F (delta of 243F), while the traditional curved vanes maxed out at 1490F and a min of 1121F (delta of 369F). Not only was the difference between min and max more subdued, the max temperature reached by the Wave Vane disc was 162F lower! Increased cooling surface area- Each of the internal Wave Vanes has a larger cooling surface area vs. a traditional curved vane. Greater support for the disc face- A disc’s internal vane structure provides the support lattice behind the disc face. Having many internal vanes impacts airspeed and heat transfer through the disc, reduces air recirculation between vanes, and reduces deflection at the disc face. In practical terms, a disc with a high number of vanes is more thermally stable, maintains more even contact with the brake pads (which reduces uneven pad deposits/judder), and is less prone to distortion. In summary, the Wave Vane design provides even greater support for the disc face than AP’s standard curved vane designs. Reduced weight- The Wave Vane design provides a slight unsprung weight reduction vs. a similar disc with curved internal vanes. Bedding and preparation of AP Racing J Hook Disc Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs. Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk.  During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure. Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention.  Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph.  Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal. Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes. Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face. If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.  

Designed For The Top Levels Of Motorsports AP Radi-CAL R3 was developed for use in very-high-temperature racing conditions. Conforms to and exceeds FMVSS 116 DOT 4 and SAE J1703 and J1704. AP Racing Radi-CAL R3 Racing Brake Fluid is currently one of the most popular brake fluids at the highest levels of professional auto and motorcycle racing. It was specifically developed for coping with extraordinary temperatures, such as those encountered when running a carbon/carbon brake system. To ensure that the fluid stays fresh, AP brake fluids are furnished in 500 ml (16.9 oz) easy-pour plastic bottles with double-sealed caps. When switching your fluid to AP Racing Radi-CAL R3, we recommend purging all of the old fluid from the system. Three to four bottles of fluid are enough to completely replace existing brake fluid and still have enough left over for a bleed at the track to remove any remaining air bubbles. AP Racing Radi-CAL R3 Brake Fluid Details: Manufacturer: AP Racing Manufacturer part number: AP-CP5660 UPC: 48238040081 DOT Rating: DOT 4 Dry Boiling Point: 325º C (617º F) Wet Boiling Point: 195º C (383º F) Compatible with other DOT 4 fluids: Yes Bottle size: 16.9 fl oz (500ml)