On the off chance someone can use this info from your masterful troll.
Brake pads and rotors (or drums) convert the mechanical energy of your vehicles motion into heat by applying friction from the pads against the rotors. Pads are fixed mechanically to the car, rotors are fixed mechanically to the axles. At this point, most vehicles have brakes strong enough to slow the vehicle they're on faster than the tires can handle, which is how you hear the skidding sound a tire makes when stopping. Basically the tire's grip runs out long before the brake pad's grip on the rotor.
Repeated hard braking causes heat to soak into the rotors and pads, though, which starts to cook the pad material and glaze them. Basically polish them into a smooth shiny surface, which can't apply the same level of friction anymore. On top of that, brake fluid starts to boil in the caliper assembly, turning it into a compressible gas, which means when you press the brake pedal you need to pump it to produce enough pressure to re-compress the boiled fluid plus push fluid into the cylinders to operate the brakes. This process starts to run away, as glazed pads are pushed harder and harder to produce stopping force, heating them longer and more quickly, causing them to glaze more and eventually produce gasses that collect between the rotor and pad surfaces, preventing you from stopping at all. This will get worse and worse until the pads fail, the rotors warp from the heat, all of your brake fluid boils off, or all of the above.
Larger rotors act as a more efficient heat sink, and the increased friction surface applies more stopping force with less effort over a larger area. Larger pads also require less force to produce the same amount of friction, and have more area to shed heat from. All of this combines to keep the entire system cooler over repeated hard braking events, and preventing most of the negative things I described. Damage can still be done, but it takes more repeated, harder abuse.
Another benefit that the P3D has is the two part rotors. Typically, because the rotor assembly is all one cast unit from where the pads interface through to where the hub, wheel, and rotor are attached, the metal contracts and expands as one large unit. This can produce warping, uneven expansion, and generally produces a lot of vibration and pulsing pedal during hard driving. In a worse case scenario, you can see failures in rotors by having cracks form. But that's pretty extreme. By having two physically separate pieces of dissimilar metals, Tesla allows the friction surface to expand and contract as it needs, but the mating surface between wheel/rotor hat/hub remains consistent. This eliminates all of those effects, but usually two piece systems are much more expensive.
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