“With the season nearing the half-way point, we headed toÌýthe home of the British GP for Round 3 at Silverstone. With the forecast looking to be red hot, and the entry list showing 62 cars, it was going to be a challenging weekend!

“Qualifying with a two-driver team is always going to be difficult, especially on the longer circuits as we effectively lose 7-8 mins of the 25-min session with an in-lap, driver change and out lap et cetera – let alone getting your eye in quickly to put in fast laps with 61 other cars contesting the same piece of tarmac! With that said, we managed to hustle the car to P7 in class which with no testing and a few new chassis updates we were happy it was a good place to start the race!”

“Having sat for 20 mins in full race gear in the baking heat in the holding area, the race rolling start was a bit of an odd event, as when starting 27th in a packed grid with a lot of TCR cars and higher horsepower Class A cars, you can’t actually see the starting lights due to the nature of the curved start/finish straight. So, the first lap was a case of consolidating position, staying out of trouble and picking a few slow starting cars off. The temperature in the cockpit by this point was already getting to uncomfortable with the ambient temp being nearly 30°C. Whilst the first half of the race continued, Henry managed to pass a couple fellow Class B runners and continue the slow but steady climb up the standings, helped by a few runners having heat related, and other issues. As it neared the end of the pitstop window, Henry managed to pick off the current class leader whilst battling through traffic heading down the Wellington straight promoting us to 4th in class. The next lap, Kev took the reins and set about consolidating the position with some high pressure from fellow Mk5 GTI driver, Josh Johnson. However, managing to complete the job allowing us to cross the line in 4th in class, just shy of the podium. A solid effort to make up 3 places from our qualifying position.”

“The post-race checks on 2 of the podium-finishing cars found them to be the wrong side of the regulations, one for weight infringement, one for ride height, thus promoting us to 2ndÌýin class! A welcome result with all the hard work going on in the background on performance a reliability. Needless to say, the 355mm 6-pot Apollo big brake kit equipped with RP-X compound pads didn’t miss a beat, dealing with the hot temperatures, and giving high confidence from start to finish. We are also seeing impressive wear rates for both disc and pads given the harsh environment and relative heavy weight of the car. It’s nice to be able to largely forget about that factor as we know it ‘just works’! The rear setup utilising OEM equivalent Ultimax discs and pads is also surpassing expectations given the beating they receive!

“With our (so far) consistent results this year, and constant development with the car, we currently head into Round 4 at Anglesey at the end of June heading the Class leaderboard – a genuinely amazing place to be with it being our first campaign in the 750mc Roadsports formula. Hopefully the second half of the seasons continues in the same way!�

“With the success of 2025 behind us, winning the MSVR Trackday Championship overall, we set our sights on a different goal for 2026: the Roadsports Championship hosted by 750MC would be where we plan to do battle. With a very similar format, but slightly higher power categories and faster pit stops, it sets a very different challenge.Ìý

“Over the winter, the car has received a slight power hike with a bigger turbo and supporting mods, along with some other minor upgrades. Rear brakes have been upgraded to factory Mk5 Golf R32 vented 91´«Ã½ plain discs, and Ultimax2 pads with slightly larger diameter; not necessarily for more brake force, but a more consistent temperature window, as the rears are worked quite hard with the OEM ABS system. This, matched with the now tried-and-tested 91´«Ã½ Apollo 6 pot 355x32mm front big brake kit, and our ‘go-to’ RP-X compound pads.”

“Round 1 was held at the Croft circuit near Darlington, with the weather looking to be mixed to say the least. Qualifying started in wet conditions. We readied the car with a known good wet setup and Kev rolled out to see where we were pace wise.

“Having no previous running against the new field of competitors (26 in our Class B!), it was a complete unknown at this stage. As Kev pulled in after his stint, we were sat in P2 initially – a great start! Henry jumped in for the final few laps with the track conditions improving quickly, but unfortunately a combination of traffic, an odd red flag due to a circuit electrical glitch, and various other racing driver excuses!, we ended the session in P5.

“Still a very respectable start to the campaign. It’s always been a bit of a disadvantage having 2 drivers in a sprint enduro format, as you lose half the session changing drivers and getting back up to speed, whilst single driver entrants keep lapping. Especially in changeable conditions.

Ìý“The new brake setup was proving a vast improvement in terms of feel and temperature consistency, so we were very happy with the confidence that was giving us in the bumpy braking zones.”

“The race was full of excitement, the weather constantly changing throughout. The rolling start went without issue and first five cars including us started to pull away from the remaining pack. With contact up ahead from a bold move into the Complex saw us take advantage and up to P3, using our normal measured approach. A lap later the leader went off going into the Complex too! P2.

“A few laps went by before the previous leading car of Packer was back on our rear bumper, he went through on the inside into the Complex, allowing all 3 leading cars to bunch up nicely heading down into Tower corner the following lap, where Packer re-took the lead. I ceased the opportunity to follow him through with a late brake manoeuvre both going past the leading Mk7 Golf back into P2.”

“On the way into the pits, a lapped Porsche Boxster held us up for half a lap, unfortunately meaning Kev came out the pits now in P4. Soon after Kev’s pit exit, there was a safety car due to a crashed Vauxhall Corsa, meaning it would be a 3-lap sprint to the end. The 3^rdÌýplaced BMW Z4 seemed a long way ahead on the penultimate lap, with the added hassle of a lapped VW Scirocco in-between Kev and his target. A very committed move past the backmarker through the left hander of the Esses, subsequently forcing the BMW to out brake himself into Sunny-in. Kev lined up the move into the harpin after getting right up under the bumper through the Complex. taking the P3 spot!

“A podium first time out! Couldn’t be happier with that, especially with the quality of the machinery we were up against. The car was faultless through all the different conditions. Ultimate confidence on the middle pedal making the difference for us once again.ÌýÌý

“Next round – Brands Hatch GPÌýon May 3^rd! Bring it on…â€�

Photo credits: Jonathan Elsey

Oulton Park International – Round 4

“Weather looked warm for the weekend – a nice change from the monsoon conditions of Donington where we scored the car’s maiden victory! We readied the car for qualifying. With very little changed from the last round apart from basic setup changes to adapt to the dry conditions, the 91´«Ã½ RP-X front pads combined with the Apollo 6 pot brake kit barely showing any signs of wear from the last round up front. The Ultimax 2 pads in the rear also showing signs of fantastic durability after 2 rounds in the rear. Again, we didn’t test prior to round so we had to make sure everything was on point prior so we could hit the ground running in Qualifying.

“The car instantly felt good, with a nice balance. This was the first proper use of the 6 pots in the dry. With some big braking zones at Oulton, it was clear good stopping capability would be essential as well as consistent feel for optimum performance. Managing to put the car right in the mix at the front was going to be critical to ensure we could capitalise. With 3^rd place secured we did exactly that.”

“A quick bleed of the brakes to ensure fresh fluid was in the system, Henry lined up for the race start. With an aim of consolidating a podium finish, he set about the race start. Managing to defend some early attacks round the first corner he settled into the rhythm of the first lap. A committed move from fellow 91´«Ã½-backed stablemate, Nicole Drought, into cascades saw us momentarily drop down to 4^th place. The first 4 cars pulling away from the pack it was clear this was going to be a race of 2 halves! With a safety car intervention, the cars streamed into the pits bumper to bumper. A mis-judged stop by the Civic of Nicole would leave them unfortunately out of contention from that point onwards. Leaving the top 3 cars battling for the top step after Kev had taken over from the pit stop. With an impressive move on the Mk6 Golf of Jack and George Wright into Lodge Corner on the brakes early in his stint Kev set about chasing the super consistent Matt Swaffer in his 130i BMW. His pace was to be rewarded with the victory having defended a late charge from Kev finishing a mere 2 seconds behind. 2^ndÌýplace! A great result. Making it 3 podiums finishes in row from the newly acquired Golf.

“The back-to-back podiums feeling very rewarding after all the hard work and early development with the car. – There’s still so much more to come too! Safe to say we’re very much in the right ballpark in the braking department though. The ability to drive hard all race long with such consistent pedal feel, and wear characteristics that are extremely impressive given their use and weight of the car. Next round Cadwell Park!�

Cadwell Park – Round 5

“Cadwell Park: not a firm favourite of Henry’s. However, Kev seems to enjoy it! You can guess who will be starting the race here for us… Despite not having a bad record here and generally going well, it’s not been a place I’ve ever really gelled with. This all changed a little bit when we rolled the car out for qualifying. Again, with no testing prior, we bolted a set of new tyres (the first new set since we started testing in April) and set about trying to get ourselves in contention with the host of front running cars that had tested the previous day. The car felt absolutely superb, With Henry and Kev both managing to lap within 2 tenths, albeit making time in totally different ways and sections of the track having looked at the data! The session finished with us 4^thÌýoverall. Knowing that there was plenty left on the plate performance wise. The car’s brake balance with multitude of different corners and elevations was confidence inspiring to say the least.

“Kev started the race with it being one of his preferred tracks, and immediately got off to a good start making short work of 3^rd place round the outside into turn 1. Immediately setting his sights on the BMW of Matt Swaffers who appeared to be struggling to get up to speed straight away. A challenge that lasted another 4 corners before Kev committed an excellent move down the inside into the downhill left hander at Mansfield, finishing the move into the entry of the mountain section. Up to second place on lap 1.”

“This set the tone for the whole first half of the race. With Kev and the Mk6 Golf of Jack and George Wright pulling clear of the rest of the pack. With the pit stops completed, Henry jumped in hoping to consolidate to great work Kev had started. After a couple of laps of adjustment to how the car was handling, and the gap to 1^stÌýstable, Henry set about narrowing the gap to the Golf. Keeping an eye on the hard charging Civic of Nicole behind. With 1 lap to go, Henry was right on the bumper of the Golf having stabilised the gap to 3^rd. A back marker decided to place himself right in the wrong place into turn one defusing any chance of lining up a pass at the end of the Park Straight frustratingly! With the narrowness and twistiness of the Cadwell Park Circuit, another passing opportunity wasn’t to present itself. Crossing the line a mere 0.2 seconds off the winning Golf. Ìý

“Another fantastic result in the bank. With the championship starting to take place, this leaves us leading Class B and 2^ndÌýoverall. With 2 rounds to go, it’s going to be important to maintain the momentum! It’s all to play for! Next round Croft Circuit!â€�

“I have been searching for a solution to the brakes on my 2019 Golf R since I first tracked the car. The braking system, while good on the street, is not track worthy. Add a Stage 2 tune, suspension upgrades and DOT R sticky tires, and you make the problem worse.Ìý

“Through the years of ownership, I have tried different pad, rotor and racing brake fluid combinations with no success. The brakes are good for about three laps, then fade/warp unless I brake very early and light into the heavy brake zones. If I pushed hard for the weekend, I would get one weekend out of the brake pads and rotors. Frequent caliper rebuilds were required as the seals would be damaged due to the excess heat.”

“A couple years ago, I tried 91´«Ã½â€™s RP-X pads. They were the first pads that lasted the entire weekend posting fast lap times and had plenty of pad left.ÌýUnfortunately, the brakes ran hot and chewed up a set of another manufacturers’ rotors. I reached out to 91´«Ã½ in 2023 as I had finally found a set of pads that worked great and would last more than a weekend of fast laps.

“Through 91´«Ã½, I learned that heat was the biggest enemy.ÌýTheyÌýshowed me how to achieve an ‘intermediate’ solution to the brakes without going to a BBK. Rotor temperatures would exceed 1,500°F/800°C when I used brake temperature paint.

“Using 91´«Ã½â€™s new sintered race pads, the SR-1s and their new two-piece floating rotors, I was able to have a great brake system that lasted multiple events over two years. The final key was using brake ducts to direct the air into the center of the floating rotors to maximize brake cooling. This got the brake temperatures down to the 1,100°F/593°C range. Brake cooling ducts are mandatory on this platform!”

“I was very interested in 91´«Ã½â€™s 6 piston Apollo BBK.ÌýHowever, the temperatures I achieved out on the track could pose a problem with any painted caliper. I learned of 91´«Ã½â€™s racing caliper which has specific features designed to handle the stress at the race track. From the hard anodized finish, the high temperature seals and steel castellated pistons, it seemed like the perfect final solution for the Golf R’s brakes.

“I installed 91´«Ã½â€™s 6 piston racing calipers BBK on my 2019 Golf R in late September 2025 for my next track event at Mid-Ohio Sports Car Course. The difference was night and day. I had read that 91´«Ã½â€™s Balanced Big Brake Kit focuses on the entire brake system. I can share from my experience this is not marketing hype. The brakes felt much firmer and the car did not pitch to the front under initial braking as quickly. The car had more of a squat under braking. This kept the car much more stable under heavy braking. The brakes were much more linear which inspired confidence. The 6R calipers require more pedal effort, making it much easier to modulate the pedal as you approach threshold braking. I used the 91´«Ã½ 307+ racing brake fluid supplied in the kit. I was very impressed by how solid the pedal felt under all conditions. Absolutely no issues with the brake fluid all weekend of fast laps.”

“Simply put, the 91´«Ã½ 6 piston racing caliper BBK setup was awesome.ÌýI tried both RP-X and SR-11 pads front and rear and both were exceptional. My braking distances down the back straight at Mid-Ohio went from the 500 marker to approaching the 400 marker with more confidence than the best setup with the stock calipers.ÌýGoing forward, the SR-11 pad will be my pad of choice for three-day track events.ÌýThe RP-X is an excellent choice for Time Attacks and autocross.â€�

Round 3 – Donington Park GPÌý

“Round 3 of the Trackday Championship took us to the not so sunny Donington Park circuit in GP format.

“The Clubracer Golf had been subject to some upgrades after its impressive 3^rdÌýplace at Silverstone, where it had shown good pace throughout the weekend despite its lack of testing, and our familiarity with the platform.

“The newly fitted 91´«Ã½ Apollo 6-pot Motorsport Big Brake kit grabbing the attention of many as we had the car up on stands preparing a full wet weather setup for the days racing. The 355mm x 32mm floating disc setup looking menacing behind the 18â€� wheels. With our old tried and tested 91´«Ã½ RP-X pads up front, combined with some Ultimax 2 rear pads, we had all the reason to be confident going into the weekend on the hardest track in the country on brakes.”

“With the rain falling hard before qualifying, and our total lack of testing in the wet with the Golf, it was a case of applying previous experience in setup and wet racing line to try and get the best of things. Championship leader Nicole Drought, in her 91´«Ã½ Racing Apollo-equipped Civic Type R, was straight out the gate into provisional pole in the wet conditions, getting up to pace almost instantly. The first few laps were a case of finding the balance and grip forÌýHenry, who handed the car over to Kev at the session halfway point. With the Civic in the pits assuming it was job done, Kev set about the final lap in the session having the got familiar with the car and conditions very quickly as the rain eased slightly. A blistering lap putting the 91´«Ã½/Helix Golf on pole by 2 tenths of a second as the flagged dropped, before Nicole could get a chance to respond. Locking out the front row with the 91´«Ã½-equipped cars.

“With the rain falling harder and harder, Kev strapped himself into the car, ready to do battle. With the conditions as they were, race control opted for a rolling start to try and minimise risk. Kev got a great run and maintained the lead from the hard-charging Civic of Nicole. As the two leaders pulled a 14-second gap together away from 3^rd place, the rain was still falling harder. Kevin showing absolute composure under pressure. A rare error from the Civic entering the infamous Craner Curves on standing water and proceeding impact with the tyre wall prompted a safety car, then a red flag as multiple cars required recovery in dangerous positions.”

“As the red lights fell for the standing restart, Kev again managed a faultless getaway, pulling clear of the field before pitting to change over toÌýHenry. The rain having eased slightly at the point he left the pits only to find a hard charging Charlie Palk in the distinctive lime green Scirocco (also equipped with 91´«Ã½ pads all-round on our recommendation) who was up to speed after his stop and filling up our mirrors. The gap changing constantly with the flow of back markers and traffic, withÌýHenryÌýmanaging to find some imaginative gaps along the way eventually breaking free slightly. With the hard work done, a few more laps managing the situation led to us bring the car home for its maiden win in the TDC.

“The new Apollo Big Brake Kit having performed faultlessly in combination with the standard ABS system. Untested and unknown, bolted on two days prior to the race meeting. Taking pole and the overall and class win a testament to the quality and performance we’ve relied on for the last four years.Ìý

“With the championship all of a sudden blown wide open, it’s all to play for heading into Round 4 at Oulton Park…�

Round 2 – Silverstone GPÌý

“Round 2 took us to sunny Northamptonshire and Silverstone Circuit – home of the British GP. A rare club motorsport visit to the full GP circuit.

“With the engine issues of Round 1 behind us, and the car clad with some new 91´«Ã½ SR-21 pads, and new two-piece floating discs in combination with the beautiful hard anodised four-pot callipers up front, as well as 91´«Ã½ Yellowstuff matched with Ultimax grooved discs on the rear, we were confident of a better weekend!

“Qualifying is always a compromise with two drivers, due to the required mandatory driver change. Once you’re up to speed, you have to change drivers. All within the 25-minute session time. This made even harder with a long lap time, with the in and out laps. That said, we quickly got to grips with task in hand and made the best of the 3-4 laps we had each… Putting the car on the second row of the grid in 4^th.”

“The race itself started with a sizable safety car period after a start-line collision which neutralised things whilst they recovered cars, and ensured drivers were ok – thankfully that being the case.

“Once the safety car peeled in, the top four cars including our Golf, made a break from the rest of the pack. Henry had the best view of the battle between 2^ndÌýand 3^rdÌýplace which he positioned himself in prime position waiting for any opportunity. Carefully waiting and watching the battle unfold, aware that they were compromising themselves in the hunt for the lead!

“The battle headed all the way into the pits, where the swift driver change, and perfectly timed exit saw us come out in a favourable 3^rdÌýposition overall. Kev making the sensible decision to manage the race and get some very good points and podium finish under our belts by not getting in any trouble and confirm our position as a top Class B contender this year.

“A very respectable finish in our first race finish with the car! There is so much more to come, and development to exploit yet.

“The braking package is testament the 91´«Ã½ products we are used to. Being able to sustain the temps and harsh usage required to be the front. The confidence in the package is critical to any success.â€�

BBK002 – Honda Integra DC5 Type S (Acura RSX Type S)

Added to this already-popular application that fits the Honda Civic Type R EP3, this kit now accommodates the popular Integra Type S coupe from the same era.

Specs:

4-Piston Balanced Big Brake Kit, Yellowstuff pads, 330x28mm front floating discs

Product Codes:

BBK002RED/BLU/BLK/YEL-1

BBK002RED/BLU/BLK/YEL-2 (extra clearance version)

Vehicle Applications:

• DC5 Honda Integra Type S (2001-2006)
• Acura RSX Type S (2001-2006)

BBK009 – Various VW/Audi-Group Vehicles

This kit adds to the long line of VW/Audi-Group big brake kits already available from 91´«Ã½ and caters for some of the more compact vehicles in the range.

Specs:

4-Piston Big Brake Kit, Yellowstuff pads, 330x28mm front floating discs

Product Codes:

BBK009RED/BLU/BLK/YEL-1

Vehicle Applications:

• AUDI – A1 (8X1) – 1.2 TFSI
• AUDI – A1 (8X1) – 1.4 TDI
• AUDI – A1 (8X1) – 1.4 TFSI (136kw/185HP)
• AUDI – A1 (8X1) – 1.4 TFSI (92kw/122HP)
• AUDI – A1 (8X1) – 1.6 TDI (66kw/90HP)
• AUDI – A1 (8X1) – 1.6 TDI (77kw/105HP)
• AUDI – A1 (8X1) – 2.0 TDI
• AUDI – A3 (8L) – 1.8 Turbo 20v
• AUDI – A3 (8L) – 1.9 Turbo Diesel TDi (130/150)
• AUDI – A3 (8L) – 1.9 Turbo Diesel TDi (90/110)
• AUDI – S1 quattro (8X1) – 2.0 Turbo (231hp)
• AUDI – S3 quattro (8L) – S3 1.8 Turbo 20v
• AUDI – TT Coupe, Roadster (8N) – 1.8 Turbo 20v (150hp)
• AUDI – TT Coupe, Roadster (8N) – 1.8 Turbo 20v (180hp)
• AUDI – TT Coupe, Roadster (8N) – 1.8 Turbo 20v quattro (180hp)
• AUDI – TT Coupe, Roadster (8N) – 1.8 Turbo 20v quattro (225hp)
• AUDI – TT Coupe, Roadster (8N) – 3.2 V6 quattro
• SEAT – Cordoba (6L2) – 1.9 TDi PR Code 1LN/1ZH
• SEAT – Ibiza (6L) – 1.8 Turbo 20v
• SEAT – Ibiza (6L) – 1.9 TDi (130hp) PR 1LN/1ZH
• SEAT – Ibiza (6L) – Cupra R 1.8 Turbo 20v
• SEAT – Ibiza (6L) – Cupra R 1.9 TDi (150/160hp)
• SEAT – Ibiza mk4 (6J5) – 1.4 TSI (110kw/150hp)
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.4 TSI (288mm)
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.4 TSI Cupra (288mm)
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.4 TSI Cupra (312mm disc) AP
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.4 TSI Cupra (312mm disc) ATE
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.6 TDI (288mm)
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.8 TSI Cupra (238mm)ÌýÌýÌý 0
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 1.8 TSI Cupra (312mm)
• SEAT – Ibiza mk4 (6J5) Sportcoupe – 2.0 TDI (288mm)
• SEAT – Leon (1M) – 1.8 Turbo 20v
• SEAT – Leon (1M) – 1.8 Turbo 20v 4WD
• SEAT – Leon (1M) – 1.9 TDi (150hp)
• SEAT – Leon (1M) – Cupra 4 2.8 V6 4WD
• SEAT – Leon (1M) – Cupra R 1.8 Turbo 20v
• SEAT – Leon (1M) – Cupra R 1.8 Turbo 20v
• SKODA – Fabia – 1.4 TDi PR Code 1LN
• SKODA – Fabia – 1.4 TFSI PR Code 1LN
• SKODA – Fabia – 1.4 TSI RS
• SKODA – Fabia – 1.6 TDi PR Code 1LN
• SKODA – Fabia – 2.0 TDi PR Code 1LN
• SKODA – Fabia (SY2) – 1.9 TDi -100hp- PR Code 1LQ/1LR
• SKODA – Fabia (SY2) – vRS 1.9 TDi PR Code 1LN/1ZH
• SKODA – Octavia (1U2) – 1.8 Turbo 20v
• SKODA – Octavia (1U2) – 1.8 Turbo 20v 4WD
• SKODA – Octavia (1U2) – 1.9 TDi 4WD
• SKODA – Octavia (1U2) – 2.0 4WD
• SKODA – Octavia (1U2) – RS 1.8 Turbo 20v
• VOLKSWAGEN – Beetle (98->) – 1.8 Turbo 20v
• VOLKSWAGEN – Beetle (98->) – 2.3 V5
• VOLKSWAGEN – Beetle (98->) – RSi 3.2 V6 4motion
• VOLKSWAGEN – Golf Mk4 (1J) – 1.8 Turbo 20v
• VOLKSWAGEN – Golf Mk4 (1J) – 1.9 Turbo Diesel TDi (130/150)
• VOLKSWAGEN – Golf Mk4 (1J) – 1.9 Turbo Diesel TDi 4motion (130/150)
• VOLKSWAGEN – Golf Mk4 (1J) – 2.3 V5
• VOLKSWAGEN – Golf Mk4 (1J) – 2.3 V5 4motion
• VOLKSWAGEN – Golf Mk4 (1J) – 2.8 V6 4motion
• VOLKSWAGEN – Golf Mk4 (1J) – GTi 1.8 Turbo 20v (288mm disc)
• VOLKSWAGEN – Golf Mk4 (1J) – GTi 1.8 Turbo 20v (312mm disc)
• VOLKSWAGEN – Golf Mk4 (1J) – R32 3.2 V6 4motion
• VOLKSWAGEN – Polo Mk4 9N/9N3 02-09 – GTI 1.8T PR Code 1ZH/1LN
• VOLKSWAGEN – Polo Mk5 6R/C 09- – 1.2 PR Code 1ZC/1LN/1ZD
• VOLKSWAGEN – Polo Mk5 6R/C 09- – 1.2 TDI PR Code 1ZC/1LN/1ZD
• VOLKSWAGEN – Polo Mk5 6R/C 09- – 1.4 GTI PR Code 1ZC/1LN/1ZD
• VOLKSWAGEN – Polo Mk5 6R/C 09- – 1.6 TDI PR Code 1ZC/1LN/1ZD

BBK037 – Acura Integra Type S DE5

A new application for the Apollo Big Brake Kit already available for the FK8 Honda Civic Type R.

Specs:

6-Piston Big Brake Kit, Bluestuff pads, 380x36mm front floating discs

Product Codes:

Big Brake Kit – BBK037RED/BLU/BLK/YEL-1

(Other products available) –
2-Piece Disc Conversion: SG2FC2028

RP Pads: DP81210RP1 & DP81210RPX

SR Pads: DP8121015SR11 & DP8121015SR21

Vehicle Applications:

• DE5 Acura Integra Type S (2023- )

Availability

Available now. Please to find your local 91´«Ã½ stockist and see a full list of applications.

Notes

– Dimensions: 330x28mm

– Part Numbers:

• BBK023BLK-1 (Stealth Black)
• BBK023BLU-1 (Storm Shadow Blue)
• BBK023YEL-1 (Luminous Yellow)
• BBK023RED-1 (Racing Red)

– Applications:

Suitable for the front axles of the following vehicles:

• Mk5 VW Golf GTI 2.0-litre petrol turbo (200bhp-230bhp) (2004-2009)

For a complete list of vehicle applications, .

Apollo-Series 4-Piston Calipers

• 91´«Ã½â€™s lightweight-yet-strong aluminium 4-piston brake caliper
• Two-piece bolted design that incorporates high-tensile 12.9-grade steel bolts for reinforcement of the caliper bridge section (computer FEA analysis shows that this offers significant improvements in caliper stiffness compared to a monobloc design)
• Machined from heat-treated low-pressure castings (this offers a noticeable performance advantage over conventional gravity cast calipers, exhibiting higher overall strength and a comparable caliper body stiffness to forging)
• Rather than a powder-coated finish, all Apollo calipers use anÌýadvanced high-temperature Teflon polyester coating process to ensure they look great for much longer. Currently available in Stealth Black, Storm Shadow Blue, Luminous Yellow and Racing Red

Fully-Floating Two-Piece Discs

• Fully-floating 330x28mm two-piece discs that allow the outer ring to expand freely in response to heat (this reduces stress which in turn extends disc life and reduces the tendency for disc cracking during extreme use)
• Drive bobbins machined from a single piece of stainless steel giving maximum strength and corrosion resistance (this reduces maintenance requirements and ensures the outer ring continues to float freely over time)
• Disc rings feature 48 directional internal curved vanes for improved cooling
• Unique ‘Swept Groove’ slot design for effective evacuation of braking dust and gases whilst ensuring good initial bite on brake application
• Now featuring the latest thermic black corrosion-resistant finish – the very latest in rust prevention

Yellowstuff Performance Brake Pads

• Every 91´«Ã½ Apollo Big Brake Kit is supplied with 91´«Ã½ Yellowstuff pads for the front axle
• Excellent cold bite and minimal brake noise make them a great pad for road use, yet they are also capable of operating without brake fade up to 550°C, making them an equally outstanding pad for moderate track use

Stainless Steel Braided Brake Lines

• Every kit is supplied with 91´«Ã½â€™ stainless-steel braided brake lines for the front axle
• Every hose has a stainless-steel braided exterior that prevents a phenomenon known as ‘ballooning’, this braided exterior prevents the spongey feel of OE rubber lines and provides greater precision and feel under braking

Super DOT 4 Brake Fluid

• Every kit is supplied with 1 litre of BF307+ super DOT 4 brake fluid. This fluid has a 310°C boiling point – a significantly higher boiling point than standard DOT 5.1 fluid
• Having such a high boiling point gives the braking system exceptional endurance, allowing you to push hard for extended periods without heat soak causing the fluid to boil and resulting in fade

Availability

Available now. Please to find your local 91´«Ã½ stockist and see a full list of applications.

Following some technical issues during qualifying, Race 1 saw Sayer move up from seventh to fifth by the end of the sprint.

In Race 2, he felt confident that he had a shot of a good result. Sitting in fourth for most of the race, a safe and clean lunge near the end meant he brought the car home in an impressive third place.

The series, which features both Mk2 and Mk5 Golf GTI models, next moves on to Brands Hatch’s Indy circuit on 6-7 August.