Yes! And sadly there is no 2-piece direct bolt-on solution in the market place. I have been begging brembo for months but they refused (probably because they do not want to compete with their 380mm GT kit).

I took a page out of th V12V playbook with its 9.5lb rotors and went with the 2-piece brembos. 13.0 is still 9.0 lbs lighter per rotor (massive drop in rotational unsprung mass).

 

I would wager a decent amount of $$$ that it has more to do with Brembo being the supplier of the OEM brakes on the car and having a contract with Aston Martin which restricts the type of products they are allowed to offer for that application.

 

The 380mm GT kit (albeit much pricier than just the rotor replacement) is a fantastic piece of kit. Had the pleasure of putting some miles on a DB9 that had been converted and it was night & day.

 

Interesting...I'd bet Stu is right that AM has a deal preventing Brembo from offering rotors. But if they went with Brembo rotors surely they could have chosen a lighter option...28 lbs is insane.

Definitely worth upgrading for the drop in unsprung mass (whoops just caught my error there) if you can get rotors for a reasonable price. The brake kit for $5000 for fronts only is not worth it for me, but I'd do rotors all around for sure.

As for the wheels/tires, my HRE setup with Contis is around 50 lbs for the rear wheels/tires and 44 for the fronts even with going much wider. That's a big difference vs. stock but you coud do even better with stock sizes.

 

glad to hear

 

Dyno Update:

Showed up to the shop today for the brembo rotors but the weather was so horrifically bad that I cancelled I rescheduled for next week (another cool front is coming, optimal weather for accurate comparison to previous runs). However, I did manage to get the dyno comparison between bone stock vs. RPI + ECU finally.

Looking at the charts you can really get a sense for just how drastic of a change both have made on the top end. You would have to be legally blind in order to miss the massive change in Air Fuel Ratios (the difference is quite staggering).

Also, the cam phase changes are much more apparent on this chart than the previous one. The two phase changes happen at roughly 5000rpm, and 6300rpm. And the one at 6300 is actually more violent than the one at 5000 is stock. It is a new sensation that I will have to get used to getting them back to back like a one two punch. Most of the time I will short shift during spirited driving just b/c past 6300 it just moves so quick down the road. 6300-7500 happens almost instantly in lower gears so you barely have any time to react for a shift, I am still getting the hang of shifting near red-line but I still hit the rev limiter 50% of the time. One interesting thing to note as well is how flat the torque curve is after 6250rpm ... it barely drops off at all. It will be interesting to see what happens after high flow cats are installed. Certainly very strong results for just two modifications

Anyways, enjoy
007




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This is very impressive. Congrats!!

 

Very nice results. These are about the same results I had with my 2007 after an ECU remap and the high flow cats. The cats should make a difference as the stock ones are pretty restrictive (not to mention heavy).

 

Just curious, what ECU reamp did you do on your 2007? RSC?

 

Eurocharged did my ecu tune. It was a true custom dyno tune (not just a normal tune), which is why it made more power.

Hope that helps
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RacerX had the RSC "normal" tune and 200 Cell Catalysts.

 

That's right. BTW, is there an abnormal tune? Seriously, there are multiple RSC tuning options now?

 

Yeah if you know the secret handshake you get the "extra special" tune which gives you a turbo button on the dash and 6 foot flames shoot out the back.

I was just taking the mickey out of 007 'cos he said he didn't have a "normal" tune, but glad to see you got the same kind of results from our cats + tune as he did from his mods.

BTW - when can I get my grubby little mitts on your V12... you must be itching for an exhaust.

 

It's great to see the Air/Fuel Ratio hit 12.5:1 at max HP--right where it should be. Also, it's great to see an extra 300RPM (7,500 limit), where HP is still climbing. Imagine what HP would be if the limiter would come in at 7,800.

 

Excellent curves and ratio...