In other words, the kit is supplied ready for easy bolt-on installation.
| Feature | Competition | Powerbrake | Benefit |
| Material | Most calipers seen in big brake kits are 'entry-level' cast-aluminium construction due to the high price of 'high-level' billet race calipers. | Machined from high-grade, tempered, solid billet aluminium. | Greater structural integrity and less caliper flex - leading to improved pedal feel and uniform pad wear. |
| Pads | Two large (long) pads per caliper. | Separate (short) pad per piston. | Practically eliminates tapered pad wear issues - resulting in reduced pedal travel and improved pedal feel. |
| Bridge | Narrow bridge bolt in the centre of the caliper. Has to be positioned above the pads. | Heavy duty, integral, billet aluminium bridge positioned at the lowest possible position between the pads and not above them. | Substantially re-enforces the caliper in the key area at the centre of the caliper where the brake forces are trying to 'spread' the caliper apart. The result is dramatically reduced caliper flex, reduced pedal travel and improved pedal feel / feedback. |
| Dust / wiper seals | Most race calipers do not feature any form of dust / wiper seals - resulting in the caliper pressure seals being abraded by brake dust / debris resulting in reduced seal life and more frequent maintenance. | High temperature internal wiper seals. Placing the wiper seals internally stops them from melting to the pad backing plates in the way that external rubber boots (found on OEM style calipers) do. | Wiper seals keep brake dust and other debris away from the pressure seals - hereby improving reliability & extending the operating life of the pressure seals. |
| Pistons | Many street/race calipers feature aluminium pistons. | Thick wall, scalloped stainless steel pistons. | Heavy duty stainless pistons reduce heat transfer to the brake fluid and caliper seals. Pistons are scalloped to allow 'super-heated' air within the piston cup to escape - resulting in reduced piston temperatures. |
| Fluid crossover tubes | Seemed steel fluid cross-over tubes. | Seamless stainless steel cross-over tubes. Vibration damped. | Seamless stainless tubes have a far higher resistance to cracking than seemed steel tubes. Vibration damping further reduces tube fatigue. |
| Caliper finish | Many street calipers are powder coated or Type-2 (colour) anodised for aesthetic appearance. | Type-3 mil-spec hard-anodised using the same process employed extensively by the military / aerospace industry. Logo colour can be specified by customer. | Ultimate durability and wear resistance. Type-3 anodising substantially outperforms Type-2 anodising in terms of durability. Optional logo colour allows some degree of personalisation. |
| Caliper bolts | Standard high-tensile bolts. Often un-plated resulting in rapid corrosion. | Plated high-tensile bolts. All bolts processed for hydrogen de-embrittlement. | Plating ensures excellent corrosion resistance. All bolts de-embrittled to ensure maximum tensile strength. |
| Pad abutment plates | Many street/race calipers feature no pad abutment plates meaning that the pads run directly against the aluminium caliper body. | Stainless Steel pad abutment plates fitted. | Stainless abutment plates ensure maximum abrasion resistance for extended caliper life. |
| Temperature recording strips | Sold separately at substantial cost. | Supplied with MTR (Max Temp Recording) strips at no additional charge. | Easy monitoring of maximum temperatures reached by each caliper - providing key information regarding brake fluid and caliper seal life. |
| Replacement parts | High cost of replacement parts. Parts often have to be imported to order resulting in lengthy delays. | Competitively priced crossover tubes, seal kits, pistons etc. Available at all times for immediate delivery within SA or worldwide. | Reduced operating costs and no waiting for service items. |
| Feature | Competition | Powerbrake | Benefit |
| Castings | Most discs/rotors undergo no form of stress relieving whatsoever. | Discs are machined from proprietary cast-iron alloys. All castings are weathered to stress relieve the casting. | Maximum wear life and resistance to distortion and cracking. |
| Coatings | Most discs/rotors are coated in oil to reduce changes of corrosion during shipping and storage. These oil-based coatings can contaminate pads and act as a lubricant leading to reduced friction co-efficient if not completely removed. | Coated in a proprietary black 'dry coating' - eliminating the need for any form of cleaning or de-greasing. | Dry coating ensures quick bed-in and maximum friction levels, without the risk of contaminating new pads with oil-based coatings. There is no need to degrease or clean the discs in prior to use. Simply fit and use. |
| Vane configuration | Standard straight or curved vane design. | Staggered-vane design features and additional 'half-vane' between each 'full-vane'. The staggered-vane design increases internal surface area (which air flows over) by 40%. | Substantially improved disc cooling, reduced disc temperatures and the resulting increase in disc and pad life. |
| Drive pins/bolts | Standard steel. | Drive pins are machined from high-grade, heat-treated steel. Drive pins and high-tensile drive bolts are plated for maximum corrosion resistance and then processed for hydrogen de-embrittlement. | Maximum strength and wear life of drive pin components. |
| Dynamic balancing | Many discs/rotors are not balanced leading to vibration and bearing damage. | All discs are dynamically balanced. | Zero off-brake vibration and improved bearing life. |
| Wear indicators | No visual wear indicators. | Wear indicators machined into outboard disc faces. | Allows for quick visual inspection of disc wear. |
| Temperature recording paints | Sold separately at substantial cost. | Supplied with MTR (Max Temp Recording) paint applied at no additional charge. | Easy monitoring of maximum disc temperatures
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