Ditto for the rotors, but Mintex Red Box for pads.
Love it.

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2007 C 230 Sport.

on my 560SEL brake upgrade I have Zimmermann (xdrilled) cast? (possibly) rotors, and OE mercedesbenz brake pads.

Does anyone know if my rotors are cast or drilled? I bought them because they looked cool!

I could understand how brembo would be pissed if someone drilled their rotors, etc.

__________________
Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

From my understanding,all Zimmerman rotors are (Cast) with holes which leads to a much longer life of the rotor.

__________________
1999 C280 Sport, 1967 911s Porsche

Yes, Zimmerman's are cast.
When you get them brand new, have a look at the holes.
No drill marks there.

__________________
2007 C 230 Sport.

You are right, I looked at mine tonight, the chamfers are even cast.

__________________
Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

Do rotors have to be cryogenically treated before they are used? My rotors have less than 1000 miles on them.

__________________
Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

Unless you are racing, or plan to abuse your brakes, I would not bother with it.

__________________
2007 C 230 Sport.

I cryo'd/frozen a pair of ATE PowerDiscs for the pre-1994 500E and a pair of Zimmerman rotors for the 1994 E500 (aka, 600SL rotors), and both are wearing very well with aggressive city driving with both Textar and Poterfield RS4 pads.

Cross-drilled is only needed for lighter-weight in the rotor. Again, you only want "cast" cross-drilled rotors.

BTW: Porterfield verified that "outgassing" doesn't happen anymore. Go with a solid-disc, esp. cryo'd.

Cross-drilled sure looks cool though. . .

:-) neil

Brembo's and Porsche rotors are cast with the holes already in place. Brembo does not make any components for Porsche, Porsche manufactures all of their components in-house.

You would think that these would be a solid reliable choice, well maybe they are for street use but on the track, all of the Porsche teams have stopped using OE Porsche cast holed rotors and are now using solid rotors.

Even the cast holed rotors are cracking in track use.

__________________
1993 500E
http://2phast.com/500e/500e-sig.jpg

aka "perforated"

__________________
'94 W124.036 249/040 leder; 8.25x17 EvoIIs
'93 W124.036 199/040 leder; 8.25x17 EvoIIs, up in flames...LITERALLY!
'93 W124.036 481/040 leder; euro delivery; 8.25x17 EvoIIs
'88 R107.048 441/409 leder; Euro lights
'87 W201.034 199/040 leder; Euro lights; EvoII brakes; 8x16 EvoIs - soon: 500E rear brakes
'70 R113.044 050/526; factory alloys; Euro lights

It seems like there is a gap in the English language for cast cross drilled rotors...Ill see what it is in German.

So the best thing is to CRYO Solid rotors, good to know.

But can rotors be cryoed after they have been driven used for 1000 miles.

Rotors with casted holes look cool!

Thanks again,

__________________
Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

According to the Fountainhead's website no, because stress-cracks could have already developed, and cryo would only make them come out more.

:-) neil

If that was the case...then why would they cryo engine blocks and transmission parts. I would think that it would be the same problem.

Puzzled...

__________________
Current Stable:
1994 S500 v140, 210k miles, white with grey.

Former Mercedes in the Stable:
1983 300CD Turbo diesel 515k mi sold (rumor has it, that it has 750k miles on it now)
1984 300CD Turbo Diesel 150 k mi sold
1982 300D Turbo Diesel 225 sold
1987 300D Turbo Diesel 255k mi sold
1988 300 CE AMG Hammer 15k mi sold
1986 "300E" Amg Hammer 88k mi sold (it was really a 200, not even an E (124.020)
1992 500E 156k mi sold
etc.

All parts can benifit from cryotreating. The earlier the part is treated, the better.

As stated before, cryotreating cannot fix micro stress cracks that have already begun, but it can slow down the rate of further cracking.

Ideally, the part should be cryotreated before any machining is done on it.

So to answer this question, you can cryogenically treat used parts, but you will not see the same amount of benifit as you would, if the rotors had been treated when they were new.

__________________
George Carstens

Cryogenic, Ion Beam, Shot peening, and anealling are all very helpful metal treatment processes but any time there are edges and diffrences in density (holes in metal) accross a surface it will be more suseptable to damage from stress risers. These are both thermally and mechanically induced shear stress accross the face of the rotor. Chamfering the holes attempts to disperse the heat loading during the transition in the rotor face rather than have a 90 degree transition. Also chamfering reduces surface area under the brake pad in addition to the loss in hole surface.

Not every vehicle or application is the same. A braking system that is well engineered as a system will lend itself to better performance for the target application. Replacing unmatched components will place you in the engineering seat and you will have to take the same risks when you change a component of an engineered set whether OEM or aftermarket.

In summary, do what works for you, whether you application demand is over all reliability, asthetics, performance, or racing.

etc, etc, etc.....

BTW, Hi George, haven't heard from you in a while on the 190REV forum.