Wilwood 160-12041 Super Alloy 32 Vane Vented Scalloped Rotor, 11.75 In
Dirt Late Model, Modified, Scalloped Rotor Shape, 11.75 Inch Rotor Diameter, Vented Rotor Type
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These new Super Alloy rotors are designed specifically for Dirt Late Model and Modified racing. Wilwood’s proprietary Super Alloy material provides the lowest rotating and un-sprung weight, without degradation, shrinkage and warping like comparable Iron & Steel lightweight rotors. Super Alloy rotors provide a durable lightweight option in applications where sustained temperatures remain in the low to moderate range, and high heat spikes are only observed on an intermittent basis. The special alloy and proprietary manufacturing processes give these rotors high resistance to thermal distortion with excellent friction and wear characteristics against the pads.
- Scallop configuration provides greatest weight reduction on a vented straight vane iron rotor
- Scallop machining removes as much as three pounds, or nearly 33% of the rotor mass
- Vented castings provide increased cooling capacity over machined steel plate rotors
- Width: 1.25 Inches
- Diameter: 11.75 Inches
- 5.44 Pounds
- Material: Stainless
- Count: 32 Vane
- Type: Alloy Scalloped
- Style: Drilled
- Surface Finish: Plain
- Rotor Bolt Circle: 8 x 7.00"
- Rotor Mount Hole Size: .326"
- Lug ID/Registration: 6.38"
- Far Side Inside Diameter: 8.19"
- Suitable for Light Dirt Racing applications. Scalloped Rotors are unsafe for street use.
- Recommended Brake Pads: Polymatrix H and CM(Sintered Metallic) Compounds
- For brake tuning considerations: Polymatrix H has more aggressive friction than CM
Proper Break-In Procedure for Steel or Cast Iron Rotors
New steel/iron rotors should be bedded in before being used in racing conditions. Proper bedding will prepare the rotor surface, prolong the rotor's life, and make it more resistant to thermal checking or cracking under severe braking conditions. The following procedures should be performed when bedding in both steel and cast iron rotors. It is best to bed in a new rotor using a used set of pads, preferably ones which will not create heat rapidly. Generating heat too rapidly will thermal shock the rotors. Likewise, when bedding in a new set of brake pads it is best to perform the process on a used rotor. This new/used bedding process permits controlled bedding of each individual component.
Make sure rotor surfaces are free from oils, grease, and brake fluid. Run vehicle up to a moderate speed and make several medium deceleration stops to heat up the rotor slowly. This will help reduce the chance of thermal shock caused by uneven heating of the rotor. Pull into the pits and allow the rotor to cool to ambient air temperature. Care should be taken not to ride the brakes into the pits as this may hot spot the rotor causing premature wear to the surface or structural damage.
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Q & A
We get a lot of questions about brake kits so Tim gives a brief overview of disc brake setups.
If you're changing your brake pads before you hit your first race, it's important to burnish or bed-in your new pads. Check out our quick tech-tip on bedding brakes and how to minimize pad wear and get the best performance out of your brakes.
After getting the control arms and drop spindles installed last time, we are dying to see what it looks like on the ground. Today we are working with the Speedway Deluxe Disc Brake Kit. Josh and Joe are on a roll!
Tim talks about the options we have for early Ford drum brakes.