TTSPORT Drift Big Brake Kit: DR6 Front, DR4+2 Rear Calipers
Drifting looks like pure speed and chaos, but the real skill is controlling a car that's already broken loose. TTSPORT built its drift brake system around that exact problem: instant rear lockup, tunable release, and enough thermal capacity to survive lap after lap of tire-smoking abuse.
A normal street brake setup can't handle drift-specific demands. Drifting isn't cornering — it's forcing the rear tires to break traction on purpose, then managing that slide with a precise mix of brake and throttle input. That takes hardware built specifically for the job, not a repurposed street kit.
Why Drift Racing Needs a Purpose-Built Brake System
Three things separate a drift-capable brake system from a street one:
- Instant lockup force: the rear wheels need to lock hard and immediately to break the car's stability and kick off the slide.
- Controllable release: front/rear brake bias, and the split between the foot brake and handbrake circuits, has to be dialed in precisely — otherwise the car spins instead of drifting.
- Heat endurance: repeated lockups and sustained tire smoke push brake temps well past what a street pad and rotor can survive without fading.
A stock brake setup simply isn't built for that punishment. Drift drivers need gear designed around the drift itself.
TTSPORT's Drift Layout: DR6 Front + DR4+2 Rear
TTSPORT's drift package runs a deliberately different setup front to rear, letting the driver command the car at any slide angle.
Front — DR6 six-piston caliper: delivers strong, linear stopping power to settle the nose before turn-in. The caliper's high-rigidity body keeps output consistent under load, so there's no unwanted brake dive or nose-diving instability mid-corner.
Rear — DR4+2 dual-circuit six-piston caliper: the independent dual hydraulic circuit lets the foot brake and handbrake work without interfering with each other, while still cooperating when needed. The handbrake circuit locks the rear wheels instantly to break traction, and the foot brake circuit stays fully modulated so the driver can fine-tune the drift angle instead of spinning out.
Put together, this setup lets a driver commit to a slide and pull it back just as easily.
Proven on Track: 1,200-HP Convertt C7 and 590-HP Lexus LC500
TTSPORT's drift calipers have been run on two very different cars, each pushing the system in its own way.
Convertt C7 drift car output — enough to overwhelm a stock brake system on nearly every launch.
Lexus LC500 drift build — a heavier GT platform tuned for competitive drift angles.
Front six-piston and rear dual-circuit six-piston caliper layout used on both cars.
On the Convertt C7, every hard throttle input hits the tires like a shockwave — a normal brake setup would fade almost immediately under that kind of power. TTSPORT's drift-tuned calipers hold their bite through repeated hard lockups, letting the driver pull off clean, high-angle drift lines instead of losing the car.
The Lexus LC500 is a different animal — 590-plus horsepower wrapped in a heavier, luxury-GT chassis. With the TTSPORT drift brakes doing the work, the LC500 sheds that "big car" hesitation and lays down sharp, controlled drift angles on track.
Drifting Is Speed, But It's Really Control
TTSPORT has spent more than 20 years focused on braking hardware, working from one principle: performance is the goal, safety is the floor, and race-proven technology should make it to the street. Building a drift brake system isn't as simple as making the rear wheels lock up — it's about fusing clamping force, response speed, and hydraulic circuit design so the car stays controllable at the exact moment it looks the most out of control.
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