Easy product returns
You can return the product without providing a reason within 14 days.
For: Subaru Impreza WRX STi 2001-2014, WRX STi 2015-, Honda Civic Type R 2.0 Turbo (FK2, FK8), Mitsubishi Lancer Evo IV, V, VI, VII, VIII, IX, X
In its third year of use the Orangestuff compound has proved to be a great solution for medium/longer duration race use than its famous stable-mate the Yellowstuff brake pad grade which are a great brake pad for Trackday driving.
- Fast bed in due to factory pre-scorched surfaces
- Huge friction level
- Stable at highest temperatures
- Reduced rotor/disc damage
- Effective from cold making this material street usable
Following on from the huge success of the new EBC Bluestuff NDX range, customer demand has indicated the need for a more aggressive full race material for track only use that is not required to bring a vehicle to rest (which Bluestuff NDX was specifically designed to do) and this has led to the development of the orange grade material. The material will be dusty and slightly more aggressive on brake rotors (such as EBC Blade Brake Disc rotors) which is the trade off when using a full race pad and cannot be avoided.
The range of pads available in Orangestuff will be announced soon but similar to the Bluestuff NDX range and available for all faster street based caliper designs and aftermarket race calipers.
If you wish to drive your car to the track and race it, you cannot use Orangestuff. It is not European street legal or safe and likely never will be ECE R 90 street legal . Even in countries where there is no such consideration of ECE R 90 (a European brake safety regulation) Orange grade is NOT designed for highway style driving and is more designed to scrub off speed on track use. Orange is a track only material.
On the contrary Bluestuff is a material capable of track use on most vehicles. The different in the compounds is immense. Bluestuff may work great on better designed calipers on the track but the fastest cars on Street design calipers may push blue beyond its limits due to reduced cooling, reduced pad release and smaller rotor diameters associated with a standard set up.
Although a pre scorched pad some bedding in is still advisable.If this were a street legal pad, some earlier driving on the street to fully bed the pads in geometrically to your discs would be good and finish the heat cure in the pad. Steady braking with stops from 60 to 30 MPH for roughly 15 cycles would help a lot for the first bedding followed by 4-6 heavier stops to really get some heat into the pads.The pads MUST be allowed to cool fully preferably overnight.In Race bedding – After fitting to decent condition discs (read note below) , drive two laps at moderate speed, braking intermittently.Then drive two more laps with heavier braking , coasting to a stop and allow pads to fully cool.
Is important, an off-flat or ribbed and grooved rotor will treble bed in times for street or track use, this is a harder and more durable pad and rotors should be in almost dead flat condition. If you need to have your rotors skimmed we recommend only the very praiseworthy on car brake lathes from Pro Cut.
There are many excellent pads out there that work by surface coating discs with a carbon deposit film. Those types of pads actually brake on the deposit film and work by a transfer method back and forth between the pad and rotor surface film. That is not how the new EBC Orange pad material works and all traces of glaze or film deposited by carbon based pads must be removed by either having the discs Pro Cut skimmed or scrubbing the disc surface with fine abrasive paper to break down the surface film.
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