The expression refers to two separate processes, both of which are carried out on both Baer´s EradiSpeed™ and DecelaRotor™ lines. The first procedure involves drilling rows of holes through the friction surfaces of the rotor, the second refers to milling a series of shallow grooves from the center of the disc towards the edge. In combination, the processes are aimed at making the disc better ventilating and more effective. In addition this gives the rotor a more aggressive and purposeful cosmetic appearance, particularly with today´s open-patterned alloy wheels.

In years past, cross-drilling and/or slotting the rotor for racing purposes was beneficial by providing a way to expel the gasses created when the bonding agents employed to manufacture the pads began to break down at extreme temperatures. This condition is often referred to as "green pad fade" or "outgassing". When it does occur, the driver still has a good firm brake pedal, but simply little or no friction. Since this normally happens only at temperatures witnessed in racing, this can be very exciting! However, with today´s race pad technology, “outgassing” is no longer much of a concern. When shopping for races pads, or even ultra high performance road pads, look for the phrases, "dynamic surface treatment", "race ready", and/or, "pre-burnished". When these or similar statements are made by the pad manufacturer, the pad in question will likely have little or no problem with “outgassing”. Ironically more pedestrian pads used on most streetcars will still exhibit “outgassing”, but only when used at temperatures normally only encountered on the racetrack. Although cross-drilling and/or slotting will provide a welcome path to expend any gasses when and if they develop, it is primarily a visual enhancement behind today’s often wide-open wheel designs. Cross-drilling offers the greatest gas relief pathway, but creates potential "stress risers" from which cracks can occur. Baer´s rotors are cast with cross-drilling in mind, from the material specified, to curved vanes, behind which the holes are placed to minimize potential crack migration. Slotted surfaces are what Baer recommends for track only use. Slotted only rotors are offered as an option for any of Baer’s offerings.

Slotting increases the bite of the pads and helps the car to decelerate more rapidly. The process doesn’t involve removing as much metal as cross-drilling, so it doesn’t result in as great a weight saving. Slotting is however, still effective in combating the problem known as "outgassing". This occurs when, at very high braking temperatures, the bonding agents used in some brake pads produce a gas. Under extreme conditions, this gas can create a pneumatic cushion between pad and rotor, giving a driver a normal pedal feel but reducing the amount of friction being generated. The slots pump away this gas and restore full contact. The "micro-shaving" effect of the slots also serves to de-glaze the pads (this is why the edges of the slots on EradiSpeed™ rotors are not chamfered or "radiused"). It also tends to even out the wear across the brake pad faces, increasing the effective contact area. This can extend rotor life.

There are two main reasons for choosing a 2-Piece rotor over a standard 1-Piece. The first is weight savings. The center aluminum hat of a 2-Piece rotor reduces the overall weight by an average of 3 pounds versus a 1-Piece cast iron rotor. Many people also prefer 2-Piece rotors for cosmetic reasons. The black aluminum bolted to the rotor rings gives the brakes an aggressive, race look. It’s as simple as that.

Everything required for your application with the exception of fluids. Typical components included are rotors, pads, calipers, braided hoses (except were otherwise noted), hardware, and detailed instructions. Depending on your application, additional components may be included, such as hub units, spindles, park brake cables, brackets, master cylinders and computer bent hard lines.

Fixed calipers have "opposing", both inner and outer pistons. Floating calipers have pistons on just the inside and rely on movement or "float" to apply pressure to the outside of the rotor. Floating calipers are significantly more forgiving to "mass-production tolerances", package within wheel constraints more easily, and are employed on virtually all mass produced automobiles built today. Conversely, fixed calipers are almost exclusively employed in racing.

As the name implies, the "PGC" or Pad Guided Caliper cleverly employs an iron anchor that acts as a "saddle" which bolts directly to the spindle and surrounds the rotor on both sides. This anchor in turn is machined to locate the pads so that they are always parallel to the rotor surface. The pads have button retainers which press into two voids on the outside of the caliper body and into the piston cavities on the inside. The aluminum caliper body and piston is held in place by the pad, which is located by the anchor, a through pin fixed with an "E" clip is used to keep everything in place and is all that needs to be removed to change pads. This PGC style is found on C4 Corvettes made from 1988 thru 1996, all Cobra Mustangs made since 1994, as well as models from both Aston Martin, Holden Motorcars, and others. Because of these applications, virtually every performance minded pad manufacturer on the planet offers pads for the PGC. Baer employs PGC units in its SERIOUS-STREET, SPORT, A-SEDAN, and TRACK model brake systems. Most current production vehicles employ a caliper, which can loosely be described as a "Pin Drive" (we often refer to them as "Pin-Bind") calipers. The variety of these devices is as many as there are models of cars, as is the variance in quality and performance. Baer employs only PBR Pin Drive Calipers (PDC) in their Baer Claw® GRAND-TOURING and GRAND-TOURING-PLUS systems. The PDC built by PBR is no ordinary pin drive unit. It features not only an aluminum body and piston, which because of proprietary technology, is stiffer than virtually any similar iron units, but also has a closer tolerance between pins and body. This ensures a very low deflection rate, much more typical of opposed piston calipers. The PDC design also allows a significant increase in pad volume, a limitation of the earlier PGC configuration. This has allowed Baer to employ the PDC on several applications, which demand an even more robust caliper, but are still not candidates for a fixed caliper, either because of packaging or financial considerations. How do I know when to use a two, four or six piston calipers? The main difference is how the caliper actuates the pad. As you increase the number of pistons, better pedal feel and modulation can be achieved when compared with conventional OE Calipers. Also, with the 2 and 6 piston calipers, you can typically run a larger pad than OE, which will help enhance and improve your stopping power. Please inquire with our sales department to see which calipers we offer for your application, Tech-Sales 602 233-1411, or contact us online.

The "Firepath" of the pad is considered the area on the rotor in which the pad travels.

Baer rotors are either directionally-ventilated and/or directionally-drilled and slotted. (As Pictured) (INSERT IMAGE HERE) Proper installation is required to maintain proper airflow for cooling of the rotor. Failure to install the rotor in the proper direction will cause an overheat condition and premature failure. This error is easily determined when rotors are returned to Baer for visual warranty inspection. If you should have further question or concerns, please contact us online, or by phone at 602-233-1411.

A small 3.5" x 2" laminated card which shows "Baer Claw® Brake System - Pad Service Info" on one side and "Baer Facts of High Performance Handling" on the other, is included within the bag that contains the installation instructions for any Baer Claw® brake system. The card shows the "Type of Baer System", the "FMSI Number" (this is a standardized number by which any brake pad manufacturer can cross reference the pad in question). The following is a reprint of this info: Brake System FMSI Number Common OE Applications SERIOUS-STREET (front) 7300-D412 88-96 Corvette, 94-up Cobra SPORT (front) 7300-D412 88-96 Corvette, 94-up Cobra A-SEDAN (front) 7300-D412 88-96 Corvette, 94-up Cobra TRACK (front) 7300-D412 88-96 Corvette, 94-up Cobra GRAND-TOURING (front) 7599-D731 97-up Corvette GT-PLUS (front) 7599-D731 97-up Corvette ROD & DRAG (rear) 7689-D413 88-96 Corvette, 89-97 Camaro TOURING (rear) 7689-D413 88-96 Corvette, 89-97 Camaro TOURING-PLUS (rear) 7689-D413 88-96 Corvette, 89-97 Camaro This reference is a great item to keep in your glove box. If you would like to have a couple extra cards, mail a self addressed stamped envelope to Baer PAD/HANDLING Card, at 3108 West Thomas Road, Suite 1201, Phoenix, Arizona 85017-5306.

We always recommend downloading our wheel templates to ensure our brake systems will properly fit. Even if you have a stock wheel it is always recommended to check the wheel with a template. If you cannot access the templates from there, or if you are having trouble downloading, please contact us online, or by phone at 602 233-1411, and we can mail your template right away. Sorry, we do not fax templates due to changes in critical dimensions. NOTE: Even when downloading a template off the web, please ALWAYS check the scale on the template document against a ruler to ensure that your template has been printed to the proper scale.

Yes. The "Rotor Seasoning" and "Pad Bedding" processes are very integral to the longevity of your new brake system. Depending on how your vehicle is going to be used, there are differing processes that are utilized for the seasoning and bedding. Please click on the link below which best describes how you are going to be using your vehicle, and follow the step by step seasoning or bedding processes to ensure proper system longevity.
Please consult our How-To Guides for more information.

Although there is actually no performance function related to the location or "clocking" of the caliper on the rotor, it is always necessary to install the caliper so that the bleeder valve on the caliper is facing upwards. All Baer systems are configured in this fashion, the only place you will find this any different is if the installer has made an error. This is critical to ensure that all the air escapes out of the caliper as you bleed your brake system. Failure to install the caliper this way may result in a soft or non-existent pedal from tiny air bubbles trapped within the caliper.

Yes. However, in most cases a vacuum power booster is desirable for streetcars. If you are going to run without a booster, make sure that you have the proper pedal assembly, as well as the proper hardened steel push rod. Baer also recommends you consider upgrading the friction material to a more aggressive compound to help reduce the effort you must exert to actuate the brakes manually.

Absolutely! Any Baer Brake System can be powder-coated to the color of your choice or polished to a brilliant mirror finish. For systems with 1-Piece (hat integral) rotors you can also upgrade to slotted and zinc washed, or crossdrilled, slotted, and zinc washed surfaces. 1-Piece rotors can in most cases also be upgraded to 2-Piece rotors with standard black anodized aluminum hat sections (with the same range of rotor surface choices). In addition, on 2-Piece rotors, you can have the hat polished, anodized in a multitude of different colors, or even have it polished and then anodized! All of these options are available when purchasing systems from our SELECT product range. Please contact our Sales Department at 602-233-1411 or contact us online for pricing and availability of these options for your application.

Not necessarily, however, in order to create a high-performance disc suitable for the widest range of applications, we have incorporated these features into the standard EradiSpeed™ product line.

DEFINITELY NOT! Cross-drilled or slotted rotors do produce a strong visual appeal behind a modern open wheel, and they do have a performance edge when pad outgassing occurs. Outgassing occurs at extreme temperatures when the bonding agents that hold the pad material together break down into a gas form. This gas creates a pneumatic barrier between the rotor and the pad, reducing friction. Cross-drilling or slotting creates a path for the outgassing that occurs during extreme braking conditions. However, these conditions can virtually never be reached on the street! Short of a complete system, performance brake pads, a proper Teflon lined braided stainless steel hose set and quality brake fluids are the only direct replacement upgrades that can be combined to deliver measurable stopping improvements in the context of direct replacement components on the OE brake system.

We certainly do. By popular demand we are reintroducing our SCCA spec A-SEDAN application for Camaro and Mustang racers. We also have extensive experience in system configuration for World Challenge and Trans-Am, as well as many other race series. Baer can customize a system based on your needs and rules limitations. Please inquire with your salesman for the options that are available for your racecar. Technical Sales, 602 233-1411, or contact us online.

Most Baer Claw® brake systems require very specific and unique brake cables. All systems except where otherwise noted or those specifically listed in Baer´s catalogs as "GENERAL FIT" will include the park cables specific to the stated application.

Absolutely. ABS is a tremendous benefit for obtaining shorter stopping distances and maintaining control of the vehicle during panic stops. For this reason, Baer makes allowances for ABS sensors whenever necessary.