anyone tried this to reduce brake fade @ the track?
12-19-2002, 04:32 AM
#21
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race pads from pagid, ebc, carbotech...
I know of spme other brands that I may try but not without the carbotechs.. the s4 teams used them and thy are a very popular race pad for heaver cars. they are coming out with another pads that should be even better. the padid orange is good but and feels better in the begining but the carbo resists fade in a real way. I'm out with cars that all have big brakes and my stock brakes aer. I was thinking about the a8 just to get some more metal on the rotor but who knows. I think they are fine till get more power.
12-19-2002, 08:29 AM
#22
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Why aren't I getting through?
I use Blues and Oranges on the street. Oranges are just trackable in a big car. Use the ceramic race pad, the fade numbers are above 1000F. (Pagid has two ceramic race pads, I have only used the last year's model and supposedly the new one has +200f specs and a higher Mu.)
12-19-2002, 11:29 AM
#23
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Pagid Compounds
The link has a verbal description of the various <A HREF="http://www.pagidusa.com/characteri.html">Pagid Compounds</a>. The ceramic compounds are the RS 14, RS 19, and the new RS 15. The chart shows the coefficient of friction for a few of them versus temperature.
<img src="http://pictureposter.audiworld.com/17157/pagidcompounds.jpg">
<img src="http://pictureposter.audiworld.com/17157/pagidcompounds.jpg">
12-19-2002, 12:51 PM
#25
I used RS14's in October at the track...
...I was very pleased with their performance (on 13" AP 4-pots), and they were pretty good on rotors too. I might need to tweak the rear pad (I ran Hawk HPS in the rear) for maximum trailbraking performance though.
12-20-2002, 11:18 AM
#27
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Question ...
.
What did you mean when you said "I might need to tweak the rear pad (I ran Hawk HPS in the rear) for maximum trailbraking performance though".
I would think that you'd want to run a lower friction compound in the rear to minimze oversteer, but then, are you giving up straight line braking?
BTW: I'll be trying the RS14 at Grattan in April.
What did you mean when you said "I might need to tweak the rear pad (I ran Hawk HPS in the rear) for maximum trailbraking performance though".
I would think that you'd want to run a lower friction compound in the rear to minimze oversteer, but then, are you giving up straight line braking?
BTW: I'll be trying the RS14 at Grattan in April.
12-20-2002, 12:30 PM
#28
A lower friction pad in the rear creates oversteer in trailbraking situations...
...since there is now more deceleration trying to happen on the front tires, which are turned. I think I need a little more bias/friction/braking force in the back because the car didn't seem as stable while trailbraking as it did the last time I was there. If the rear end is less likely to come around on me while trailbraking, then I can brake harder.
Of course, this all assumes you're not locking up the brakes, which I'm not. Then I see why you would want the less aggressive pad in the rears. With ABS on my street car though, I'm not worried about that in a straight line, and I'm not threshold braking when I'm trailbraking.
Of course, this all assumes you're not locking up the brakes, which I'm not. Then I see why you would want the less aggressive pad in the rears. With ABS on my street car though, I'm not worried about that in a straight line, and I'm not threshold braking when I'm trailbraking.
12-20-2002, 04:25 PM
#29
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This seems ...
.
backwards to me.
Instabilty under braking, especially trail braking, usually means too much rear bias. With too much front bias under trail braking you risk understeer, with the back end uneventfully and obediently following.
Some Formula car guys use front pads with a friction coefficient that rises with increasing temperature, and rear pads with a flatter curve. This works like an on-the-fly adjustable brake bias. Under heavy straight line braking, everything's as it should be for maximum deceleration. When trail braking follows, though, rotor temp continues to increase, the coefficient of friction of the front pads continues to increase, which moves brake bias forward and reduces the possibility of a spin. With a good setup, it's amazing how hard and deep they can brake into a corner.
backwards to me.
Instabilty under braking, especially trail braking, usually means too much rear bias. With too much front bias under trail braking you risk understeer, with the back end uneventfully and obediently following.
Some Formula car guys use front pads with a friction coefficient that rises with increasing temperature, and rear pads with a flatter curve. This works like an on-the-fly adjustable brake bias. Under heavy straight line braking, everything's as it should be for maximum deceleration. When trail braking follows, though, rotor temp continues to increase, the coefficient of friction of the front pads continues to increase, which moves brake bias forward and reduces the possibility of a spin. With a good setup, it's amazing how hard and deep they can brake into a corner.