1. Trox Driver Sdtx40
2. Tarox Driver Download

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• Professional drivers have spent much of their lives at circuits. They’re highly trained, do a lot of practice and have normally been racing it since they were very young. These guys have completed hundreds of hours at the wheel, often repeating unexciting long-run tests where their every action is monitored by sophisticated telemetry.

TAROX Sport Compact brake kits take everything we have learnt in a 40 year history, transfers it, shrinks it, engineers it into something more compact and more accessible. With the Sport Compact kit we set out to engineer the full TAROX experience just in a more economical way. Bundled Drivers Available. All the latest Windows 10, 64-bit. drivers from the list below are available for your Intel® NUC Kit DN2820FYKH are available in a single download (Last updated; 728.48 MB). TAROX brake kits are always tailored to the vehicle, offering drivers improved braking across all aspects of driving while maintaining a firm usable pedal. It’s hard to imagine a tuning and modified car scene without big brake kits, but in 1990 there wasn’t.

TAR-OXBRAKE DISCS

Mr. Taroni, widely known throughout Italy as the specialist of braking science, has devoted almost 40 years of his life to research and develop the ideal 'brake'. TAR-OX is an Italian brake company that has been established since 1940. The quality of their products are well-known and has been involved in the racing scene like the F1 and the European Touring Car Championship. You can find out more about the company and their products at www.tarox.com

Braking surface of TAR-OX discs are obtained from iron castings produced by ISO9000 and TUVcertified specialist foundries.

Each casting is subjected to stringent quality controls, including sample testing, to avoid potential problems due to internal and external blowholes, cold shots, sand inclusions and other defects

Different types of cast iron are selected depending on the final use of the discs so that it can be chosen to put the emphasis either on strength rather than lightness, especially if the brake discs are used in competition.

All the blank castings are subjected to structural stress relieving heat treatment at the end of each machining phase. It is this process which underpins the quality of TAR-OX brake discs.Facing is performed on CNC turning machines or on traditional parallel lathes for small production lots.

Another distinguishing feature of TAR-OX brake discs is their perfectly level surface machined to a tolerance approaching 0.015mm, achieved during the final finishing of the braking surfaces on grinding machines; each disc is ground individually in what is still a manual process.TAR-OX brake discs are immediately recognisable above all for the machining of the braking surface.

TAR-OX G88 DISC

TAR-OX SPORT JAPAN DISC

Trox Driver Sdtx40

TAR-OX MONZA DISC

The 4 grooves machined onto the braking surface of the discs deglaze the pads while the drilled holes remove heat from the discs, allowing the discs to run cooler. Designed for the hot hatches market where looks, performance and value for money are important factors. The TAR-OXMonza range provides the usual TAR-OX quality and good looks with a price to suit everyone's budget.

TAR-OXCALIPERS AND BRAKE KITS

At the start of 1993 the new 6-pot calliper was designed and manufactured. Thanks to the various adapting mounting brackets the TAR-OX caliper can be installed on the car without any major modifications thus allowing the use of thicker and larger discs than the original ones.

Although the new TAR-OX 6-pot caliper system was originally designed for competition use it also delivered surprising performances and smooth braking when used on everyday road use vehicles. In the following years the brake conversion kit application list soared: it included 100 cars in 1997, 200 cars in 1999 and nearly 500 cars by the end of 2002.

Besides having nearly 500 different applications of TAR-OX caliper kits, TAR-OX also offers a smaller B28 6-pot caliper upgrade. This B28 caliper has been designed to be used with the car's original discs for a powerful and yet economical upgrade, with wheels of 15'+ diameter.

4-Pot Brake Caliper Kit

The TAR-OX4-Pot caliper brake system is recommended for light cars under 700kg with wheelssmaller than 14”. Particularly suitable for cars like the 'old' Mini Cooper.

6-Pot Brake Caliper Kit

Fitting a TAR-OX upgrade kit will give you amazing braking performance and total confidence. By matching six piston calipers to the discs, problems such as disc failure, deformation and vibration are eliminated . TAR-OX offer a variety of calipers to suit various applications and customer requirements. The diameter of the pistons in the calipers are specific to each application to take into account the car's master cylinder.
Each kit contains 2 six pistons brake calipers, 2 brake discs including alloy bells, 2 adaptor clamps, 1 set of brake pads and 1 set of brake lines
The conversion kits are available with the spiral grooved F2000 discs as standard or with Sport Japan Plus or D95 discs as an option.

10-Pot Brake Caliper Kit

12-Pot B350 Brake Caliper Kit

TAR-OXBRAKE PADS

Thesepads are ideal for fast road use and every day driving. They work from cold andprovide immediate response withoutpre-heating like an O.E pad but at the same time offer a higher coefficient offriction for improved braking power, improved resistance to high temperaturesand a longer service life than O.E materials. Provides excellent pedal feel andallows full control over braking for the driver.

Ableto withstand temperatures of up to 600°Cthispad has an optimum temperature range of 150°C to 200°C, for best results donot exceed disc temperature of app. 400°C.

m_Hot= 0,38

m_Typical= 0,35

• Low noise in most driving conditions
• Low disc wear
• Available for most applications
• Gives a good pedal feel

Rallye(.113)

Thesepads are designed specifically for fast road use. They are perfectly suited tospirited driving on B-roads and country lanes. As with the Strada pad, they workvirtually from cold but at the sametime they offer a higher coefficient of friction for superior braking power.Unlike many uprated pads which are either on or off, these pads offer a moreprogressive feel which allows the driver to have constant control over thebraking effort of the vehicle.

Ableto withstand temperatures of up to 700°Cthispad has an optimum temperature range of 200°C to 300°C, for best results donot exceed disc temperature of app. 500°C.

m_Hot= 0,40

m_Typical= 0,35

• Low noise in most driving conditions although can be slightly noisy at low speeds
• Low disc wear
• Available for most performance car applications
• Gives a good, progressive pedal feel

Likethe Rallye pad these pads are ideal for fast road use, but also offer excellentperformance for light track day use. As with the Rallye compound, the Rallye+works virtually from cold but has a slightly higher coefficient of friction andwider optimum operating temperature which makes it ideal for light track use inmost small performance cars and hot hatches. Gives a very responsive pedal feeldue to the low compressibility level. Will withstand high brake disctemperatures due to heat treating of the pad surface. The Rallye+ pad alsofeatures film transfer technology which prolongs disc and pad life.

Ableto withstand temperatures of up to 750°Cthispad has an optimum temperature range of 200°C to 350°C, for best results donot exceed disc temperature of app. 550°C.

m_Hot= 0,41

m_Typical= 0,35

• Pad surface is heat treated, which helps reduce brake fade
• Low disc wear
• Will generate a Transfer Film on the disc surface when running hot
• Available for selected applications
• Low noise in most driving conditions although can be slightly noisy at low speeds
• Gives a good pedal feel

Corsa(.114)

TheCorsa pad is a great all – round pad, although primarily intended for race andtrack day use the pads can also be used to great effect for fast road use .Corsa pads are effective from cold and therefore give maximum performance at alltemperatures. The high coefficient of friction gives plenty of pedal feel andmassive amounts of bite, yet they are not hard on discs like some track typepads.

Ableto withstand temperatures of up to 800°Cthispad has an optimum temperature range of 200°C to 400°C, for best results donot exceed disc temperature of app. 600°C.

m_Hot= 0,47

m_Typical= 0,43

• Low disc wear
• Available for selected performance applications
• Low noise in most driving conditions although can be slightly noisy at low speeds
• Gives a good pedal feel

Theultimate street usable pad in the Tarox range, designed with very fast road andhard track use in mind. These pads perform best when warmed up, but still offerbraking power when cold. Can be slightly noisy in certain applications if usedon the street at low speed. This compound can withstand near race conditions interms of brake disc temperature. Has a very responsive pedal feel due to evenlower compressibility but it still gives plenty of control to the driver.

Ableto withstand temperatures of up to 900°Cthispad has an optimum temperature range of 250°C to 550°C, for best results donot exceed disc temperature of app. 700°C

m_Hot= 0,48

m_Typical= 0,36

• Pad surface is heat treated, which helps reduce brake fade
• Low disc wear
• Will generate a Transfer Film on the disc surface when running hot
• If used for street use, the pads are equipped with anti noise shims in line to OE, where applicable
• Available for certain specially selected applications

Formulatedfor fast road use with the Tarox Metal-Ceramic discs, but also a very effectiveracecompound for use on regularcast discs. They give a very hard, racecar style pedal feel due to the verylowest compressibility level and although these pads are race orientated theystill give the driver full control over braking effort.

Ableto withstand temperatures of over 900°Cthispad has an optimum temperature range of 350°C to 650°C, for best results donot exceed disc temperature of app. 800°C.

Tarox Driver Download

m_Hot= 0,53

m_Typical= 0,46

• Long pad and disc lifetime, even under racing conditions.
• Good initial bite and very consistent performance when heated
• Firm pedal feel due to very low compressibility level.
• Recommended for track use on cars equipped with Tarox 6/10 pot calipers
• Available for certain specially selected applications

Racing (.601)

Suitablefor race use. This is the material to use for pure racing. It will however givesuperior performance for road use when combined with Tarox Metal-Ceramic discs.Very hard pedal feel due to a low compressibility level. Has a superior releasecharacteristic compared to other race materials making it easier to modulate.Will generate a transfer film when used hard on track.

Ableto withstand temperatures of over 900°Cthispad has an optimum temperature range of 300°C to 700°C, for best results donot exceed disc temperature of app. 800°C.

m_Hot= 0,53

m_Typical= 0,47

• Pad surface is heat treated, which helps reduce brake fade
• Long pad and disc lifetime, even under racing conditions, due to Transfer Film Technology.
• High initial bite and very consistent performance lap after lap.
• Firm pedal feel due to very low compressibility level.

Are you making these eight, common mistakes when driving on track?

Driving your street car on a the track can be one of the most fun and rewarding things you’ll ever experience, but get it wrong and things can quickly turn sour. Here are eight common mistakes you should avoid on track…

1 – Trying to compete with pro drivers

Professional drivers have spent much of their lives at circuits. They’re highly trained, do a lot of practice and have normally been racing it since they were very young. These guys have completed hundreds of hours at the wheel, often repeating unexciting long-run tests where their every action is monitored by sophisticated telemetry.

Therefore driving like a professional is not something you can learn on a Sunday afternoon at Button Willow. Pro drivers use the car differently; their speed comes from a smoothness, which makes driving look easy; they understand the limits of the car and track, and will put much less strain on mechanical parts – even though they are inevitably going faster than everyone else. Don’t try and compete with these guys.

2 – Over estimating your car’s capability

Unless you’ve been given a tour of a competition vehicle by a race car engineer, it can be hard to fully understand that road and race cars are very different machines. Both vehicles are designed and built for a set purpose, which means that unless you’re lucky enough to own something track-focused like a Porsche GT3 RS, your road car isn’t going to handle lap after lap of extreme use.

Modifying the suspension, brakes and tires obviously helps combat some of the stress a track environment creates, but there’s one factor that makes the biggest difference – weight. A TCR spec Honda Civic Type R, for example, is around 500 lbs lighter than the street version, which has a big impact on the rate of tire and brake wear.

It’s also easy to forget that professionally maintained race cars are stripped down after each event to check all the components for wear and fatigue. Braking components are carefully monitored, mileage recorded, and worn out components replaced. If a team on a budget finds some cracks in a brake rotor, they use them for free practice only. A works team, will simply throw it in the trash. This ensures competition cars are always at the peak of performance; the same cannot be said of your average street car.

3 – Overconfidence

We all remember our first driving lessons when controlling the car is a completely new experience. However, after a few years it’s easy to start thinking you’re the next Dale Earnhardt. Realistically, very few of us are as good as an average racing driver, let alone a champion, so it’s highly recommended to get some professional instruction. If you’re planning to take your car on track, the benefits of a performance driving course are significant. Learning how to control the car on reduced grip surfaces will ultimately lead to a better understanding about a vehicle’s dynamics. This will translate to a smoother driving style and quicker lap times, while also placing less stress on critical components.

4 – The wrong brake pads

Does the perfect all round brake pad exist? No, not really. There are good all-round pads available; the TAROX Corsa is a great example, but it isn’t perfect for everything. The problem is that the perfect pad for the track is unsuitable for road use, and, in most cases, actually illegal. Likewise the perfect fast-road brake pad, which will work well from cold, cannot cope with the temperatures generated on track and will wear out very quickly; it’s been known for people to be stranded at a circuit as they literally have no brakes left after a track day.

Our advice would be to use a pad like the TAROX Strada for general fast-road use and take a set of TAROX Competitzione pads with you to the track. Just be mindful that a lot of racing pads can deposit on the brake rotor under heavy use. Be sure to follow the manufacturers’ guidelines when bedding in. Misuse of racing pads can be detrimental to rotor life. Remember: never use new pads on old rotors, as performance and safety will be severely affected.

5 – Resting your foot on the brake pedal

Here’s a typical situation: the red flag is out, so you drive into pit road and patiently wait for the track to re-open, with your foot resting on the brake pedal. This apparently innocent action causes the thermal print of the brake pad, which is at track temperature, to begin a bonding process to the rotor braking surface. This is the quickest way to achieve brake pad transfer and even thermal cracking.

Brake pad transfer will cause areas of the affected brake rotor to have high spots, which will ultimately result in a vibration, usually felt through the steering, and almost always wrongly diagnosed as a warped rotor. The problem can be easily solved by skimming the rotors yet, if you understand it beforehand, you can avoid this by not sitting on the brake pedal after a fast lap. It’s for the same reason that you should leave the handbrake off after a session. Be aware that because this is not a manufacturing fault of either the brake pad or brake rotor supplier, no warranty claims can be made.

6 – Believing higher DOT fluid is better for track

DOT3, DOT4, DOT5 and DOT5.1 are standards adopted by our Department of Transport. Their designation is linked to their minimum performance, rather than a numerical ranking, and one DOT grade may cover a wide performance range. For example, DOT 4 brake fluid boiling points will range from a minimum of 450°F to over 570°F. DOT 5.1 fluids have mid-range boiling points – a figure of around 520°F being typical – and their main advantage is in the improved low-temperature viscosity, which is only relevant in very cold climates.

Much of the research into developing the performance of brake fluid is focusing on DOT4, which some companies refer to as ‘Super DOT4’. DOT4 is what most European auto manufacturers recommend, so it’s possible with a fluid like TAROX RoadRace, to have a fluid that’s not only compatible with a manufacturer’s warranty guidelines, but that also has a higher boiling point than many DOT5.1 race fluid.

When choosing a brake fluid you should select one with a high boiling temperature that is retained through its service. Brake fluids are hygroscopic – that is they slowly absorb water when exposed to the atmosphere, which can significantly reduce their boiling point. The so-called “wet” boiling point test is designed to give a measure of how well the boiling point will be retained in service. Some performance brake fluids have a very high boiling point, but this may deteriorate rapidly and need to be replaced more often. So, if you do not want to be constantly topping up the brake fluid, finding a compromise is recommended. Just remember: when changing brake fluid, never drain the system completely, as this will allow air into the system which may be very difficult to remove. Instead, make sure the reservoir is kept topped up as bleeding proceeds.

7 – Relying on your warranty

Unless you have specialist track day insurance, if something happens while you’re on track, then it’s your problem. From expensive barrier repair bills at the Nürburgring Nordschleife, to engine failure, clubman racing and track days can prove expensive. The fact is warranties that apply for cars used on the road are not applicable on the track, whether this be from the OE manufacturer or the aftermarket. Manufacturers often state that their parts work well in a track environment (we ourselves claim the F2000 brake rotor performs great on track). This isn’t a validation of a warranty for track use – no part ever comes with a racing or track warranty. If a part performs well in a racing environment and has less failures than a competitor’s product, this is what a team will choose – not because they are refunded or compensated for the part. Track and racing environments will highlight quality and establish reputations.

8 – Not checking your car after a session

Driving on track will subject a road car to an incredible amount of stress, which most of its components weren’t designed to cope with. So it’s a bad idea to drive back home from the circuit and forget about it until the next time you hit the track. We’ve mentioned how race cars are fastidiously stripped down and thoroughly checked to make sure that the components are working properly and are effective for the next race meeting. Likewise each car used on track should be checked, especially the essential brake components. Rotors should be checked for uneven wear or signs of fatigue, pads for a sufficient level of friction material, hoses for adequate free play and interference with suspension.

Unless you’re a very competent home mechanic, it is highly recommended that a professional takes care of all braking related maintenance and servicing.