- Fully floating 2-piece rotor that allows outer ring to expand freely in response to heat. This reduces stress which in turn extends rotor life and reduces the tendency for rotor cracking during extreme use.
- Drive bobbins machined from a single piece of stainless steel giving maximum strength and corrosion resistance. Stainless bobbins reduce the requirement for regular disc maintenance and ensures the outer ring continues to float freely even when used on the public road with corrosive salts and other road grime.
- Each bobbin assembly features an anti-rattle spring clip ensuring silent operation when driving on the public highway
- Rotor rings feature 48 directional internal curved vanes for improved rotor coolin
- Friction rings are cast from high carbon G3500 alloy giving excellent wear properties and improved thermal capacity. All EBC disc rings are cast using the ‘centre split’ casting method, ensuring a balanced casting that will not distort under high heat, an issue common with cheaper ‘moulded out’ castings.
- Unique Swept Groove slot design for effective evacuation of braking dust and gasses whilst ensuring good initial ‘bite’ on brake apply
- Replacement disc rings for EBC floating rotors are significantly less expensive than our major competitors.
I have joined the Pr1mo Kawasaki Racing team for the rest of the season. Oulton Park was my first opportunity to meet the squad and race the 2011 Kawasaki ZX10R for the first time. I had tested the bike on two trackdays, one at Cadwell Park, the other at Donington Park earlier in the week.
First free practice gave me the feedback and opportunity to change the suspension settings quite radically. We continually changed settings as I got a better feel for the bike during qualifying sessions, ending up 12th on the grid. Bizarrely the organizers in their wisdom, decided to have morning warm-up the day before the race at 6pm, something no one in the paddock has ever heard of!
The team had made more changes for the suspension for this warm-up session, and I can honestly say the bike felt as good as, if not better than any 1000cc bike I have ever ridden and I was really looking forward to the race.
Come race day, the heavens opened and it poured with rain all day. This put me on the back foot, as I had never ridden the Kawasaki in the wet and the team had no data for wet settings what so ever. We were not given a practice session in the wet conditions as per ACU rule book.
The race started in a tropical like downpour. By the start of the 3rd lap I started to get a feel for the way the Kawasaki handled in the rain and started to move forward, but there was many crashes due to the horrendous conditions, and after 4 laps the race was red flagged and the clerk of the course took the ridiculous decision to say the positions at the end of lap 4 would be classed as a race result. The ACU handbook clearly states if a race has run less than two thirds distance, there must be a restart!
My final position I was credited with was 9th. Which also keeps me in 9th position in the British 1000 Superstock Championship.
It was thoroughly enjoyable working with such a professional team, and having a team mate as easy to get on with as the highly experienced Chris Walker.