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Wilwoods are undoubtedly lighter.

But they're also notorious for leaking, and having dust boot problems.
That's why I decided to go for an 11" OEM setup front and rear.

I got mine from Fastbrakes, and I'm extremely happy with my new toys.
I got the optional dual piston Legend brakes instead of the integra ones.

Granted, they're a bit heavy. But I can't say I really notice it over my VT 10.2" brakes. However, USDM brakes are PUNY...so you probably will notice a difference in rotational mass. Makes the car a bit more stable. I just got really lightweight wheels to compensate.
 

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I have a VT front brake setup, so on my car, the Legend calipers bolted right up.
The VT knuckles are similar to the Civic EX ones. So if you do that swap, you're set. They can be sourced down cheap.

Just go to the fastbrakes site, and look up the 11" front upgrade.
Or you can send Brian Hasty an email, and just tell him what you have, and what it is you want.
I ordered my set to my specific needs. With cryo treated rotors to further prevent warping. Altho I have to admit that they're overkill as it is, and it's very unlikely to warp them anyway.
I also got the stainless steel brake lines with it.

Since my car, just like the Si already had discs in the rear, I just ordered the 11" rear upgrade. I've seen integra-R calipers used on the back, but I thought that made the car way too twitchy in the back. The bigger rotors are mainly for visual purposes. Looks odd...huge in front, tiny in back.
But I do notice substantial more braking power in the back. Mostly due to pad/rotor composition I suspect.

The 5 lug setup is useless. It only reduces your choice in wheels. Fastbrakes has the 5 lug rotors redrilled to 4x100. And on some applications you can use VW corrado 11" rotors, that are 4x100 from factory. But that depends on the setup, and the caliper offset.
Mild modding may be needed...but I think recently Fastbrakes does that before sending it out. (I had a bit of an arguement with them about this, since they didn't do it for me)

Wheel wise, I just opted for a set of Rota slipstreams.
They're cheap and light. I don't care it's the real deal. I take them to the track...and I'd be screwed if I would bang up a real gramlight or volk wheel.

oh, I looked up the packing slip for you.
The entire setup...
-Front rotors
-Rear rotors
-Front calipers
-Rear calipers
-Brake lines
-bolts, nuts, misc stuff
Weighed in at 45 pounds, including box, packaging materials and instruction leaflets.
 

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NXS is the same process as the legend setup. Except 1 piston is slightly larger and they look silly on a CRX.

Anybody who doubts, I wish you could take a ride in my car.

Locking up wheels has NOTHING to do with braking power.
It's a lack of being able to transfer friction, and physically biting the pad into the rotor.

Bigger rotors means better friction distribution, better heat transfer, and less fading. The larger cycle time and greater rotational distance also have some interesting effects on stopping power.

Try to stop a turning CD putting your fnger on the middle. Now do the same on the outside.

Anyway, it's a whole different subject, and enough info to write a complete essay. Let me just say this.
On MY car I've had numerous different brake setups, on the same sets of wheels. And my current setup blows my mind.
 

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Yes, SiR are about the same (atleast bolt pattern wise) as integra brakes. (GSR)

About locking up the wheels;
I do not agree with downest.

Altho it's MUCH easier now to lock up the brakes if I'd want to, locking up does not represent the braking power a system has.

Small rotors tend to lock up faster, because the critical point of friction application is much lower. Even with power slots and better pads, you'll simply reach a point where the tiny brake cilinder, combined with the lower pad surface, will simply clamp on.

This is partly due to the pad simply tilting a bit.

I suggest reading up on the stop-tech website.
The "seat of your pants" method is deceiving sometimes.

I'm in the position where I can compare.
I had Bremboo slotted rotors and Ferodo DS2500 as OEM size. It was OK.
I did the VT front conversion with the same pads and disc types. MUCH better.
Now I have the powerslots and axxis pads, wich are similar, but huge.

MUUUUUCH better!
Per setup, stopping distance decreased drastically. And locking up or not has nothing to do with this. It's how much friction can you apply to a surface, without locking up the discs. Tire grip is related, but it's not solely dependant on it.
 

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Well the most important factor of smaller brakes locking up faster, is inaccurate power distribution.
There's less feel to them, the hydrolic pressure has less surface area to spread out over. So it's not just a matter of grip.

Seriously. www.stoptech.com

I love the look of the reversed calipers. There's another benefit to these. I've seen manufacturers incorporate air ducts in them to cool the brakes right at the source.
 

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Mine happen to be slotted and perforated.

However, the holes in mine are cast, and not drilled. (wich seems to help alot).

Yes, drilled rotors crack. But in the defense of the manufacturer, you're supposed to replace them more often anyway.

Holes in the discs are also there for weight purposes. I got that off some porsche perfornance page. I'm not sure how much of an advantage it gives the relatively small honda rotors.
 
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