Aluminium components, including pistons, cylinder heads, engine blocks, intake manifolds, crankcases, carburetors, transmission housings, rocker arms, wheels, hoods, trunk decks, bright-finish trim, air intakes, and bumpers, have been used in many cars. In addition, the aluminium space frame is now in the acceleration development stage. To continue the reduction in automotive weight, more iron and steel components can be replaced with more aluminium. One area that is being examined for potential weight reduction is the brake system. For example, an aluminium, SiC, and graphite composite brake rotor was developed and reported as having better wear resistance than a cast iron rotor. This material contains 10 volume-% SiC particulate and 5 volume-% nickel-coated graphite particulate reinforcement in an aluminium-silicon alloy matrix. Although incorporating graphite particulate improved the wear resistance, it also caused serious manufacturing difficulties. The alternative discussed here is an aluminium-alloy rotor with aluminium-composite cladding on the friction surfaces. The cladding consists of SiC to improve wear resistance and graphite particles to provide a solid lubricant. The proposed lightweight brake system will not be more expensive than the current cast iron brake system. If one considers 1.6 % higher fuel efficiency by using the lightweight brake (10000 miles of driving a year, 20 miles per gallon gas mileage, and a gas price of 1.30 USD per gallon), the annual gas serving will be about 10 USD per car or 120 USD per car for an average vehicle life of 12 years. Considering 150 million cars are running in the United States, the total savings will be 1.5 Mrd USD annually. Future technical development should include prototype development, production of prototypes, limited production, and full production.