Although some brake system upgrades can be costly, you don’t always have to drop big bucks to significantly improve your vehicle’s stopping power. As Baer’s new Big Claw brake systems have shown in testing, shorter stopping distances, better fade resistance, enhanced pedal feel, and improved appearance can be had while still utilizing the majority of the vehicle’s factory-supplied components.
“The Big Claw concept actually dates back to the original Eradispeed1 systems,” says Baer’s Mark Fowler. “The concept behind that line was to provide a way for folks to utilize an aftermarket rotor that’s larger than stock while still utilizing the factory caliper.”
Big Claw systems build on the learnings and engineering advances that Baer has made in the years since, in turn providing an even more comprehensive upgrade that’s still effectively a bolt-on proposition. “We use a purpose-built cast caliper anchor bracket in the Big Claw systems that relocates the factory caliper onto the larger diameter rotor,” he explains.
Designed for modern full-sized trucks and sport-utility vehicles like the Ford F-150, Bronco, Chevrolet Silverado 1500, and Jeep Wrangler JL & Gladiator JT, Fowler says that the Big Claw systems are geared toward daily driven street-driven trucks and SUV’s that often see situations that go beyond everyday driving tasks.
“It’s great for light to moderate towing applications, where additional brake torque and fade resistance really comes in handy. It’s also great for commuters, grocery getters, and daily driven vehicles that might even see a bit more spirited driving than the average commuter car. And of course it provides an aesthetic upgrade as well – if you’re running bigger aftermarket wheels, these rotors will help fill in that void that makes the factory rotors look really tiny by comparison.”
It’s important to keep in mind that the job of a brake rotor isn’t just to give the caliper something to clamp onto. Rotors are essentially a heat sink for the brake system, absorbing the heat that’s generated by the friction of the brake pad being pressed against the rotor surfaces during braking events. While a brake system’s performance is dependent on a number of different components, the rotors’ ability to efficiently manage heat plays a crucial role in its overall capability.
“The more effectively you can absorb that heat into the rotor and dissipate it out into the atmosphere, the better the brake system is going to operate,” Fowler tells us. “That’s going to reduce brake fade, improve pedal feel and give you better braking overall.” Today’s factory calipers do good job, with good piston area and solid clamping force, but when you put these stock systems into more demanding situations, the factory rotor is the biggest limiting factor in the brake system’s capability. These rotors are typically smaller in diameter, straight vaned, and they don’t incorporate features that are designed to bolster that capability.
Baer’s Big Claw systems tackle the problem by combining the factory caliper with a purpose cast, larger diameter rotor that’s directionally vaned. “With the larger diameter rotor we’re increasing brake torque, meaning the brake system doesn’t have to work as hard,” Fowler says. “The curved vanes act like a centrifugal pump drawing air into the center of rotor, through the vanes structure and into the atmosphere for optimum heat dissipation. Big Claw rotors also have added mass in the friction surfaces, aka rotor cheeks, for more efficient thermal management.”
Those improvements give the caliper a more effective heat sink to work with, while the additional features incorporated into Baer’s rotors enhance performance even further. During a braking event, the brake pads tend to create gases, dust, and other debris. The cross-drilling and slotting features of the Big Claw rotors give those gases and debris an escape route so they don’t remain trapped between the pad and the rotor surface. That in turn allows the pad to maintain more uniform contact with the rotor surface, which provides more even pad wear and greater stopping power.
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Despite the fact that the Big Claw systems utilize a larger rotor than the factory disc, the installation process is much simpler than most brake upgrades.
“Although this rotor is larger than stock, it’s effectively a direct replacement thanks to the caliper relocation anchor that’s also included in the kit,” Fowler notes. “The anchor’s design allows the factory caliper to fit right back in place with the new rotor. You don’t have to crack any brake lines. And while we recommend pairing the Big Claw rotors with a set of Baer Claw brake pads, any OE or OE replacement pad can be used.”
Since the anchor relocates the caliper’s position further out from the center of the spindle to create room for the larger rotors, Baer recommends that folks physically check to ensure that the system will work with the wheels that they’re using.
“We designed this system to be suitable for as many wheel sizes as possible, but we do recommend that it’s checked for compatibility ahead of time,” Fowler says. “We offer templates on our website that allow customers to verify that they have the clearance they need. You simply print out this template and it allows you to check the fitment in the backside of any wheel that you’re looking to use with a Big Claw system.”
Fowler is adamant that this is “not just another pretty rotor,” and Baer’s test results make it clear that there are real-world improvements to be had from the upgrade.
“The added leverage this design provides equates to big advantages in braking performance. Think of it like a lever, or a breaker bar: As you’re trying to move something or stop something, the further you can get away from the center of the rotating mass, the easier it is to perform that task. A while back we did some testing with a ninth-generation Chevrolet Suburban riding on 20-inch wheels. In the 60 to 0 mph braking test, the Big Claw upgrade reduced stopping distance by more than 20 feet versus the stock brake setup.”
That’s especially important if you’re riding on larger aftermarket wheels and tires, the majority of which add rotating mass and make the brake system’s job more difficult.
“That Suburban stopped from 60 mph in 148 feet with stock wheels, stock tires, and stock brakes,” Fowler recalls. “When we put a set of 20-inch wheels and tires on it, it added more than 30 pounds of rotating mass to each corner of the vehicle, and the distance required to stop from 60 mph shot up to 164 feet with the stock brakes. But when we installed the Big Claw system, the stopping distance dropped to 144 feet. So even with the larger wheels and tires installed, the vehicle stopped in a shorter distance with the Big Claw system installed than it did in totally stock form.”
Considering the wide array of systems currently available from Baer, we also asked Fowler if he had any advice for folks who’re looking to upgrade their brakes, but aren’t sure which direction to go with the project.
“Of course budget has to be the first consideration,” he says. “We offer big brake kits for a lot of these applications, but the costs can be prohibitive in some cases. Those systems certainly have their benefits, but that doesn’t mean they’re ideal for every use-case. For someone who isn’t concerned with having big, powder coated calipers, a Big Claw system might make more sense. They’re going to get a stopping power upgrade like they would with a big brake kit but at a fraction of the cost, and they can install it at home. This isn’t much more involved that just changing pads and rotors, and the majority of our customers are comfortable doing that at home in their driveway.”
Big Claw systems are available for 1999-2018 GM light-duty trucks and SUVs; 2004-2024 Ford F-150; 2021-2004 Ford Bronco; 2006- 2024 Dodge Ram and Ram 1500 trucks; and 2018-2024 Jeep Wranglers and Gladiators. “The Big Claw lineup is going to expand as time goes on, too,” Fowler adds. “So expect more support for light-duty trucks and SUVs, and we may even venture into 3/4-ton trucks further down the road.”
