Absolute stunning restoration of the rare, mid year, Porsche 911 S-Caliper made by ATE. As most things “Porsche” the S-caliper is a street derivative of a racing part; the famous 908 caliper. The “only” difference between the two is the quick change pad mechanism was used in the 908 racing calipers for pad changes in endurance racing… that’s it. Same 48mm pistons, same aluminum alloy for super light weight and the same casting.
Check the dates gang if you want to be accurate with your restoration or your recreation. These are correct for model year 1971 through 1972.8. If you know S-Calipers you see they have circles indented in the tops of the calipers. In 1971, this caliper received circles in the top marked with an “X” to denote a new piston style. While they will fit virtually any 3.5” caliper mounting ears (1969 911S through the 1983 911SC with 20mm rotors), they are “correct” for 1971 and 1972.8 911 S and even some factory race 914-6 and 914-6/GT cars.
Also notice the “clear” anodizing. The S-Caliper was clear anodized through 1972.8; after that, the model changed slightly in the nose of the caliper (910 style nose) and they were finished with a greenish gold dichromate sealant.
These calipers have been professionally restored from the ground up. They have been completely disassembled, de-anodized, polished and re-anodized. The knock-back pins were masked off (steel) so the proper anodization process could be re-applied. Be careful of S-Caliper restorations that have simply been bead blasted and coated with a clear coat. Brakes get hot right? What do you think happens to that clear coat after a few cycles of that. Rest assured, these have been done right; the way the factory did them nearly 40 years ago.
Here’s my favorite quote: “There’s no such thing as a cheap pair of S-Calipers gang.” Why? Almost every single S-Caliper we’ve restored (and we’ve restore a lot of them) has bad pistons. To compensate for dissimilar metal fusion, ATE plated the pistons in S-Calipers. As the years go by and the previous owners were doing what previous owners do (their the ones who don’t change the brake fluid regularly), the plating flakes and rusts. This isn’t “sometimes” this is 90% of the time. Now you’ll need new Stainless Steel pistons. Now you’ll need a complete rebuild. Compensating lines are usually bent or weak… add that to your list. You want them to look good right? Add that to the list. You’ll be well over $1,000 when you’re finished and you’ll have done a boat-load of work.
New plating on the bleeders. New stainless-steel compensating lines. New seals and dust covers throughout. New fasteners and washers on the fluid inlet covers… it’s all been done for you. Bolt them on with confidence, even a two-year warranty.
$995.00 plus shipping.
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