Most Racers Get This Wrong | Brake Setup

preview_player
Показать описание

Arguably the biggest mistake made when 'upgrading' our brake setup is going for rotors and calipers that are too big for our application, but why does it matter so much?

From Formula 1, rally, endurance racing & IndyCar to OEM applications, including supercars like the Praga Bohema and Aston Martin Valkyrie, Alcon knows how to enable fast cars to go fast lap after lap, reliably. Caliper piston sizing, pad and disc materials, brake balance, and weight should all be considerations you are considering before you grab the most gigantic big brake kit you can fit for your race car, as Phill Stubbs from Alcon Brakes helps explain.

Issues like brake fade, overheating (or underheating!), and excessive wear are all problems that can come from getting sizes wrong, along with flat spots on expensive tyres due to brake imbalance and even loss of response from excessive pad knock-off which can cause an unexpecting driver to hit the gravel, a wall, or even fellow competitors.

Phil gives us a quick rundown on what brake knock back, aka pad knock-off or knock back, is and what some of the solutions are, including some changes in pad performance allowing design adjustments in the world of endurance racing decreasing compliance, and we're sure shaving off some weight in other areas of the caliper now under less stress,

Also touched on is the use of generative design in CAD with well-proven topology optimisation practices, which are a set of parameters, or rules, the design must fall within, we are seeing lighter and lighter brake components hit the track without compromising performance.

Lastly, we take a quick look at brake boosters, or their absence in motorsport applications, along with the freedom that gives to size a different master cylinder to suit the weight of the vehicle and the rest of the brake package.

------------------------------------
TIME STAMPS:
0:00 - Alcon Brakes
0:11 - Bigger Is Better?
0:49 - Brake Balance Is Key
1:14 - Rotating & Unsprung Weight
2:11 - Generative Design
3:18 - Quick Change Pads
4:08 - Compliance/Stiffness
5:15 - Brake Boosters & Motorsport
6:00 - Balance Bar & Sizing
6:38 - Pedal Effort/Stiffness
7:43 - Brake Knock-back/Knock-off
8:27 - Solutions
9:07 - Drivers POV
9:34 - Thanks Phil!
9:56 - More Great Content
------------------------------------
FREE LESSONS:

------------------------------------
LINKS:
------------------------------------
TAGS:
#highperformanceacademy #alconbrakes #alcon #brakes #mastercylinder #caliper #discs #knockoff #knockback #sema #learntotune #enginebuilding101 #dontletthesmokeout #wiring101 #dieseltuning #datanerd #gofasterwithdata #racecraft #learndriveoptimise #motorsport #buildtunedrive
Рекомендации по теме
Комментарии
Автор

Have you changed your own brake setup? What did you do and what led you to those changes?
TIME STAMPS:
0:00 - Alcon Brakes
0:11 - Bigger Is Better?
0:49 - Brake Balance Is Key
1:14 - Rotating & Unsprung Weight
2:11 - Generative Design
3:18 - Quick Change Pads
4:08 - Compliance/Stiffness
5:15 - Brake Boosters & Motorsport
6:00 - Balance Bar & Sizing
6:38 - Pedal Effort/Stiffness
7:43 - Brake Knock-back/Knock-off
8:27 - Solutions
9:07 - Drivers POV
9:34 - Thanks Phil!
9:56 - More Great Content

hpa
Автор

We have Alcon calliper’s the large GT / endurance ‘fancy shaped’ ones, 6 pot 380mm and 4 pot 330 rears, lightweight and extremely good quality.
These guys are correct, there are various factors to consider when going big, including downforce, tyre width / grip suspension geometry, shocker settings and driver style. One can’t just judge callipers by slamming on in ‘ drive like you stole it mode ‘ . Trail breaking, turn in point and weight transfer to the front axle have a huge effect. Any gt3 cup driver will know what I mean . I would have another set , no problem

newagetemplar
Автор

Can we get a little more info on the RRF valve? I have heard of residual pressure valves, but not these. Thank y’all!

aspooner
Автор

Is it just me, or is the low pass filter way too aggressive in the audio? Everyone sounds really nasally in the video.

patx
Автор

Dear Mr. Stubbs, Congratulations on the excellent and enlightening interview, truly Pure Innovation applied to the Industry.Paulo Dominonni

paulodominonni
Автор

They make beautiful stuff and its British. Very interesting thanks lads. 😎😎👊👊👍👍✌✌

sidbobby
Автор

My older car without ABS has big brakes front and rear. I have a proportioning valve in the rear brake line, which has been very helpful in dialing brake balance. How do you do this with an ABS car? You can do math with piston sizes and rotor diameter to come up with something close to factory brake balance. It seems to me that you would have a hard time figuring out what temperature the brakes will be operating at, and since coefficient of friction varies somewhat with temperature, your calculations will be a little off. So it would be nice to have something to adjust brake balance on ABS cars. How do you do this? Do you just have to try pads with different friction characteristics until you get good balance? Is it OK to bias the rears, then add a proportioning valve for adjustment?

nicolashuffman
Автор

I always question brake bias when ppl upgrade the front brakes to big brakes on their street car and retain the OEM rear brakes. Is the bias correct when this is done or should there be some sort of bias adjustment added when upgrading to big brakes? -pantyeatr1

PANTYEATR
Автор

Yes you can over size breaks and they will lock faster! But you don’t want that. Now if you have an ABS system then you can start over sizing. Cause you have ABS computer. Now with that said. Up size calipers but keeping original masters seams to work un boosted. But soon as you add boost they lock fast. The 11 second car took a bit to slow but was very controllable, the 13 second car with boosted brakes stopped faster but was very grabby. Not something you want when you still running original suspension!

kinzieconrad
Автор

almost every car on the road can lock up race tires on the track with the right pad selection, the size of the piston, pad, and master cylinder helps modulate brake pressures much more than outright braking force. If you think about it, the larger the pad, the lower total force you can apply to the rotor. Just in psi. Maybe this is an over simplification and someone can correct if wrong.

mm
Автор

I let the experts do my AP racing brake upgrade.

spooler