Disks are usually out inside the wheels where airflow for cooling is maximized those disks are in the industry standard position. Go look inside the wheels of your car the disks will be just inside the wheel rim right on the hubs. Why? That's where the airflow is the greatest to cool the disks that can run into the 500+ degree range during heavy braking. Jaguar had a number of models that mounted the disks to the differential in the center line of the car. I owned such a model a V12 XJ Vanden the rear disks had a nasty habit of overheating and glazing over or sticking the pads melted to the disks due to their location and lack of airflow.

Theses ZF axles look perfect to do a diesel electric hybrid like a locomotive but with a super capacitor for braking regen. Run the diesel at peak efficiency to charge the supercap then shut down for a few miles of travel and also while coasting. Regen allow braking energy to the supercap. Mileage should go up at least 30% in some cases 60% or more. Take a F150 sized truck put one of these 200kw on the rear axle. Put in a small 100kw 3cyl clean diesel hooked to a 100kw generator use a high density axial flux generator with induction coupling to the rotor so no rare earth elements are needed for perm mags. Run that little.engine hard at 80% rated load and 45+% BSFC Eff. Then shut it down and draw power from your supercap for a few miles. Only run the diesels at its peak BSFC point make up the rest of the power needed from the supercap for acceleration. Modern ultracaps are approaching nickel metal hydride cells in energy density but with hundreds of thousands of full discharge cycles. These researchers have ones coming in at lithium ion densities at lower current per gram of material at a realistic 25 A per gram they would be in NMHyd levels so a 4 kwh pack is around 50kg.

https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6409971/

A F150 sized truck in real.world driving has been returning 2.7 miles per kwh not towing a load at 50_65 mph avg speeds. So a 4 kwh ultra capacitor would take it 10 miles. To charge that cap you.need to run that little 3cyl at 80kw for 4.15 minutes then you can shut it down. That takes into account the 1.3MJ per minute you use to move at an avg 60mph with a 2.7 mile per kwh real.world economy of use. If you were sitting at a stop light it would.be 3 min while stationary with an 80kw net output into a 4kwh pack. So a 4/10 duty cycle at a steady 60mph to keep the engine at its peak bsfc point. Less when you include the added regen energy.

The other choice is to run the engine continuously while at motorway speeds in that case it needs to put out 22kw which is one fifth it's rated output modern diesel BSFC maps show that's in the 30_35% range depending on rpm vs torque load point. Why point that out because you could parallel hybrid the vehicle by driving the front tires using a simple differential and single speed reduction gearbox. You actually loose mpg doing this at light loads since you could saw tooth duty cycle run the engine at its peak bsfc point like above.

The benefit of parallel hybrid comes in under heavy loaded condition where now you need 50 to 80kw to pull the load on a continuous basis at speed. This is smack in the middle of the minimum BSFC heart for this sized engine you could gain 3_5% better energy efficiency by skipping the generator to inverter to motor path and just go crankshaft to single reduction gear to wheels. The added benefit is four wheel drive at all times the engine is clutched to the wheels. In addition to having the ability to.engine compression (Jake) brake down long and steep inclines this is critical feature for truck's under heavy load descending grade. when the pack is full you either have to friction brake or engine brake this holds true for every ICE truck as well down grade it's friction brake or engine brake.
BEV truck's if the pack is near full charge and they head down hill and regen fills the pack is they must friction brake the whole rest of the way down this is potentially a life threatening situation. As no engine compression braking is possible in a pure BEV truck. There should be a mandate for resistance banks like on alocomotive for BEV truck's to be able to dump charge via those banks to heat and keep using regen down a grade continually. Otherwise the friction brakes can and will overheat and a runaway truck is guaranteed at that point not.fun been there done that in a ICE truck with no Jake brake had to use the runaway truck gravel pull out and nearly ran off the curves on the way to it.