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TUV is The German Testing Institute TÜV Rheinland Group. The TUV mission and guiding principle is to achieve sustained development of safety and quality in order to meet the challenges arising from the interaction between man, technology and the environment.
Sintered pads are made by fusing together metallic particles under high temperatures and pressure using a pressed powdered-metal technology to enhance friction properties and pad life. The end result, longer life and stronger braking.
There are several terms used for this procedure: bed-in, run-in, break-in, conditioning or burnishing.
Making sure that your newly installed brake pads are properly bedded-in is the prerequisite for their long lifetime and for a reliable braking effect. The goal of this process is to achieve the most possible active brake pad surface contact with the brake rotor disc.
First of all, please beware that braking performance on newly installed brake pads may be less than what you are expecting therefore, please allow some extra braking space during the bed-in period.
To bed-in your brake pads, brake several times at lower speeds then very carefully brake a few times at higher speeds then allow the brake pad lining to cool down while driving. The bed-in process usually takes between 100 to 300 miles. After this bed-in procedure you will start noticing increased braking power at which point you may use your brakes normally.
The S3 series brake pad is suitable for common street riding on street bikes and cruisers with rather larger engines. It is recommended for riders who ride harder than average and want great stopping power.
On the other hand, the S33 comes in two types street and offroad. The S33 (street) series is also ideal for street bikes, touring bikes, or even cruisers; recommended for riders who demand sintered brake pads with best performance and durability. The S33 (offroad) series brake pad is optimal for pro level off-road racers who demand the ultimate edge on their racing with absolute great stopping power and exceptional brake pad longevity.
The offset measurement of a brake disc or rotor is taken from the top face or friction surface to the oposite mounting surface.
The HH refers to the friction coefficient of the brake pad braking material, it means that the coefficient of friction is over 0.55 when both cold and hot.
HH rated brake pads offer more stopping power for a given force applied on the brake lever than other friction ratings such as GG and FF. But that doesn't make HH brake pads better, it's more a matter of riding style and preference.
Some of the GOLDfren sintered compounds with HH or higher friction rating are: S3, S33, GP.
Our sintered brake pad compounds contain a mixture of non-aggressive friction materials, metals and fibers as well as metal-ceramic and ceramic-carbon. Our brake pads provide excellent stopping power with minimal rotor wear and tear.
As long as the brake pad friction materials are non-aggressive, they will not cause any more than normal wear on the rotors. But after all, friction with the rotor is required for your motorcycle to stop so normal levels of wear and tear should be expected.
It's important to use sintered brake pads because of their superior brake power and durability.
You can use any of the following GOLDfren sintered compounds for motocross: K5, K5-LX and S33 off-road. Professional motocross and supercross racers currently use the S33 off-road compound.
Our sintered brake pads provide superior brake power durability and control.
For road racing we recommend using any of our GP compound on the front brakes and S33 on the rear, possibly front as well depending on rider's preference.
It allows for faster heat dissipation, increased braking surface for the brake pad and greater leverage for the caliper. This results in an increased braking power requiring less lever pressure with better feel and control even under extreme conditions.
Full floating brake discs are designed to have enough play or movement on the carrier to allow the rotor to keep self-centered in the caliper even when the rotor expands and contracts when cycling through extreme temperatures.
The advantages of the full-floating rotors: it prevents the rotor from warping. It reduces brake drag by minimizing rotor contact with the brake pads when the brakes are not engaged. It maximizes rotor and brake pad contact when the brakes are engaged. Full-floating rotors are today's common choice for road racing applications.
The only disadvantage of the full-floating rotors is the unique rattling noise which is usually not tolerated by some common street riders but sometimes embraced by others.