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Welcome Ceramic Disc Tech Rotors

Marc0779

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#41
We believe that for the typical Hellcat driver that there will not be any issue with DD.

With that said, we have seen Hellcats with rustic wraps, mud tires and literally being driven in the sand off-road. We've seen Charger HCs doing donuts in 12" of snow in elevated parking lots, and even a Demon doing 0-60 videos in the snow as well (much love). So with that said, if this is someone's choice of driving, CDT Rotors might not be the best choice for those owners.

In design there is always give and take, and if CDT gave up something, it was tolerance for exposure to extreme debris.

Look at the vents in the O.E. rotor, you could pass a truck through there. There are two reasons for this, mass and, in our view, a silly need to accept debris that cars like this never (almost) see.

Many Hellcat owners don't let their cars see rain, nevermind mud, gravel, sand or salt.

Our rotors are specifically designed for, and intended for performance driving, whether it be 1320' at a time, or road courses.

When you see the actual design for the first time, we think you'll be impressed and you'll understand.
Any plans on making demon sized front rotors?
 

Mean Cat

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#42
Any plans on making demon sized front rotors?
I assume Demon rotors fit on Hellcats ? …. & those would be even lighter because their smaller ?
 

Marc0779

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#43
I assume Demon rotors fit on Hellcats ? …. & those would be even lighter because their smaller ?
Yes 4 piston for demons
 

Mean Cat

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#44

Marc0779

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#45

Mean Cat

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#46
I dont think it will but not sure
OK , I wonder what the weight difference is between Demon & Hellcat rotors ? … maybe 5 or 10 pounds ?
I never gave this a thought , about Demon rotors.
 

CDT Rotors

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#47
Any plans on making demon sized front rotors?

Once the development on the 390 * 34 rotor is complete, we will add other FCA p/ns as demand dictates.

From there we will expand to other manufacturers (GM/Ford etc).

Regarding the question of mass, while there are other considerations for each design, a rule of thumb is that the CDT rotor will be 1/3 that of the O.E. rotor (assuming an initial cast iron design). Keep in mind that the hat (actually "bell") will not fundamentally change mass, only the rotor.

So yes, a smaller dia rotor will be even lighter.

One exciting aspect of CDT rotors is a limited ability to customize rotors, but more on this later.
 
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#48
Any new news? I know you said you were working on the HC rotors first but I could sure use a couple of sets for a Demon. If memory serves me, it’s the same size 4 piston setup on the Scat Packs and SRT 8’s, and there’s a whole lot of those around that could definitely benefit from your rotors. Just sayin
 

SunnyS

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#49
Yes I am in
 
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#50
Any new news? I know you said you were working on the HC rotors first but I could sure use a couple of sets for a Demon. If memory serves me, it’s the same size 4 piston setup on the Scat Packs and SRT 8’s, and there’s a whole lot of those around that could definitely benefit from your rotors. Just sayin

Because we are using a very unique alloy, we are doing a full round of friction material (pad) testing. The latest round of testing came back last month, and while the results were positive, they left room for improvement.

Unlike CF rotors that require not only very specialized buy limited friction materials, we are working on demonstrating compatibility with a wider range of materials.

This will enable the end user to have greater range of options, and we strongly feel that this is key to market acceptance and integration. This is, in part, why CF rotors aren't more widely adapted.

Some might ask why not release the rotors with only one option for friction material. If this were cast iron, that might be a path forward. But because our alloy is unique, the rotor design relies on the friction material, the friction material relies on the design. It's an iterative and circular issue, one feeds on the other, and they need to balance so to speak.

And aside from where you stand on the CV-19, the bottom line is that the practical impact it has had on the 3rd party testing facilities in Detroit where we are validating various aspects has had a significant impact on what is already a slow process.

The overall situation weighs heavily on us. The lessons learned are that our enthusiasm for the project and its impact on the performance world, starting right here with our favorite car, shouldn't affect good business planning. Making announcements early (cart before the horse) wasn't the best choice we could have made. The path forward that we laid out at the beginning of the year had us making validation announcements in May. Those would have led into more announcements later in the year. We can't get into all of the details, but the domino affect is more significant than could have been reasonably planned for.

=============

The Good News.

We are moving forward! The design(s), the alloy, and eventually all of the planned friction materials STILL look good!

As promised, the news breaks here, right here, first!

Drive Safe!
 

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