MSC Brembo Brake conversion
Front and back brake hubs, rear view and front
views.  From solid 7075 T6 billet to final parts.
Front F40 caliber half and machined bracket, again
from 7075 T6.  I designed the brackets for double
shear for added load capability.  Note the aircraft
quality NAS Titanium hardware.  Good stuff.  The
Front calipers are designed for a wider rotor so I had
to machine them to fit my 1" rotors.  
Precise location of hole centers using rotary table
and 2nd operation finishing on the lathe
Very careful design resulted in minimal change in
the hub to wheel interface plane.  That eliminates
the worry about scrub radius changes and
subsequent undesirable changes in handling.  To
optimise the design for zero scrub change I had to
incorporate the hub-centric feature into the actual
rotor hat.  This meant I needed to open up the
wheel mating centric.  
The Lotus caliper for the rear needed a custom
mount as well.  Same double shear concept.  The
caliper needed a bit of truing on the mounting
interface.
A bit of mil-spec anodizing and it's a done deal.  
The rotors are Brembo and are floaters.  I went with
slots because I didn't want to deal with cracking
associated with drilled rotors.  
Rear caliper bracket mounted to upright.  Hat, rotor
and caliper installed to rear axle.
Rear setup.  No E-brake, however.  
The Front F40's are massive, Padged medium pads
are a good compromise between street and track.  
Note 180ksi bolts holding caliper to its bracket.  
As with any brake upgrade, there's going to be a
need to "re-balance" the system. A proportioning
valve is needed to restrict pressure to the rear.  
Unfortunately, the NSX brakes are "cross" circuited
so that any failure will not result in a total loss of
either both fronts or both rears.  A std prop valve will
not work on a cross system.  However, by modifying
certain mechanical components withing the
antilock brake system and with some creative
re-configuration of the brake lines I was able to
convert the system to a conventional circuit
(fronts/rears isolated).  
If you look close you can see the proportioning
valve with balance/bias cable going through the
firewall.  
The cable leads up to the cockpit knob for on the fly
adjustment.  The NSX antilock brake system can be
disabled from the drivers seat if you know the trick.  I
initially set my bias with the system disabled so that
the front tires locked up first, then did some track
testing.  After everything was set, I'd re-enable the
antilock system.   It's a good system and doesn't
need to over-modulate the rears since I re-balanced
the system.  Other "big brake" kits can't do this so the
antilock system is constantly modulating giving poor
feel to the pedal.