That's part of it (which also starts to deal with weight transfer)...but the important thing I'm trying to convey is that tire lockup isn't *all* about the tire.

Try this: A brake's torque generation is not necessarily linear, and can go from a value far beneath the point of lockup to a value beyond lockup in an instant, while leaving a lot of potential torque (torque that the tire COULD handle) on the table. A better, higher-torque brake system can take advantage of the tire's capability before "spiking" to lockup.

I'll see if I can get some people more versed in this stuff to better illustrate the point.

Pacific Green '96 Contour LX V6 â??98 GTP, light mods, 14.66/94 Calypso Green '92 Mustang LX coupe, 13.56/101 Crown Autocross Club 1999 Street Tire Champion, 2000/2001/2002 Street Modified Champion KCR SCCA 2002 Solo II Street Modified Champion