Speed News vol. 1 Issue 4-May : Page 56
explains. “Let’s say it’s a Mustang, and I have him on DTC-70s front and DTC-30 rear, and he likes the way the brakes perform, but at certain tracks the rear wheels are locking up. I can adjust that by changing the rear compound to an HT-10. Our HT-10 is so silky smooth and so linear that that pad can help prevent rear lockup.” In another case, a driver was happy with the way his braking was working, but the temperatures told a different story – the driver was satisfi ed, but the brakes weren’t. “Let’s say a guy drives a Porsche, and he’s on DTC-60s front and rear. I’ll shoot his rotors to see if we could optimize a combination. He likes the way the brakes work, but I say look at the rotor temperatures – the fronts are at 900 degrees, which I feel is a little on the high side, and the rear rotors are cool, let’s say 500 degrees. I stepped up the rear brakes to a torqueier pad, so now the bias is different. He has a torqueier brake pad in the rear and one step lower in the front. That lowered the the driver’s preferences, or make adjustments for changing conditions, without having to use it to mask a greater problem. “As the session goes on, you can start with the setup the way you like it, but as you start losing weight at one end temperatures on the front from fuel burn, you can tweak brake pads, increased he it to keep the same balance temperatures on the rear, but throughout the run. If you’re he had more brake torque. in the sweet spot, you can “The driver liked that feel use the bias valve to adapt better,” Mangune continues. to conditions,” says Roskey. “The brake system liked it Adjusting the friction better because we cooled the characteristics front to rear temperatures up front and not only can make braking made the rears work a little more predictable and give more. From that, cars with the driver what he wants, rear engines, typically I’ll start it can save money in the them off with an even brake long run. In the case of the pad torque combination Porsche above, with its 900-front and rear; but at the degree front brakes, the end it’s all about driver feel. driver was probably using I may like one combination up front pads at a much and someone else may like greater rate than necessary. another one. But in this “Heat will wear down the case, there was room for improvement, and we found it.” pads quicker, wear down the rotors quicker and Split friction isn’t only a reduce the brake pad’s tool for drivers who can’t or choose not to use a brake bias performance,” says Mangune. “By properly balancing the controller. Using pads with different characteristics allows car you get longer life out of both front and rear pads.” the brake bias controller It all comes down, they to fi ne tune the system to say, to heat management, driver preference, comfort and durability. Tuning the friction front to rear can help a driver achieve his or her goals in all those areas. SN It all comes down, they say, to heat management, driver preference, comfort and durability. 56
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