Sold 2 pairs so far to RyanA & petwhookie
Thanks for the business I greatly apperciate it.

I have ONLY 1 PAIR left.... but still have 3 set of extra 23T brackets
Charlie Moua



1992 Legend calipers & 23T bracket for sale = $75
Comes with caliper bolt/pin set.
These are used but have been tested and work perfectly fine on my wife's 2001 CRV.


Price comparison at Autozone:
$7.00 - caliper bolt/pin
$94.99 - $52.99 each with $42.00 core credit ($94.99 no core credit)
$41.00 - each caliper bracket
Total = $202 with core credit ($285 with out core credit)


Again, I'm only selling them for $75.
You'll need new pads & rotors. I have them but rather not sell them because they can be purchased new for less that cost of shipping. LOL


Additional Info:
ITR, Legend, Vigor, CRV, Accord Wagon, V6 accord, H22 prelude = all have 17CL15VN.
These have a 57mm piston and take larger brake pads than the common Civic, Integra 16CL14VN piston (53mm piston).

Install on 88-00 civic non ex knuckle (will not work with HF knuckles):
1) Cannot keep 9.4" stock civic rotors. So upgrade from 9.4" rotors to 10.4" rotors. (Cannot use 11.1" rotors)
There are 2 ways to install the ITR calipers onto the 10.4 rotor.
A) Place washer in between hub & back side of rotor. Find 2mm flat washer that had 12.5mm(1/2") open diameter to slide over each wheel stud.
or
B) Take the 23T caliper bracket and mill off 2.5mm off the INSIDE of the bracket.

Install on Civic EX, EM1, All Integra (non ITR):
You can keep stock 10.4" rotors OR upgrade to 11.1" redrilled prelude vtec rotors.
Install choices is the same as A/B (above)


In each EF/EG/Integra FAQ form there are links to several of h-tech mebers how have done this. I've done the reasearch already and and spoken to many longtime members on the roadracing forms who have this same setup on their EF/EG/EK/DA/DC with no problems with unevel brake pad fade, unwanted viberation. What has happened is they are able to brake much later/deeper into the apex of turns.

I have many vouches & transactions on honda-tech.
I take paypal or MO.


Best- Charlie Moua

 

EK dx knuckle with 10.4" gsr rotors & ITR calipers

EF dx knuckle with 11.1" prelude rotors & ITR calipers

 

i thought the big brake upgrade was 2 piston calipers?

 

Well depends on what you call big brake.


All civic (non si/ex) have smallest calipers with 53mm piston
A pair of calipers with bracket is 15lbs.



Civic ex/si & all Integras (non ITR) have larger 57mm piston
A pair of calipers with brackets is 18lbs.



ITR/Legend calipers have 57mm piston but larger pad sweeping area.
A pair of calipers is 28lbs.



NSX/94-95 Legend GS have 2 smaller piston, but share the identical brake pad surface as ITR calipers. I have not weight them yet. but fairly sure they are about the same as reg Legend/ITR calipers.



If you had 1 civic calipers in one hand and ITR calipers in the other... your hand is definatly going to notice the 6.5lb difference.... lol


Also your going to be very suprized how hard your neck is going to snap forward during hard braking. I have a ef with gsr, nothing fancy but I can't count how many times i've easliy locked up by 14' hx rims with falken new falken tires. It happens with not very much effort.

At the track, swapped civics already have the disadvantage of lower displacement. It can be even more stressful at the track when your not able to enter into a corner as fast due to not being able to stop in a short distance like other cars which weigh even more.

For most Integra calipers will do, but for many honda guys at the track ITR calipers with good pads are the min.

Charlie Moua

 

I have a set off 1997 V6 accord, basically the same caliper
The bracket is just stamped 25T rather than 23T

 

* Dual piston legend calipers only came in 94-95 GS sedan. The calipers are also stamped as "17CL15VN" just like non dual piston, you have to look at the casting on the side to see. The brackets they come with are 28T.

* Dual piston size between 94-95 Legend GS and all-NSX very similar but NOT THE SAME.
- Legend GS dual piston size 40mm & 38mm
- NSX dual piston size 40mm & 36mm, but has cooling fins & bling'n "NSX" stamp on the caliper!

* Dual pistons legend/nsx calipers are directional as 40mm piston engages first applying greater force towards the front of the pad, which results in compromising the effectiveness of the 38/36mm piston that is to follow.



The # on the bracket refers to how many mm the rotor is.
Legend GS & NSX have 28mm thick rotors so their bracket say 28T.

So all brackets are interchangeable with the 17CL15VN caliper. But you'll want to match the BRACKET to which rotor you use.



So which is better ITR or 94-95 Legend GS or NSX? A lot of it what determines how hard a brake is able to apply force is the hydraulic principle.

Dual piston 94-95 Legend GS:
The piston area of the 38mm piston will be 1134 square millimeters
The piston area of the 42mm piston is 1385 square millimeters
Total = 2519 square millimeters of hydraulic pressure

Dual piston NSX
The piston area of the 36mm piston is 1017 square millimeters
The piston area of the 40mm piston is 1256 square millimeters
Total = 2273 square millimeters of hydraulic pressure

Single piston ITR:
The piston of the 57mm piston is 2550 square millimeters of of hydraulic pressure.



If it was just about PISTON hydraulic pressure,then ITR wins hands down because it applies more hydraulic pressure per square millimeters, next best would be the 94-95 Legend GS, then the NSX.

But there other things to factor into also such as:

- The main advantage of using the NSX braking system is the use of the larger rotor (28mm) vs the ITR rotor (23mm). You have a much better heat sink and thus better fade resistance/pad performance. Modulation is also better.

- With 2 pistons you are in theory utilizing more pad area more effectively which will then transfer into better stop power when it contacts the disc.

- The multiple piston setup provides more even clamping force over the entire area of the pad - and thus you get better pad wear/life too

- I think that the biggest issue here is heat and its effects. A larger pad has a greater ability to disperse heat than a smaller pad, and as such the temperature of the pad will not increase as much. Therefore, since its the heat that alters the physical characteristics of the pad (changes the coefficient of friction???) the larger pad will provide better braking than a smaller pad







So....despite the calculations of force applied the the back of the pad are correct. Thus on paper the ITR caliper design might be able to provide a higher total clamping force - but once you take into account the other things - this advantage becomes moot. The engineers are smart. If the pistons were a little bigger you'd probably flip the car when it stops, or end up breaking steering components.



Nuff said...- Charlie Moua