Is this a direct OEM replacement?

Yes. These rotors use an OEM-style mounting layout and are intended as a direct-fit upgrade over a stock or economy replacement rotor. Confirm exact size and fitment for your vehicle before ordering.

What advantage does high-carbon cast iron offer over standard rotors?

The high-carbon formulation improves thermal stability and internal damping. That helps reduce pedal pulsation from heat distortion and lowers the chance of brake squeal versus a basic gray-iron rotor.

Why is the rotor coated gold?

It's a Dacromet anti-corrosion coating that protects the rotor during shipping, storage, and installation. The coating on the pad contact area wears off naturally during the first few stops; the coating on hats, vanes, and edges remains for long-term rust protection.

Are these track rotors?

No. They are designed for street and daily driving as an OEM upgrade. For aggressive track use, a dedicated slotted or two-piece performance rotor is more appropriate.

We strongly recommend installing fresh pads with new rotors and following a proper bed-in procedure to establish an even pad transfer layer.

Disques de frein OEM améliorés en Dacromet à haute teneur en carbone

Détails du produit
Guide d'entretien

Disques de frein · Style OEM - Montage direct · Usage urbain et quotidien

Disques de frein en fonte à haute teneur en carbone, amélioration OEM

Les disques en fonte à haute teneur en carbone TTSPORT sont une alternative plus résistante et thermiquement stable aux disques d'origine usés — sans modifier la configuration de montage d'origine. Conçus pour les conducteurs quotidiens recherchant un meilleur amorçage, un freinage plus silencieux et une meilleure résistance à la déformation thermique que les disques économiques.

Pourquoi passer d’un remplacement OE basique à une amélioration

Construction en fonte à haute teneur en carbone

Les faces de friction restent plus stables dimensionnellement à mesure que la température de freinage augmente, réduisant la pulsation du pédalier liée à la déformation thermique.

Construction monobloc

Favorise une sensation de pédale constante et une réponse prévisible lors de freinages répétés.

Surface de friction rainurée, usinée avec précision

Favorise un transfert uniforme du plaquette lors de la rodage pour un amorçage plus propre et un fonctionnement plus silencieux.

Revêtement Dacromet doré

Protège les surfaces non-friction lors de l'expédition, du stockage et de l'installation ; le revêtement sur le chemin de la plaquette s'usera naturellement lors des premiers freinages.

Montage de style OEM

Remplacement à montage direct qui conserve la configuration d'origine de votre étrier et de votre support.

Gestion de la chaleur & NVH

La formulation en fonte à haute teneur en carbone augmente l'amortissement par rapport à la fonte grise standard, aidant à réduire le sifflement des freins et le bruit à haute fréquence. Associé à une finition usinée de précision, le disque favorise un cycle d'amorçage plus fluide et un comportement plus cohérent de la surface de friction lors de freinages urbains répétés.

Caractéristiques

Rotor de frein
Série	Série de disques de remplacement à montage direct amélioré OEM
Matériau du disque	Fonte à haute teneur en carbone
Construction	Monobloc
Surface de friction	Rainurée, usinée avec précision
Revêtement	Revêtement anticorrosion Dacromet doré
STYLE	Montage de style OEM / ajustement direct
Utilisation prévue	Usage urbain et conduite quotidienne

Le diamètre, l'épaisseur, le motif de fixation et la position sur l'essieu varient selon l'application. Vérifiez la compatibilité avec notre équipe avant la commande.

Cette fiche produit décrit uniquement les disques de frein de remplacement. Les étriers, plaquettes, flexibles de frein, supports, chapeaux de disque et fixations ne sont pas inclus sauf indication contraire dans la commande finale.

Installation & Amorcage

Installez avec du matériel propre et serrez selon les spécifications du constructeur du véhicule.
Le revêtement Dacromet sur les surfaces de friction s'usera lors des premiers freinages — cela est normal.
Effectuez une procédure d'amorçage correcte en effectuant une série de freinages modérés puis plus fermes avec des périodes de refroidissement pour déposer une couche de transfert uniforme sur la plaquette.
Évitez les freinages brusques et prolongés jusqu'à ce que les disques et les plaquettes soient complètement rodés.

Questions fréquemment posées

S'agit-il d'un remplacement OEM direct ?

Oui. Ces disques utilisent une configuration de montage de style OEM et sont conçus comme une mise à niveau directe par rapport à un disque d'origine ou économique. Vérifiez la taille exacte et la compatibilité avec votre véhicule avant de commander.

Quels avantages la fonte à haute teneur en carbone offre-t-elle par rapport aux disques standard ?

La formulation en fer au carbone élevé améliore la stabilité thermique et l'amortissement interne. Cela aide à réduire la pulsation du pédalier due à la déformation thermique et diminue la probabilité de sifflement des freins par rapport à un disque en fer gris basique.

Pourquoi le rotor est-il revêtu en or ?

C'est un revêtement Dacromet anticorrosion qui protège le rotor pendant l'expédition, le stockage et l'installation. Le revêtement sur la zone de contact de la plaquette s'use naturellement lors des premiers freinages ; le revêtement sur les jupes, les ailettes et les bords reste pour une protection contre la rouille à long terme.

S'agit-il de disques pour circuit ?

Non. Ils sont conçus pour une utilisation routière et quotidienne en tant que mise à niveau OEM. Pour une utilisation agressive sur circuit, un disque performance rainuré ou à deux pièces est plus approprié.

Ai-je besoin de nouvelles plaquettes ?

Nous recommandons fortement d'installer des plaquettes neuves avec de nouveaux disques et de suivre une procédure de rodage appropriée pour établir une couche de transfert uniforme.

Besoin d’aide pour confirmer l’adaptation ?

Envoyez le modèle, l'année, la finition, la position sur l'essieu, le diamètre du disque, l'épaisseur du disque et le motif de fixation de votre véhicule. TTSPORT vous aidera à confirmer la référence correcte avant la commande.

Contactez-nous

Brake Rotors · Fitment · Installation · Bedding · Care Guide

Brake Rotor Care Guide

Brake rotors are not just round discs that bolt behind the wheel. Rotor diameter, thickness, offset, vane direction, surface pattern, material, coating, hat design, pad compound, and driving use all affect fitment and performance.

This guide explains how to choose, install, bed in, inspect, and care for TTSPORT brake rotors so the rotor and pad system works as intended.

1. Before Ordering: Confirm the Rotor Specification

Do not order rotors by appearance or diameter alone. Two rotors can look similar but use different offsets, hub registers, vane directions, bolt patterns, thicknesses, or hat designs.

Vehicle year, make, model, trim, market version, and chassis code if available
Front or rear axle position
Current rotor diameter, thickness, center bore, and bolt pattern if known
Current caliper model and brake pad shape if known
Wheel diameter, wheel offset, and spoke / barrel clearance if rotor size changes
Rotor construction: one-piece, two-piece, floating, fixed, iron, steel, or carbon ceramic
Driving use: daily street, mountain road, towing, HPDE, rally, track, drift, or competition

Brake rotors are application-specific. A wrong rotor offset or thickness can misalign the caliper, create pad overhang, cause vibration, or prevent wheel clearance.

2. Choose the Rotor Type by Use Case

The best rotor is the one matched to the vehicle and driving use. Surface pattern alone does not make a rotor better.

Plain / Smooth Rotors

Best for quiet daily use, low NVH, and smooth pad wear. A good choice for commuting and OE-style replacement.

Slotted Rotors

Designed to keep the pad interface active and help clear dust, gas, and water film. Expect more pad wear than a smooth street rotor.

Drilled Rotors

Often chosen for appearance and wet-weather surface clearing. For hard track use, confirm the rotor design is approved for sustained heat.

Two-Piece Rotors

Use a separate friction ring and rotor hat to reduce weight and allow ring replacement when the hat remains within service limits.

High-Carbon Iron Rotors

Used for better thermal stability and damping compared with basic gray-iron replacement rotors.

Carbon Ceramic Rotors

Require compatible pads, correct bedding, and strict fitment confirmation. Do not treat CCB rotors like standard iron rotors.

3. Before Installation: Inspect and Prepare

Rotor installation quality directly affects pedal feel, vibration, pad wear, and service life. A premium rotor installed on a dirty hub can still develop brake judder.

Inspect the new rotor for shipping damage, coating damage, cracks, burrs, or incorrect machining.
Confirm rotor diameter, thickness, center bore, bolt pattern, offset, and left / right orientation where applicable.
Clean the wheel hub mounting face until it is flat and free of rust, scale, dirt, paint buildup, and debris.
Clean the rotor mounting face and friction surfaces with brake cleaner where required.
Confirm wheel bearing condition and hub runout if vibration existed before the rotor replacement.
Use fresh or correctly prepared brake pads when installing new rotors.
Confirm caliper bracket, pad hardware, guide pins, pistons, and brake hoses are in safe working condition.

Safety: Do not install a rotor if the hub face is dirty, the rotor does not sit flat, the direction is unclear, or the caliper does not center correctly over the disc.

4. Installation Checks

Hub Face

The hub must be clean and flat. Rust or debris between the hub and rotor can create lateral runout and brake vibration.

Rotor Direction

Confirm left / right orientation if the rotor uses directional vanes, directional slots, directional drilling, or asymmetric cooling design.

Runout

Measure rotor runout if possible, especially on performance applications or vehicles with previous vibration complaints.

Pad Contact

Check that the pad sweeps correctly across the friction face and does not overhang the rotor edge or hat area.

Wheel Clearance

Confirm wheel spoke and barrel clearance after the rotor and caliper are installed. Rotor size changes can affect final caliper position.

Hardware

Torque wheel nuts, caliper bolts, bracket bolts, and two-piece rotor hardware to the required specification. Do not guess torque values.

5. Extra Checks for Two-Piece Rotors

Two-piece rotors need additional inspection because the friction ring, hat, and mounting hardware work together as a serviceable assembly.

Confirm friction ring diameter, thickness, vane direction, and bolt pattern before assembly.
Inspect rotor hats for cracks, fretting, corrosion, worn bolt holes, or damaged hub registers.
Use the correct bolts, nuts, washers, bobbins, or floating hardware specified for the rotor assembly.
Torque hat hardware in the required sequence and use the specified locking method.
Do not mix old and new hardware unless TTSPORT specifically allows it for that rotor design.
After the first heat cycle, inspect hardware security and ring-to-hat condition where required.

A two-piece rotor is not automatically floating. Floating behavior depends on the hat, friction ring, bobbins, fasteners, and assembly design.

6. Bedding and First Heat Cycle

Bedding is required for new rotors and pads. The goal is to create an even pad material transfer layer on the rotor surface and gradually heat-stabilize the rotor before full-load use.

Follow the bedding procedure supplied with the exact pad and rotor combination.
Start with controlled moderate stops unless the supplied procedure requires otherwise.
Do not begin with emergency stops on fresh rotors and pads.
Avoid coming to a full stop and holding the brake pedal while the pads and rotors are very hot.
Allow a cool-down period after bedding before parking the vehicle.
After bedding, inspect pedal feel, rotor surface, pad contact, abnormal vibration, and fluid leaks.

Street pads, race pads, carbon ceramic pads, iron rotors, two-piece rotors, and CCB rotors may require different bedding procedures. Use the supplied TTSPORT procedure for the specific system.

7. First 500–1,000 km (300–600 mi)

After the initial bedding cycle, give the rotor and pad pair time to settle. Avoid treating a fresh brake setup like a fully heat-cycled race system on day one.

Avoid repeated emergency stops unless required for safety.
Avoid dragging the brakes downhill for long periods.
Use progressive braking instead of sudden last-second pedal input.
Monitor for vibration, steering-wheel shake, grinding, or abnormal smell.
Recheck wheel torque and brake hardware where the installation procedure requires it.
Inspect rotor surface appearance after the first few drives.

8. On-Road Care

Do not shock hot rotors: after spirited driving, track use, towing, or mountain descents, do not spray hot rotors with cold water.
Do not hold the car on hot brakes: after heavy braking, avoid sitting still with heavy pedal pressure when possible.
Use engine braking on long descents: reduce continuous brake heat where appropriate and safe.
Watch surface rust: light surface rust after rain or washing is normal on iron rotors and usually clears during the first few stops.
Investigate pitting: deep rust pitting, heavy scoring, grooves, or material transfer patches should be inspected.

9. Routine Rotor Inspection

Rotors are wear items. Inspect them more often if the vehicle sees track use, mountain roads, towing, winter salt, off-road use, or aggressive pad compounds.

Measure rotor thickness and compare it with the minimum thickness specification.
Check both inner and outer friction faces for scoring, cracks, grooves, heat spots, and uneven deposits.
Inspect the outer edge for a large wear lip.
Check for vibration, pedal pulsing, or steering-wheel shake under braking.
Inspect drilled holes or slot ends for cracks where applicable.
Inspect two-piece rotor hats and hardware for loosening, fretting, corrosion, or damaged bolt holes.
Check pad wear at the same time; uneven pad wear can point to caliper or rotor alignment issues.

10. When to Replace Rotors

Rotor thickness is at or below the minimum specification.
Cracks are deep, growing, or extending from drilled holes, slots, or edges.
Severe scoring, pitting, or hot spots cannot be corrected safely.
Brake judder remains after proper bedding, pad inspection, and hub / runout checks.
The rotor has heavy corrosion on the friction face or vane structure.
The rotor hat, hardware, or mounting interface is damaged on a two-piece rotor.
The rotor has been overheated beyond the service limit for the compound and use case.

Do not run rotors below minimum thickness. Thin rotors have reduced heat capacity and can compromise braking safety.

11. Stop Driving If You Notice These Symptoms

Do not continue driving if the brake system shows any of the following symptoms. Inspect the system or contact a qualified brake technician before using the vehicle again.

Grinding, scraping, or metal-on-metal brake noise
Severe vibration, brake judder, or steering-wheel shake
Visible rotor cracks, missing material, or severe heat damage
Heavy scoring or grooves that appear suddenly
Vehicle pulling strongly to one side under braking
Soft pedal, sinking pedal, or sudden increase in stopping distance
Loose rotor, caliper, bracket, rotor hat, or hardware noise

Need help choosing or caring for brake rotors?

Send your vehicle details, current rotor size, caliper model, wheel specs, pad compound, driving use, and any symptoms you notice. TTSPORT will help confirm the correct rotor type and care path for your setup.