Fixing the DC2 Acura Integra’s Crappy Stock Brakes!
The Aerorotor’s alloy hat stands off from the rotor on these pillars that are also designed to pump air between the hat and the rotor itself. This helps keeps heat out of the hub.

The Aerorotor is also fully floating. Special shouldered bolts allow for about 0.012″ of an inch free float between the hat and the rotor friction ring. This helps prevent cone-like distortion under the heat of hard use like conventional one-piece rotors experience.  Floating the rotor also helps reduce caliper piston knockback which can cause an intermittent soft pedal caused by free play in the hub or heat-related warpage of the rotor friction ring itself.

To prevent the rotor from rattling around on the shoulder bolts, special conical Inconel washers give the rotor a little preload while still allowing the all-important float.

The Stoptech STR42 caliper starts off as an ST42 forging and is FEA analyzed and CNC milled to reduce weight while not giving up any stiffness

The STR42 caliper weighs 3.3 lbs vs the stock calipers 9 lbs.  This is a significant reduction of unsprung weight! After CNC milling, the caliper is then hard anodized for corrosion and heat resistance, it won’t burn off like regular powder coating.  Stoptech calipers come with many different pistons sizes so that the OEM hydraulic proportioning can be maintained for perfect brake balance and identical to OEM ABS operation.

A lot of aftermarket big brake kits seem to have too much front brake bias and long mushy pedals, not so for Stoptech!  Stoptech’s ability to finely tune piston size is what makes Stoptech among the best brake systems for the stock hydraulic and electronic systems of any big brake upgrades.

The Stoptech caliper was designed for long street use life as well as durability on the race track.

Since this is a racing use kit, the Stoptech caliper doesn’t have dust boots like most Stoptech calipers which is ok if you service the calipers all the time which is normal for a race car. They don’t have dust boots because they tend to burn up under track conditions. Stoptech caliper seals are back from the face of the piston so they are not directly exposed to as much abrasive brake dust as normal so they are still long lasting.

You can see a lot of the CNC machined pockets to reduce weight here on the bottom of the caliper.


  1. Curious if you have any issues with proportioning now. I am running the same kit on my 2000 Civic DX hatchback. I had horrible pedal feel so I installed an Integra type-r 1″ brake master cylinder. Now the pedal feels great but the rear brakes lock up before the fronts which is obviously horrible for lap times. Could it be my stock drums in the rear causing this issue? Wondering if I need to convert the rears to disks or get an adjustable proportioning valve.

    1. On your car, drum brakes are self-energizing (the shoes wedge in place on initial application) so the proportioning valve in the ITR M/C sends a lot more pressure to the rear brakes than what drums need. Converting to rear discs should clear it up.

  2. Great write-up! The breaks on my old GSR were great for street use but, even on long trips, would get soft when they heated up. I know, back in the day, that quite a few Civic owners would seek out stock GSR calipers to swap in.

  3. ugh… my number one complaint about wilwoods is that they don’t use banjo bolts for the brake lines… and here is stoptech copying them… why are the stupid ideas the ones that get copied? google copied apple with the whole ditching the headphone jack, and now stoptech is copying wilwood ditching banjo bolts

    1. but but… oem’s use banjo fittings… and at least you can orient them so they’re pointed the way they need to me… these stupid angled fittings are either too tight, too loose, or pointed the wrong way…

      and really? You’ve seen banjo’s break? I mean granted you’re around a lot more race cars than I am, but the main reason I hate these angled fittings is cause I feel like they’re gonna snap on me at any moment…

          1. I broke them, apparently by over tightening trying to get the copper crush washers to seat and quit leaking brake fluid. I have done this twice and was surprised about how little force it took.

    1. The part number for this specific kit is 87.057.8P00.R1.

      You can follow the links to StopTech’s web site to look for more info or an authorized retailer.

  4. Unless you are running a good hybrid pad i think you need to go pretty massive on your breaks before a stock pad can keep up to any kind of tracking greater than 3 laps.

    Pads are huge! They can make stock braking systems work on track as long as your fluid is up to snuff. I have seen a few occasions where people have blamed brake issues on boiling fluid when in reality it was the street pads turning into so much hot dust and gas. The lower offgassing temperature pad components tends to give up the ghost and then you get a soft compressible layer of remaining pad material. Fixed with a proper pad.

    1. I totally agree with you that race pads can make stock brakes trackable but pads that will make stock brake systems fade resistant under track conditions are not even close to being streetable. They won’t form a transfer film at low street temperatures and will quickly eat up the rotors, sometimes in just a few hundred miles. They will also be super noisy and dusty on the street.

    2. in addition to what Mike said, pads and rotors will also last considerably longer with a BBK cause of how much better the cooling is, although these rotors are only 22mm thick so cooling might not be a huge advantage… and you’ll have better pedal feel when things get hot cause a fixed opposed piston caliper doesn’t flex anywhere near as much as sliding caliper does

  5. Just wondering how is the wheel clearance with the stoptech bbk and various 15in wheel offsets? Would the stock 15×6 wheels clear?

    The kit looks similar to the fast brakes kit for SCCA STL hondas.

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