Go to the buffet table one too many times and you're likely to be the slowest one on the team. The same holds true for your race car; carry too much weight in the wrong place, and chances are you'll be slower than a 602 crate motor at a World of Outlaws race.
When we set out to build Project DLM, one thing we wanted to do was minimize the weight in certain areas of the car. We realized that one primary area that needed attention was the wheel assembly. The car had the original hubs, rotors, calipers, and wheels from when it was built in 2002. Seven years is a long time in the race parts business and with companies coming out with new products every year, we knew that the stuff we had on the car was outdated, with a capital O.
As a side note, cutting weight out of the wheel assembly also happens to be one of the easier areas to save some pounds because you're literally swapping out one product for another.
Check out the unique five star design of Winters Performance's new 007 hub.
Hubs Our first stop was the hubs. Hubs are one of the biggest weight hogs on a wheel assembly. So you want to pay careful attention to your choice. Be sure it's correct for your racing application. We heard about a new type of Wide 5 hub from Winters Performance that we just had to get our hands on. Not even a year on the market when the UPS man dropped them off at our Tampa, FL, shop, the 007 hubs are being billed as the ultimate hub by many of their dealers. The 007 brings an innovative design to the Wide 5 hub market. These lightweight magnesium hubs reduce rolling resistance by using ball type bearings and oil instead of grease. That's right folks these hubs are filled with Mobil 1 80-90w gear oil as opposed to typical bearing grease.
The 007 hubs include drilled studs, an aluminum drive flange, lug nuts, seals and bearings. Because of the design, and the fact that they're magnesium, these hubs are exceptionally strong and exceptionally light.
A close-up look reveals the ball type bearings used in the 007 hub. Instead of traditional
Rotors Stop number two was the rotors. Rotors are perhaps the second and, in some cases, the first heaviest component of your assembly. They're also an area that you need to pay particular attention to; rotors, and the soon-to-be discussed calipers, need to work in sync with one another. We chose AFCO rotors and calipers to put on the car. More on the calipers in a minute, but the rotors are designed using premium grade alloys, to deliver superb thermal shock stability.
AFCO's rotors are machined and Blanchard ground. Blanchard grinding uses a special machine where the grinding wheel is mounted on a vertical spindle, and moves in a direction counter to the rotation of the magnetic chuck. The process leaves a specific finish pattern on the surface and boasts tolerances that can be as little as one-thousandth of an inch, ensuring a precisely flat finish. This is critical in brake rotors since a warped or uneven rotor will adversely impact its ability to stop the car. By the way, Blanchard grinding gets its name from the Blanchard Machine Company, a specialist in rotary grinding machines. In addition to the weight-saving drilled designed, the placement of the vanes is designed for high volume cooling.
Calipers In order to match up with our AFCO rotors, we went with AFCO's F88i calipers. These calipers are machined out of 6061-T6 billet aluminum making them exceptionally strong. AFCO also machined lightening pockets inside the caliper for maximum weight reduction without sacrificing rigidity.
The new rotors from AFCO are drilled to minimize weight. The vanes are designed specifical
Our old rotor and hub assembly weighed in just a hair under 20 pounds without the calipers
AFCO's F88i calipers are machined out of 6061-T6 billet aluminum, making them exceptionall