Fordnatics List Archive

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Mail From: Craig Eid <(email redacted)>

How large are the rotors that team with the SVO/LSC calipers?


Craig
- --
Craig Eid

Manufacturing Development Engineer
Microwave Instruments Division, Hewlett Packard
e-mail address craige@sr

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Mail From: (email redacted) (Andre Molyneux)

On Aug 1, 10:14, Craig Eid wrote:
> Subject: SVO/LSC calipers
> How large are the rotors that team with the SVO/LSC calipers?
>
>-- End of excerpt from Craig Eid


The front SVO/LSC calipers work on 11" rotors, same as the 87-93
5.0L Mustangs have from the factory (of course the SVO and LSC
used 5 lugs).

- --
Andre

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Mail From: (email redacted) (Robert King)

> > Subject: SVO/LSC calipers
> > How large are the rotors that team with the SVO/LSC calipers?
> >
> >-- End of excerpt from Craig Eid
>
>
> The front SVO/LSC calipers work on 11" rotors, same as the 87-93
> 5.0L Mustangs have from the factory (of course the SVO and LSC
> used 5 lugs).

What are the advantages of the SVO/LSC calipers over the 87-93 stock
Mustang calipers? I'll be having the calipers off soon to replace the
brake lines, and this may be a good time for an upgrade. (I think I've
got a *slightly* warped rotor too.)

- -- Robert


+-----------------------------------------------------------------------+
| Robert A. King | |
| Systems Software Engineer | |
| Kodak Health Imaging Systems | "I drank WHAT?!?" -- Socrates |
| | |
| (email redacted) | |
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| The opinions expressed here arn't even mine, much less my employer's! |
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Mail From: (email redacted) (Scott Griffith, Sun Microsystems Lumpyware)

On Aug 1, Robert King wrote:

> What are the advantages of the SVO/LSC calipers over the 87-93 stock
> Mustang calipers? I'll be having the calipers off soon to replace the
> brake lines, and this may be a good time for an upgrade. (I think I've
> got a *slightly* warped rotor too.)

Andre already answered this (over on the Mustangs list, anyway), but
I'll repeat what he said and elaborate a bit. The biggest advantage is
that the larger piston supports the driven pad much better. In track
use, when the pads get heated up near 1300-1400degF, the smaller
piston in the stock caliper allows the pad to bend away and literally
lose contact with the rotor, except in the narrow annular ring that
the piston directly bears on. In the worst case, the piston can
actually be forced right through the backing plate, just like a cookie
cutter through raw dough. Literally. I have a great example of just
such a failure, and I suppose that I should shoot a picture, scan it,
and make it available here...

That isn't gonna happen on the way to the 7-11 for more soda, though.
That is the system's response to _extreme_ overuse.

The second advantage is the reduction in tapered wear, also due to the
better support provided by the larger piston. However, it won't go
away. Nothing will correct the inherent taper-wear that is a result of
the slave (outer) pad bearing against flexible abutments, the caliper
mount pins. These take one hell of a beating, and should be replaced
regularly for a car that sees major braking loads.

The last advantage to the larger-bore caliper is a second order
effect. The larger piston area generates usable clamping force with a
much lower pressure in the hydraulic lines. This allows the system to
have a slightly firmer feel, as the effects of "swell" or "stretch" in
the lines is minimized.

The brakes are a system. The 1.125" bore SVO/LSC master cylinder is
the proper mate for those calipers, so you should consider changing
over to that as mandatory as well. These calipers and MC are a great
upgrade for the trackie or anyone who exceeds the capabilities of
their stock brakes on a regular basis.

-skod

- --
Scott Griffith, Sun Microsystems Lumpyware
expatriate SCCA New England Region Flagging/Communications worker
(and driver, of anything that turns both right and left,
and can pass tech...) Return Path : (email redacted)