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DixcelBrake

The Truth about Braking

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Before I start trading on this forum, I would like to put up some useful information here so everyone can understand the Braking system more before buying any aftermarket Brake disk/pad.

 

 

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What is Friction Co-efficiency?

One of the important elements in the evaluation of brake pads is “friction co-efficiencyâ€

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Thanks beavis! some good info there!

 

I like it when the traders do this. :D

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Sorry I didnt put the graph in, will add it back on later.

 

Today we gonna talk about

 

The characteristics of aggression to the brake rotor

 

Most brake pad makers put the braking performance first and characteristics of attack to rotor second or third. As we have released a numerous rotors and offered support to races in a number of categories, we have a good understanding how much rotors affect not only braking force but also anti-abrasion capacity, anti-fade stability and anti-judder capability. Therefore, at our company, when we are carry out research and development we also take into account rotor attack characteristics. Why, then, are brake pads with strong rotor attack characteristics a problem? If brake pad with a strong rotor attack characteristics is used, it scrapes the rotor significantly and the rotor could be turned into something like a LP record. In such a state, the sliding surface is so rough it causes a dull response of the brake pedal. In addition, as it becomes impossible to keep a normal balance, judder is also caused. Additionally, as the rotor surface is now like a file, it cuts into the pad and removes the friction material thus the pad and rotor attacks each other, which in turn shortens the lifespan of the pad. Due to the thinning friction material and the rotor, the brake system itself becomes heated up easily, and so eventually become prone to fade.

 

Heat conduction

 

This may not be unfamiliar to most of you but it is a very important aspect in comparing the efficiency of brake pads. Friction materials consist of a variety of materials and steal fiber is one of them. Steel fiber is suitable for enhancing the pads’ performance and stiffness but too much of it causes not only stronger rotor attack characteristics but also higher heat conductivity which puts the surrounding parts under excessive heat. Some of the typical heat harms are -

 

●widening of calibers 

●distortion of rotors

●fluid leakage from bleed screw

●cracks 

●jagged surface rotor 

●too much wear of pads

●peeling phenomenon due to curving of the backing plate 

●brake fluid vapor lock

 

These are all very dangerous phenomenon which could immediately cause crash on circuits. High braking performance is particularly expected from racing pads and so contains a large quantity of steel fiber. However, that causes the pads to be heat conductive and also to heat up easily. We have succeeded in developing a race pad with low heat conductivity by using as little steel fiber as possible.

The name of the pad is R01. Please experience it with your car this excellent performance cannot possibly be shown in data.

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The life of the Rotor

 

If you think you do not need to change the rotors, then you have danger right in front of you. Rotors have a lifespan and in the case of the front rotors, about 1.0mm wear on one side. * i.e. 1.0mm wear on either side of a rotor, inside or outside. In the case of the rear rotors, it’s 0.5~0.75mm wear on one side. The minimum thickness is indicated on each rotor (Please be careful as the minimum thickness is different depending on part number). Use beyond minimum thickness is very dangerous because of the lower heat resistance. In the worst case, rotors could be distorted or cracked easily. We do recommend you to change rotors before such things happen.

 

What is the Heat treatment process?

 

At our company, a strict temperature control is being implemented. Detailed information on duration and temperature cannot be made public due to corporate confidentiality; however, we are going to use some imaginary figures for explanation. First, raise temperature by 5℃ every 10 minutes and, when the temperature reaches 300℃, keep heating for 8hours to maintain the same temperature. After that, cool it down lower the temperature by 5℃every 10 minutes. On a graph, it is easy to see the temperature control is ideally done. Heat treatment basically takes 24 hours for the whole process. By taking as long as 24 hours, and by carrying out heat treatment slowly keeps perfect control on the temperature, distortion is avoided, the binding of metal particles is reinforced and precision in heat resistance is improved.

* The cited figures in the temperature changes in the heat treatment are imaginary and so different from the time and temperatures in our actual heat treatment.

 

What is the heat resistance temperature of disc rotors?

 

Unlike brake pads, it is very difficult to indicate the exact temperature i.e. “ ~℃â€

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In circuit driving, which Rotor is more beneficial: With slots Versus Without Slots or Heat versus non heat treated?

 

Firstly about slots, rotors with slot perform better than ones without. (According to the data from our tests, performance was improved by 15~20% by using slots. Also the gas discharge effect of the slot can lower the temperature of the whole brake system, which makes stable driving possible.

 

About running in of rotors

First, here is an instruction for street use only. It depends on combination of pads and conditions of road you drive on, it takes roughly 300km~1,000km of running-in on ordinary roads. During that time, please refrain from fast or abrupt driving or do not drive in a way as to force the temperature up. Running in of rotors will be completed simply via normal driving.

 

Circuit use

 

Distortion or cracks in rotors happen easier if optimum driving on a circuit is conducted straight from the beginning this in turn causes judders. When using a new rotor for the first time on a circuit, start with 50% braking for about 5 minutes and then go back to the pit once and take at least a 5 minutes interval. After that, repeat 70~80% braking for about 10 minutes. Pit in again and take an interval of about 10 minutes. After that, gradually increase from 80% to 100% braking and the running in of rotors on circuit is completed.

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