[JRitt]

Originally Posted by gmookher

I have a similar question for JRitt, as you have done above with Stoptech cost vs Sprint costs, can you kindly do the same for costs between the SPRINT AND ENDURANCE systems over 3 seasons?

oh yeah...So as an update to this thread, I am waiting to get my car back from Vortech to better determine what my final power level will be, as a tester, I know we are tweaking a bit past the base kit specs, but I really dont know yet how much...that may help determine between the two contenders for me at this point are both Essex kits, since salted winter driving is not on this cars menu.

I'm very tempted to think the Sprint will be all I will need, tho the extra surface area and pad volume of the endurance kit seem attractive as "done with it" solution. I kinda need to better understand the NVH differences between the two. I may make the effort to go drive an ENDURANCE system equipped car before making my final answer, as that is really the direction I am leaning at this point. Even tho it costs more, on this item, cost is a secondary consideration, these are BRAKES.

I will let you know once I bust out my credit card and place the order, rest assured. Its definitely looking like Essex, again, as if their advice on the ds2500s were anything but spot on for those retaining the OE calipers. (With the cryo rotors, my setup to date is solid till I manage to fry my seals at a hpde, which I rather not, hence this thread)

The cost difference between our Sprint and Endurance Systems mainly boils down to disc price.

1. The Endurance system uses the larger AP Racing disc, 325x32mm vs. 299x32mm. The cost difference on those is $249 vs. $165, so $84 per disc, or $168 per pair of discs. So two spare sets of discs for the endurance kit would be $996, vs. $660 for the Sprint (difference= $336). Again, the larger discs of the Endurance System may last a little longer. It's tough to say though, because there are so many variables involved.
2. Pads will also arguably last a little longer with the Endurance system because A) You're running the larger AP disc B) You have the option to run ducting. Nailing down the wear rate difference on these is extremely difficult though. I wouldn't venture to put a number to it since there are so many factors involved. In other words, I can't say that in the same period of time under the same conditions, you'd only go through 4 sets of pads with the Endurance setup instead of 5 with the Sprint System.

As for NVH, the only difference between the Sprint and Endurance setups is the disc hat mounting. The Endurance System is full floating, while the Sprint is fixed. The fixed discs won't rattle, whereas you will likely have some low speed rattling with the Endurance. I believe I mentioned in another post however, that the rattling on the Endurance kit can be easily removed. One of my customers took a standard set of Brembo anti-rattle clips and modified them for use on our Endurance discs. The modifications he did were simple and could be performed at home with a drill, and a file, dremel, or grinding wheel. He put one anti-rattle clip on every other attachment point (5 spring clips per disc). It took him about an hour to do the modification and install. He said the rattle was completely gone.

As for other NVH...the J Hook discs will likely cause slightly more whirring or scraping noises vs. a straight slot disc. We see this commonly on the Nissan GT-R. That said, most of those customers aren't bothered by it, and choose the J Hooks for the other benefits.
From our site:

When you cut a slot or drill a hole in a disc you impact heat transfer. The area around the slot or hole acts as a cool spot when the disc heats up, which is not ideal. Ideally, heat is distributed uniformly around the disc so it can be hit with the cooling air that is pumping through the disc, radiate outwards away from the disc, etc. Cool spots create stress risers and increase the likelihood of the disc cracking. They also cause the face of the disc to distort unevenly, leading to uneven pad deposits, vibration, and judder.

During exhaustive R&D testing, AP's J Hook design was found to create a constant pathway of evenly distorted material on the face of the disc. The hooks are spaced out as evenly as possible both around the circumference of the disc, as well as from the inside edge (where the hat attaches) to outer edge, with a slight overlap to promote even heat distribution/distortion. In addition to reducing cracking, the even heating of the disc also helps provide an even transfer layer of pad material on the disc when you bed them in.

Additionally, the J Hook slot pattern produces a greater number of leading edges for the pads to bite into vs. a traditional curved slot pattern. While this may lead to slightly more whirring or scraping noises from the discs when applying the brakes, the benefits of more even heat distribution, less propensity to crack, cleaner pad material transfer during bed-in, and more bite far outweigh the slight increase in NVH for the serious enthusiast.