Brake Disc Rotor

Model Number

XR Tuning

KGC-XR Series - Hardware

Anatomical drawing of the high-performance brake disc rotor

-Special Note : When the torque/lock loosens or has to be removed, a qualified vehicle brake technician should change the braking device torques/locks when changing the rotor. Newly changed torque/lock(braking device) nuts can be purchased seperately with the new KGC XR Series disc rotor.

Please select the color that is suitable for the exterior of your car

Special Product Features

	KGC-XR series The innovative KGC-XR ventilation design has a stronger cooling function that enables it to perform 20% better than normal solid disc rotors. The accurately-located 48 pillars in the KGC-XR system features twister-shaped rotation. The pillar shape provides stronger power and larger surface areas. This increases the heat dissipation and, helps the device return to its optimal operating temperature by providing the next application of the brake.
	SILVER-RS series The KGC-XR design is applicable for the SILVER series rotor and the XR series rotor. This is an advanced cross-drilled and slotted pattern providing improved braking performance for street use only.
	SILVER-TS series SILVER-TS series slotted disc is a heavy-duty performance disc rotor that incorporates the slotted design. This design maintains maximal friction as it effectively removes gas, dust and scraps and maintains cleaner disc surfaces for better brake performance. The slotted hole design increases the heat dissipation and, helps the device return to its optimal operating temperature by providing the next application of the brake.

Technical Advice

There are many factors that directly affect the life of the disc rotor and the safety of drivers when using a high-performance vehicles on race track. The major consideration factors are listed below.

1.Correct initial operation of rotors.
Generally, experienced drivers use their track rotor with a standard pad on regular roads for one or two weeks before they use a certain track rotor. Driving under normal traffic conditions for 200~300 kms is more effective and is one of the ways to prevent early weakening of the disc rotor materials.

If you cannot utilize this method or if you prefer to use the accelerator and the brake repeatedly, please warm up your brake first. Drive for at least 1~2 kms with long and light braking. Braking at high speed with a cold rotor subjects the brake to heat shock and weakens it easily.

2.Pad selection
A general, standard pad is not suitable for track application. The temperature of the center of a rotor that is ideal for a track should generally be 450-600°C range. Moreover, since the surface temperature goes up to 800°C within 5 seconds and over time, the selection of the pad is really important.
The performance of the general pad generally declines performance at 300-350°C (580-660°F), and causes the brake pad fading phenomenon and grazing on the surface of the rotor. The grade of the structure of the pad is also degraded.

Maximum brake pad C.W.T(C.W.T=Continuous Working Temperature)

3.Warm Up & Cool Down
To reduce thermal shock from sudden high-speed braking, the disc rotors should be preheated before track sprint racing.
From the time when the pedal is applied to the time when it is released, the difference in the rotor temperature is directly proportional to the weakening of the materials.
This also applies after track racing, for cooling down, during which it is recommended that the speed be reduced by lightly peddling the brake to slowly drop the temperature in the center of the rotor. If this is impossible, take a short drive off the track for a few minutes.
If you are planning to use the rotor again, do not stop the car immediately after existing the track with hot brakes.
-NOTE : As the rotor would be hot after track racing, applying the hand brake in this condition may cause distort the rear discs as they cool down.

4.Rotor examination after track racing
All the disc rotors should be inspected after track racing. This includes the heat check (surface defect) after removing the rotor from the vehicle, and the inspection of serious defects from the fatigue on the pad surfaces.
If a suspected defect is found, rub it with a light grade emery paper(e.g.. 240 grits or higher), to check it is a crack or not leaching or etching from the pad material.
The pad etching may look similar a light defect, but this will disappear if you smoothly rub it with emery paper. If it is confirmed as a defect, discard the rotor.

One recommended method is to hold two sets of rotors, one for track use and one for street use. Changing to your street use rotors after track racing requires a rotor inspection. Also, your rotors for normal street rotors can become your next track rotors with the advantage of being bedded(upon initial operation) in gradually.
If initial two sets are purchased, only one set a time needs to be replaced.

5.Rotor Temperature
Analyzing the rotor temperature is one way of strengthening your driving technique. To maintain optimal disc rotor life, the temperature of the center of the rotor should not exceed 630°C (1,160°F).
If it exceeds this limit, you have to consider the grade of your pad and the driving technique. Compare the time and distance when the brake is applied at a corner with other drivers.
An additional 1 or 2 seconds can make a considerable difference in the rotor temperature and the life of the product.

Safe brake fluid operating temperature