After thinking about John's comments for a while, I think would like to elaborate and correct my statement.
First, many racing classes require stock brakes. NASCAR late models use cast iron single piston floating caliper brakes. A wide variety of brakes will work in racing conditions.
Second, nothing in the design of the caliper, short of a lack of stiffness preventing forces to be applied, will affect either braking force or fade. This is an area affected by pistons sizes, rotor diameters, pad and disc materials, and cooling. The Outlaws should be fine here.
The issue of caliper flex affects the response and feel of the transients—during braking application, modulation, and release. And it is only important if the rest of the system—pedals, pedal mounts, master cylinders, brake lines, suspension, etc.—are also of sufficient quality to make the caliper flex discernable.
So for most applications, including most use at track days, the Outlaw calipers should be fine. I overstated my original comment and apologize for that.
However, the Turn Ten chassis has some interesting design features—for example the Tilton pedals—and seems to have more ongoing development than any other Cobra chassis I can think of. The TTR probably provides a better platform to make a more refined braking package. And the use of 3.5” mount calipers for 11.75” rotors now provides the option of a huge selection of super late model brake calipers, rotors, and pads. Great equipment at moderate prices.
To the best of my knowledge, and this stuff is all way out of my price range, all the high-end racing stuff from PFC.Alcon, Brembo, etc. is now mono-block. All in an effort to increase caliper rigidity. So it is an issue, although less so in a $25-45k Cobra.
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