Everything

You Always
Wanted to Know
About
Racing Disc Brakes
(But Were Afraid to Ask)
ntroduction
!o be co"#etitive in "odern "otor racing you have to have good brakes$ With few e%ce#tions& having
better brakes than your co"#etitor is as i"#ortant as having a "ore #owerful engine or a better handling
chassis$ !he i"#ortance of good brakes is often underrated& with the chassis getting the credit when one
vehicle is faster through a turn$ Actually& it is better brakes that allow the vehicle to drive dee#er into the
turn before slowing$ '#eed is what racing is all about and good brakes "ake it #ossible to go faster$
Disc brake technology used in today(s racing has evolved over the years into the "ost so#histicated
syste"s ever seen$ !wenty years ago "ost race cars used dru" brakes$ !oday& Winston )u# stock cars& to
the e%tent that the rules allow& have "ore technically advanced brake syste"s than *or"ula +ne cars$
Dru" brakes are rarely seen even on 'treet 'tocks$ !oday& "ost +val !rack& Road Race& and Drag Race
cars co"e e,ui##ed with lightweight& high #erfor"ance& after"arket disc brakes$
!heory and Definitions
Kinetic Energy-
Basic #hysics tells us that the energy stored in any "oving ob.ect (kinetic energy)& is e,ual to its "ass
(weight)& "ulti#lied ti"es the s,uare of its velocity (s#eed)$
Kinetic Energy / 0ass(weight) % 1elocity('#eed) % 1elocity('#eed)
A disc brake(s function is to convert that energy of "otion& into heat energy by causing friction$ !he
"otion energy that has to be converted to heat energy necessary to sto# a vehicle is e,ual to our for"ula
above$
!he a"ount of energy goes u# ra#idly with s#eed "aking brake #erfor"ance a critical factor in "any
for"s of "otor racing as the following e%a"#le shows-
A vehicle going 233 "#h has four ti"es as "uch "otion energy as a vehicle traveling at 43 "#h$ At 533
"#h it would have four ti"es the "otion energy of the 233 "#h vehicle or si%teen ti"es as "uch as the 43
"#h vehicle$
6iven identical situations& you would generate the sa"e a"ount of heat sto##ing a 7833 #ound stock car at
Daytona 'u#er '#eedway co"ing into the #its at 533 "#h as "aking si%teen re#eated sto#s fro" 43 "#h in
your 7833 #ound street car$
Don(t try this at ho"e with your factory installed brakes or you(ll find yourself without brakes after .ust a
few re#eated sto#s$
)oefficient of *riction-
A fre,uent ter" you hear when #eo#le discuss brake #ads is 9)oefficient of *riction:(cf):$ !he cf of a
"aterial is how 9sticky: it is; how "uch force it takes to drag it across a surface$ )f is e%#ressed as a
deci"al fraction& cf / $7< for e%a"#le$ )f is the force it takes to drag one "aterial over another divided by
the force holding the" together$
E%a"#le-
f it takes a four #ound force to drag a ten #ound weight across a table& then the cf between the weight and
the table is $8 (8 divided by 23)$
!he higher the cf that a brake #ad "aterial has the 9stickier: or 9"ore bite: it has$ Your vehicle will sto#
,uicker for a given a"ount of #edal force& if all other things re"ain unchanged$
!he cf of brake #ad "aterials vary with te"#erature$ 0ost ty#ical "aterials used as friction #ads in racing
have a low cf at low te"#eratures& then the cf will rise with te"#erature until it dro#s off to a low value at a
te"#erature referred to as 9fade #oint$:
!he a"ount of braking you get is #ro#ortional to the a"ount of heat generated des#ite #ad "aterial& rotor
si=e or cali#er design$
D') BRAKE )A>?ER'
6eneral Design-
Auto"otive racing cali#ers are very s#eciali=ed hydraulic cla"#s$ !hey are usually "ade fro" two
alu"inu" housings bolted together for their co"bination of "ini"al weight and rigidity$
!he "a.or design criteria for high #erfor"ance cali#ers are lightness in weight& stiffness& ability to resist
heating& ease of #ad change& =ero drag when not a##lied& even wear of brake #ads and the ability to
withstand #rolonged high te"#erature use$
nstallation of brake #ads occurs by #lacing the" into the "iddle of the cali#er and then retaining the #ads
by a ,uick release bail& cotter #in or bridge bolt$
0ulti@#iston cali#ers are designed with an e%ternal tube connecting the two cali#er halves allowing the
brake fluid to flow fro" the inboard housing to the outboard housing$ !his "ethod of brake fluid transfer
is #o#ular with cali#ers which o#erate in the u##er te"#erature ranges as the cooling #rocess is aided by
#er"itting cooler air to flow over the crossover tube$
'"aller housing& "ulti@#iston cali#ers which are designed for lightweight vehicle a##lications andAor use in
lower o#erating te"#eratures "y have si"ilar outside fluid transfer tubes$ !he "ore advanced cali#ers will
incor#orate internal fluid #assages built into the cali#er housing eli"ination the e%ternal crossover tube$
!his greatly reduces the chance of catastro#hic brake failure caused by debris hitting the outside tube
#uncturing a hole or breaking it off$
60 style& single #iston& sliding cali#ers re"ain #o#ular with late "odel stock cars and street stocks$ Due
to the fact that they are self aligning& brackets do not need to be #erfectly #arallel to the rotor& they ad.ust to
#ad wear& and ine%#ensive stock 60 style #ads& although not racing ,uality& can be #urchased fro" any
local auto #arts store$
Racing cali#ers with two& four or si% #istons are ty#ically a fi%ed "ount design which bolts the two
"ounting ears on the inboard cali#er housing directly to a bracket$ !he construction and rigidity of the
s#indle and bracket have a "a.or effect on the stiffness and res#onse of the brake #edal$
ndycar and road racing utili=e a radial "ount design$ !his is when the s#indle incor#orates two vertically
"ounted studs that locate through the inboard cali#er housing and are then nutted on the to# of the cali#er
housing$ !he inboard half of the cali#er essentially beco"es #art of the vehicle(s sus#ension reducing
cali#er fle% and increasing the driver(s #edal feel and #edal res#onse$
All brake #ads& when heated& e"it gasses that build u# between the face of the brake #ad and the face of the
rotor creating a cushion of air (gas)& at the trailing end of the #ad$ +ver ti"e& cali#ers with four #istons of
the sa"e si=e will e%#erience uneven wear of the brake #ads leaving a substantial a"ount of unused #ad
"aterial at the trailing end of the #ad$
!he "ore so#histicated racing brake cali#ers have differential #iston bores$ !hat is& they are designed with
a s"aller #iston on the rotor entry of the cali#er& when the car is "oving forward& and a larger #iston at the
e%it end of the cali#er$
What occurs is a slight reduction of cla"#ing force at the entrance of the cali#er and an increase in the
cla"#ing force at the e%it end& thus co"#ensating for the gas build@u# and #roviding even #ad wear$
!he net result is a cali#er that will wear the #ads evenly giving the driver longer #ad life and "ore #ad
surface contact with the rotor increasing total braking force$
)ali#er ?istons-
n order to reduce the heat transfer fro" the brake #ad backing #late to the brake fluid& the #athway along
the cali#er #iston should be as narrow and long as #ossible$
)ali#er #istons should be a thin wall& dee# cut design and constructed fro" low ther"al conductivity
"etals$ )o""on "aterials used for cali#er #istons are alu"inu"& "ild steel& stainless steel or titaniu"&
de#ending u#on the te"#erature range the cali#er will be o#erating within$
Due to the ra#id rate of ther"al heat transfer& alu"inu" and "ild steels have beco"e less #o#ular within
the auto"otive racing industry$ 'tainless steel has beco"e the "aterial of choice with a very low ther"al
heat transfer status and its cost is fairly ine%#ensive$
!itaniu" is the best choice of #iston "aterials with virtually no ther"al heat transfer& but the high cost of
"aterials and "achining has left titaniu" for the larger budget tea"s$
)ross holes& drilled near the o#ening of the #iston& #er"it cool air to flow through the #iston cavity
#ro"oting heat evacuation of any hot air tra##ed inside of the #iston behind the #ad backing #late$
Beat 'hielding of )ali#ers-
With the advent of high friction #ads and carbon@carbon brake syste"s& higher o#erating te"#eratures have
re,uired the develo#"ent of internally shielding the brake cali#er with stainless steel shields$ nstalled
inside the rotor area of the cali#er& the stainless steel shields reflect back radiant heat and retard ther"al
heat absor#tion into the cali#er housing reducing the chance of fluid boiling$
'hielding& used in con.unction with stainless steel #istons& have beco"e #o#ular in the efforts to "anage
these e%tre"e te"#eratures that racing cali#ers e%#erience in today(s racing environ"ents$
?iston 'eals and >ocation-
Racing cali#ers are available with two different #iston seal designs and two different seal locations& all of
which #roduce dra"atically different results after the release of the brake #edal$
2$ !he "ost co""on seal location design is #lacing the seal groove in the cali#er housing a##ro%i"ately $
233 in fro" the o#ening of the #iston bore$ nstalling the seal in this location will draw the #iston back a
"easured a"ount into the housing after release of the brake #edal$ Although this reduces brake drag& it
#laces the seal close to the heat sources increasing the chance of seal da"age under severe te"#erature
a##lications$
5$ >ocation the seal groove on the #iston itself& a##ro%i"ately $233 fro" the botto" end of the #iston&
will #ush the #iston out towards the rotor a "easured a"ount after release of the brake #edal$ !his location
kee#s the seal far fro" the heat source eli"inating chances of da"age fro" heat and reduces e%cessive
#edal travel$
7$ ',uare cut seals& #laced in either location& reduces the a"ount of retraction or #ush of the #iston after
release of the brake #edal$ !he s,uare cut design is intended to kee# the #iston out close to the brake #ad
an rotor reducing overall #edal travel$
8$ !raditional& round style o@rings will increase the a"ount of #iston retraction or #ush of the #iston when
#laced in either seal groove location$
)hoosing >arge or '"all ?iston 'i=es-
All alu"inu" racing disc brake cali#ers have so"e a"ount of fle% when #ressure is a##lied& "aking a
cali#er design as stiff as #ossible an i"#ortant consideration$ A stiffer cali#er will result in a fir"er "ore
res#onsive #edal feel and allow greater "echanical advantage in the brake syste" with less #edal effort$
!his beco"es es#ecially i"#ortant in a brake syste" that "ust o#erate at high te"#eratures$ As
te"#eratures increase& cali#ers beco"e "ore fle%ible and brake fluids beco"e "ore co"#ressible resulting
in a s#ongy #edal feel$
Racers de"and light weight and stiff in their cali#er re,uire"ents and that creates a co"#ro"ise in cali#er
design$
!he current design trend is to use cali#ers with s"aller #iston dia"eters that allows lighter weight housings
to be used and run the" at higher #ressures$ >arge #iston dia"eter cali#ers& (5: or larger)& are
"echanically weak because the bulk of the housing has been "achined out to "ake roo" for the large
#istons forcing the designer to beef u# the housing for strength greatly increasing the cali#er weight$
By the use of s"aller #istons and s"aller "aster cylinder bore si=es with higher coefficient of friction
brake #ads& greater brake forces can be generated at higher te"#eratures while reducing s#rung and
uns#rung weight si"ultaneously$
R+!+R'
*unction-
!he brake rotor& or disc& is where the action is in a disc brake syste"$ !he Kinetic Energy stored in a
"oving ob.ect& (race car)& "ust be converted into heat energy$ !his heat re,uired to sto# a "oving vehicle
is created by friction between the brake #ads and the rotor surface$ !he heat is absorbed into the rotor and
then disbursed into the at"os#here through radiation and conduction after it e%its the cali#er getting ready
to absorb "ore heat as it enters the cali#er again$
1ented Rotor; )urved 1ane vs$ 'traight 1ane Design-
!here is a great deal of diversity in vented rotor designs$ 1ented rotors are usually designed and cast
hollow with internal vanes for cooling$ !he vanes aid in rotor cooling by drawing cooler air fro" the
center and #u"#ing it through the rotor internally to the outside$ !he greater the nu"ber of vanes& the
"ore surface area available for the heat to dissi#ate fro"$
1ented rotors are available with straight or curved sha#ed vanes$ !he curved vane is ty#ically longer than a
straight vane thus increasing the rotor strength and surface area given the nu"ber of vanes are e,ual$ !he
increased surface area allows curved vane rotors to run "uch cooler than the straight vane rotors$ )urved
vane re,uires the use of right and left handed rotors and are "ore difficult to "anufacture increasing their
cost$
Rotor )hoice-
)hoosing a #articular si=e rotor that is right for you varies greatly with the characteristics of the race car$
Weight of the vehicle& wheel dia"eter& tire adhesion along with "any other factors #lay an i"#ortant role in
this selection #rocess$ Basic rules to follow& are to select a standard rotor with as large a dia"eter as can fit
in the wheel$ !his will aid in gaining "echanical leverage$ Rotor width will be deter"ined by the a"ount
of heat generated during a race$ Cor"ally& a 2$54: wide rotor is sufficient for general a##lications$
)ross Drilling-
)ross drilling cast iron& vented rotors has advantages and disadvantages$ +n the #lus side a significant
a"ount of rotating weight has been re"oved& ty#ically about two #ounds #er rotor& reducing rotating&
uns#rung weight$ +ther features include increased cooling& relief of gasses and increased 9bite: fro" all
the edges of the holes$
+n the negative side& rotor life will be significantly reduced as the holes create stress #oints and the risk of
serious cracking increases dra"atically$
6rooved Rotors-
6rooved face rotors are a standard feature on "ost high end& high #erfor"ance rotors where e%tre"e
te"#eratures are "aintained$ !he grooves i"#rove the cleaning of the brake #ad kee#ing a fresh surface in
contact with the rotor face hel#ing to eli"inate gla=ing$ n addition& the grooves #rovide an esca#e route
for the brake #ad gasses generated by those high te"#eratures$
Bedding Rotors n-
All cast iron rotors re,uire a 9bedding in: to stabili=e the rotor and i"#rove resistance to cracking$
Always bed@in new rotors with a used set of #ads& #referably ones which will not create heat ra#idly$
6enerating heat too ,uickly will ther"al shock the rotors and accelerate cracking$
Rotor surfaces should always be free fro" oils& grease and brake fluid to ensure #ro#er contact between the
two surfaces$
)lose down D4E of the air ducts to e%#edite the bedding@in #rocess$ +ut on the track "ake several
"ediu" deceleration sto#s to heat u# the disc slowly reducing the chance of ther"al shock$
Accelerate to a high s#eed (233@253 "#h) and a##ly the brakes bringing the race car down to a slow s#eed
(73@<3 "#h) and re#eat this #rocess until the rotors start to turn an orange color$ (a##ro%i"ately 2333
degrees *$) Do not a##ly brakes during acceleration$
+nce you have reached a##ro%i"ately 2333 degrees& #ull into the #its and allow the rotors to cool to
a"bient air te"#erature$ !he bedding@in #rocedure has now been co"#leted$
Rotor Runout-
0ost high ,uality rotors are blanchard ground to ensure the rotor surfaces are flat and #arallel$ Bubs&
bearings and other co"#onents have "achining tolerances causing rotor runout$ An allowable a"ount of
runout is $334@$33F$ You can ad.ust the runout by #lacing shi"s between the rotor and hub or hat and
checking it weekly$
*i%ed 0ount or *loating Rotor-
!here are two different styles of "ounting the rotor$ 0ost co""on is the fi%ed "ount& where the rotor is
bolted directly to the hub or hat$ !he fi%ed "ount #rovides strength& rigidity and security "aking any
change over a ,uick and si"#le #rocedure$
!he floating style allows a s"all a"ount of a%ial float which #er"its the rotor to take an ideal #osition
inside the cali#er$ !his can reduce #edal travel in the case of #iston knock back and allow for differential
ther"al e%#ansion of the rotor and hat$
)ast ron Rotors-
)ast iron is the "ost co""on "aterial used for auto"otive racing rotors$ t has e%cellent strength at high
te"#eratures and does not war# after severe ther"al cycling$ n so"e cases& during heavy ther"al cycling&
iron rotors have shown a tendency to heat check and even crack$ !he cracking #roble"s have beco"e
accelerated in the last few years due to the introduction of new non@asbestos #ad "aterials$ !hese new
"aterials have considerably higher coefficient of friction and higher te"#erature fade #oint$ Research has
been ongoing to i"#rove the cast iron co"#osition& heat treating and refining the designs to eli"inate these
#roble"s$ )ast iron cannot be described as a high tech "aterial& but it is still the best #ractical "aterial
around des#ite all atte"#ts to find lighter weight re#lace"ents$
'teel Rotors-
'teel rotors are widely used in "otor racing a##lications where ra#id ther"al cycling tends to crack a cast
iron rotor or low rotating weight is desired$ !he steel rotor #rovides e%cellent strength& characteristics& can
be cross drilled for reduced rotating weight and is resistant to cracking$ Gnder e%tre"e te"#erature cycling
steel rotors will e%#erience so"e for" of war# andA or shrink$
)arbon )arbon Rotors-
)arbon fiber rotors (carbon rotors) are by far the "ost technologically so#histicated rotors currently
available$ )arbon carbon fiber is a co"#osite "aterial "ade of carbon fibers in a carbon "atri%$ t is
e%tre"ely light& has a very high coefficient of friction (cf / $4 to $F) and can withstand incredibly high
te"#eratures without war#ing or cracking$ !he "ain a##eal of carbon fiber rotors is the weight factor$
!hey are a##ro%i"ately half the uns#rung rotating weight of iron rotors and are used successfully in CBRA
drag racing& >ate 0odel +val !rack and so"e for"s of Road Racing$
+n the down side& carbon fiber rotors tend to increase fluid boiling #roble"s in the cali#er& which
necessitates the use of heat shielded cali#ers& and the cost if #rohibitive for "ost racers although #rices
continue to dro# as volu"e increases$
!he brake #ads in a carbon fiber syste" are re,uired to be constructed fro" the sa"e "aterials as the rotor
itself$ Any atte"#t to o#erate a conventional se"i@"etallic brake #ad with carbon rotor will turn the carbon
rotor to dust in a "atter of seconds$
Because the #ads in carbon brakes are as good at conducting heat as the rotor itself& the #ads actually get
hotter than the rotor$ Baving the hottest #art of the brake inside of the cali#er "akes it difficult to kee# the
brakes fro" boiling$ ('ee section on cali#er heat shielding)$
)arbon fiber itself is very e%#ensive& (usually about H233 #er #ound)& and the #rocess re,uired to
"anufacture it into a brake rotor is e%otic and ti"e consu"ing$ !y#ical #rices for carbon carbon rotors
vary fro" H2333 to H7333 each& which has led carbon fiber rotors being outlawed in "ost for"s of "otor
racing$
)era"ics and Rotors-
!he latest technology has co"e fro" the aeros#ace industry and the use of cera"ics$
'#ecific cera"ic coatings& whether a##lied to a traditional cast iron rotor or a##lied onto an e%otic "aterial
such as titaniu" has #ro#erties which will increase coefficient of friction as "uch as 74E$
A co"#letely different for" of cera"ic coating is a##lied to the inside of the rotor(s vane area which
accelerates heat dissi#ation as "uch as 43E$
When the two cera"ics are a##lied onto one rotor a #erfor"ance transfor"ation occurs changing the
vehicles braking ca#abilities co"#letely$
!he te"#erature between the #ad and cera"ic coating I2 increases dra"atically resulting is higher
coefficient of friction and a 74E increase in sto##ing #ower$ !he increased braking is felt i""ediately
with no lag ti"e or war" u# re,uired$
While the surface te"#erature increases& tre"endous a"ounts of heat are forced into the rotor$ )era"ic
coating I5 ra#idly draws the heat through the rotor into the vane area accelerating the heat dissi#ation by
over 43E$
Cet result is 74E increase in sto##ing #ower& 43E increase in heat dissi#ation brake #ad life and rotor life
is e%tended$
BRAKE ?AD'
'e"i@0etallic >ining 0aterials-
!here has been a tre"endous a"ount of technological advances in brake #ad "aterials in the last few years$
n addition to the advances& govern"ental constraints on asbestos based "aterials have forced the
develo#"ent of non@asbestos "aterials which has changed the way racers sto# their vehicles$
!hese new co"#ounds generally do not fade& they have a higher coefficient of friction than asbestos based
#ads& which "eans increased rotor te"#eratures and allows the driver to use the brakes "ore& causing all
new #roble"s to arise$
With asbestos #ads& at certain te"#eratures the #ads would start to fade alerting the driver to back off the
brakes #er"itting the" to cool down before heavy braking again$ !oday& the #ads will not fade& re"oving
that early warning syste"& so the driver uses the brakes "ore until the fluid boils andA or seals "elt
resulting in a total brake syste" failure$
'olutions to these new #roble"s has been the develo#"ent of 2) heat shielded cali#ers& 5) i"#roved brake
fluids and 7) brake fluid recirculators$
?ad 'election-
?ro#er selection of friction #ads is a critical #art of a high #erfor"ance disc brake syste"$ t is i"#ortant to
analy=e your vehicles braking re,uire"ents based u#on track de"ands and driver braking tendencies and
then select a #ad co"#ound which satisfies these needs$ !he #ro#er co"#ound for you can only be found
through trial and error #rocess andA or contacting the technical de#art"ent at the brake #ad or cali#er
"anufacturer for their reco""endations$
Without being confused by #ad "anufacturer(s ter"inology using high tech sounding words such as
carbon& kevlar& high "etallic& etc$& look for #ads that have high levels of coefficient of friction (lots of bite)&
in the te"#erature range that is "ost co""on for your ty#e of racing$
!e"#erature #aint is readily available for rotors so you can deter"ine what te"#erature range your brake
syste" is o#erating within$ !hen the #ro#er #ad co"#ound can be selected$
>ow !e"#erature )o"#ound ?ads-
>ow te"#erature a##lications are generally used in a##lications such as street cars& drag racing& street rods&
and so"e for"s of dirt racing where brake te"#eratures re"ain low or the races are very short and high
te"#eratures are not e%#erienced$
>ow te"#erature& se"i "etallic brake #ads will #rovide e%cellent sto##ing at cold to "ediu" te"#eratures$
At higher te"#eratures they will not fade& but will e%#erience accelerated wear$
BRAKE ?EDA> 'E>E)!+C
0echanical >everageA?edal Ratio-
0echanical leverage or #edal ratio& is the ratio calculated fro" the length fro" the #ivot #oint of the #edal
to the center of the foot #ad (A)& divided by the length fro" the #ivot #oint to the "aster cylinder #ushrod
(B)$ ('ee diagra" below)$
0echanical leverage is si"#ly a "eans of increasing the ?' without increasing your leg effort$
As 9A: gets longer and 9B: gets shorter& the "echanical leverage increases$ Without #ushing harder on the
#edal your ?' will increase$ !he disadvantage is that the #edal stroke also increases& re,uiring you to #ush
the #edal further$
With a 2: "aster cylinder stroke& a 233 #ound #ush on the #edal and the #edal has a 8-2 ratio the #ressure is
8 % 233 / 833& and the stroke is 8 % 2 / 8 inches$ With a 233 #ound #ush on the #edal and the #edal has a
<-2 ratio the #ressure is < % 233 / <33& and the stroke is < % 2 / < inches$
f you are uncertain about which #edal ratio is right for your a##lication& usually a <-2 ratio is an e%cellent
starting #oint$
BRAKE BA>AC)C6
Different 0ethods of Balancing-
Brake balance is an i"#ortant #art of any racing brake syste"$ All for"s of "otor racing utili=e so"e for"
of brake balance syste" to hel# their vehicles sto# straight or set it to enter the corners$
Brake balance can be ad.usted by using one or "ore of three different "ethods$ Brake #edals with
ad.ustable balance bars are the "ost often used& ad.ustable #ro#ortioning valves and cali#ers with different
#iston dia"eters (front to rear)$ Each one of these "ethods are widely used and each has their advantages$
!he Balance Bar-
!he balance bar is an ad.ustable lever& (usually a threaded rod)& that #ivots on a s#herical bearing and uses
two se#arate "aster cylinders for the front and rear brakes$ 0ost balance bars are #art of a #edal asse"bly
that also #rovides a "ounting for the "aster cylinders$ When the balance bar is centered& it #ushes e,ually
on both "aster cylinders creating e,ual #ressure& given that the "aster cylinders are the sa"e si=e bore$
When ad.usted as far as #ossible toward one "aster cylinder it will #ush a##ro%i"ately twice as hard on
that cylinder as the other$
!he advantages of an ad.ustable balance bar and dual "aster cylinders are& brake #ro#ortioning can be
ad.usted by use of different si=e "aster cylinder bores for front and rear brakesJ front to rear brake balance
can be fine tuned by ad.usting the balance bar& and with two inde#endent hydraulic syste"s if one "aster
cylinder should fail the other syste" will re"ain functional$
With the brake #edal de#ressed& the balance bar "ust be #er#endicular to the "aster cylinder #ushrods$
('ee figure A)$ !hread the "aster cylinder #ushrods through their res#ective clevises to obtain this
#osition$ !hreading one #ushrod into its res#ective clevis "eans threading the other one out the sa"e
a"ount$ 'o"eti"es this will lead to a cocked balance bar when the #edal is in its rela%ed #osition$ ('ee
figure B)$ !his is #erfectly acce#table as long as each "aster cylinder #ushrod is co"#letely returned
against the back of the "aster cylinder when the #edal is rela%ed and the balance bar is #er#endicular to the
"aster cylinder when the #edal is de#ressed$
f your syste" looks like figure 9): re@read the above #aragra#h$
n dirt and short track stock car racing& #edals with balance bars are a very i"#ortant #art of the vehicle$ As
track conditions and vehicle handling changes& it beco"es necessary to alter the balance ,uickly$ )ables
attached fro" the balance bar to knobs or cranks& si"ilar to a drill auger& are two #o#ular "ethods of
ad.usting the balance bar during racing conditions$
Ad.ustable ?ro#ortioning valves-
!he ad.ustable #ro#ortioning valve is basically a device which reduces #ressure that is conducted through
by a##ro%i"ately 43E$ When the knob is screwed in& (closest to housing)& the valve has no effect$ With
the knob co"#letely out& the valve reduces 43 to <3E at #ressures above 233 to 733 #si& de#ending on the
brand being used$ Ad.ustable #ro#ortioning valves are reco""ended for reducing the a"ount of rear brake
#ressure& #reventing lock u# during hard braking on drag race and street vehicles$
)ali#er ?iston Area-
'etting the brake balance can be acco"#lished by co"bining cali#ers of two different #iston areas to
achieve the #ro#er front to rear ratio re,uired$
!o calculate the #iston area of a cali#er-
7$282D % radius of the #iston % radius of the #iston % half the nu"ber of #istons$
(f only one #iston& "ulti#ly by 2)
f you want the ratio front to rear to be 5-2& the front cali#er #iston area "ust be twice that of the rear
cali#er #iston area$
!his is an e%#ensive solution re,uiring an inventory of custo" cali#ers with various #iston si=es& but it
kee#s the brake syste" si"#le and reliable as #ossible$
0A'!ER )Y>CDER'
)hoosing the )orrect Bore 'i=e-
'electing the #ro#er si=e "ater cylinder is critical to #utting together a good braking syste" for your
vehicle$
0aster cylinder re,uire"ents are linked to #edal ratios$ ('ee brake #edal section)$
!he #edal ratios are based u#on 243 #ounds of "a%i"u" force on the leverA#edal to attain the "a%i"u"
rated #ressure for the "aster cylinder$
f the "aster cylinder bore si=e is decreased and the #edal ratio and #ush on the #edal re"ain the sa"e& the
fluid #ressure (?') and the stroke will both increase$
E%a"#le-
A$ With a 8-2 #edal ratio and a 233 #ound #ush on the #edal& 833 #ounds of #ush will be #roduced on the
"aster cylinder$ With a 2: bore "aster cylinder& the #iston area is $DF s,uare inches and the #ressure
develo#ed is 833A$DF / 427 ?'$
B$ !o "ove $<3 cubic inches of fluid& the stroke is $<3A$DF / $DD:$
)$ With a K: bore "aster cylinder& the #iston area is $88 s,uare inches and with the #edal ratio and #ush
re"aining the sa"e as e%a"#le (A)& the #ressure develo#ed is 833A$88 / L3L ?'$
D$ !o "ove $<3 cubic inches of fluid the stroke is $<3A$88 / 2$8:$
n e%a"#les (A) and ())& the #ressure was increased in ()) by decreasing the "aster cylinder bore si=e$ n
e%a"#les (B) and (D)& the stroke increased in (D) by decreasing the bore si=e$
f you e%#erience too "uch #edal travel& you will have to either increase the "aster cylinder bore si=e
(increasing volu"e)& or decrease the #edal ratio$ Both of these o#tions will have a net effect of decreasing
?' while also decreasing #edal travel$
BRAKE *>GD-
DryAWet Boiling ?oint-
Due to the e%tre"e te"#eratures that racing brake syste"s o#erate at& standard off the shelf brake fluids
will not "eet these high te"#erature de"ands$ +f critical i"#ortance is the dry boiling #oint rating that
indicates the fluid(s ability to handle these high te"#eratures after fresh fluid has .ust been bled into the
syste"$
!he dry boiling #oint is the te"#erature a brake fluid will boil at in its virgin& non@conta"inated state$ !he
highest te"#erature dry boiling #oint available to date is 4D3 degrees *$ in a D+! 7 or D+! 8 brake fluid$
!he wet boiling #oint is the te"#erature a brake fluid will boil at after it has been fully saturated with
"oisture$ !he D+! re,uire"ent for wet boiling #oint is a "ini"u" te"#erature of 5F8 degrees *$
+bviously& when you add fresh fluid to your e%isting syste" the new brake fluid is "i%ed with
conta"inated fluid lowering the boiling #oint of your fresh fluid& further stressing the i"#ortance of
starting with the highest te"#erature fluid available$
0oisture-
!here are "any ways for "oisture to enter your brake syste"$ )ondensation& washing your vehicle and
hu"idity are the "ost co""on& with little ho#e of #revention$
All glycol based fluids& D+! 7 and D+! 8& will absorb unwanted "oisture over ti"e and lower the boiling
#oint of the fluid$ )hanging your fluid before every race will "aintain that o#ti"al higher boiling #oint
critical to fluid boiling #revention$
D+! 4 vs$ D+!7AD+! 8-
Although D+! 4 fluid #ossesses a dry boiling #oint of <43 degrees *$& the use of D+! 4 fluids should be
discussed before using it in your high #erfor"ance vehicle$
!o its advantage& D+! 4 fluid has a higher boiling #oint te"#erature than D+! 7 and D+! 8 brake fluids
and D+! 4 will not absorb water$
As #reviously discussed& "oisture gets into your brake syste"$ n a D+! 4 syste" water won(t "i% with
the brake fluid& so the beads of water travel through the brake line and collect behind the #istons in the
cali#er$
'ince it is not unco""on under racing conditions for the brake cali#ers to reach te"#eratures higher than
743 degrees *ahrenheit& those tiny beads of water that have collected behind the cali#er #istons will boil at
525 degrees *$ !he water boils creating a gas& the gasses e%#and #ushing the #istons out against the #ad
and rotor and you have .ust created va#or lock$
BRAKE *>GD RE)R)G>A!+R'
'ince the develo#"ent of the high friction& se"i@"etallic brake #ads& fluid boiling has beco"e an
increasing #roble" in "otor racing$ )ali#er te"#eratures are u#& rotor te"#eratures are u# and the heat is
not being dissi#ated fast enough through the rotor to kee# the brake syste" cool where you can race a 233
la##er without losing your #edal$
A brake fluid recirculator is a si"#le valve which o#ens and closes with the #u"# of the brake #edal
#er"itting fresh& cool brake fluid to circulate through the brake cali#er$ ('ee basic #lu"bing diagra"
below)$
6iven that you have recently flushed the syste" with new brake fluid& the conta"inated fluid is returned to
the "aster cylinder and re#laced with fresh "aintaining the integrity of the fluid in the cali#er$
n so"e for"s of "otor racing the recirculator has beco"e the necessity due to rule restrictions on rotor
si=e& wheel si=e& and even a li"it on air ducting$
)lasses where these restrictions are not enforced the "a.ority of #roble"s could be solved with less
e%#ensive alternatives such as air ducts& larger dia"eter rotors& and the si"#lest solution of all& flushing the
brake fluid #rior to each race$
RE'DGA> ?RE''GRE 1A>1E'
*luid *low Back-
'treet rods an in "any for"s of "otor racing the "aster cylinder is installed in a location e,ual to or below
the level of the brake cali#ers$ As the vehicle sits& or during #eriods without braking& gravity causes the
brake fluid to evacuate the cali#ers and drain back into the "aster cylinder reservoir$ !his creates a
vacuu" effect in the cali#er and draws the cali#er #istons back into the cali#er housing$ !he first ti"e you
ste# on the brake #edal it travels to the floor and the driver "ust #u"# the #edal several ti"es in order to
bring it back u# to the to# #ushing all of the cali#er #istons out to a #oint where they #ress against the #ad
backing #lates$
5 ?ound Residual ?ressure 1alve-
*or disc brake a##lications& the installation of a 5 #ound residual #ressure valve is re,uired$
0ounted .ust outside the "aster cylinder& this valve will "aintain 5 #ounds of line #ressure on the syste"
at all ti"es eli"inating the flow back of the brake fluid and #edal #u"#ing$
!he constant 5 #ound line #ressure will not create any for" of brake drag& but will significantly i"#rove
the feel of the #edal$
23 ?ound Residual ?ressure 1alve-
*or dru" brake a##lications& the installation of a 23 #ound residual #ressure valve is re,uired$
Again& "ounted .ust outside the "aster cylinder& this valve "aintains 23 #ounds of line #ressure on the
syste" at all ti"es co"#ensating for any residual fluid flow back as well as the return s#ring in the dru"
housing$
)aution- Do not install 23 #ound residual valve on a disc brake syste" or brake line as severe brake drag
will occur$
DiscADru" Brake 'yste"s-
n a##lications where disc brakes are installed on the front of the vehicle and dru" brakes are in the rear of
the vehicle the #ro#er "ethod would be to install a 5 #ound valve in the front brake line and a 23 #ound
valve installed in the rear line .ust outside of the "aster cylinder$
B>EEDC6 !BE BRAKE 'Y'!E0
*resh Brake *luid-
Always start a race with fresh, high temperature racing brake fluid!!
!his will assure high #erfor"ance usage fro" the brake syste"$ Cever reuse old fluid as it is conta"inated
fro" contact fro" foreign "aterials and after going through a few ther"al cycling #robably has started to
che"ically breakdown$
Bleed 0aster )ylinder-
After filling the reservoir with high te"#erature& racing brake fluid& "ount it lightly in a bench vise with
the outlet hole #ointing u#ward$ +#en the outlet hole and begin to gently stroke the #ushrod allowing
tra##ed air to esca#e$ ?lace your finger over the outlet hole each ti"e you retract the #ushrod so as to not
such in new air$
Re#eat #rocedure until air no longer co"es out of the "aster cylinder& #lug outlet hole and install in the
vehicle$
)ali#er Bleed 'crews ?ointing 'traight G#-
During the bleeding #rocedure it is critical that the cali#er bleed screws are in the vertical #osition in order
to let all of the tra##ed air esca#e$ f necessary& unbolt one "ounting ear of the cali#er and swing it to the
vertical #osition installing a s#acer between the #istons of #ads eli"inating #iston over travel$
Bleeding ?rocedure-
Before starting you will re,uire the #ro#er si=e bleed screw wrench& a clear soda bottle& and 2F: of clear
a,uariu" tubing to fit over the bleed screw$
*ill the bottle with a##ro%i"ately 5: of brake fluid and insert one end of the tubing below the level of the
brake fluid$ Attach the other end to the bleed screw to be bled$
'tart with the outside bleed screw of the cali#er furthest fro" the "aster cylinder and then "ove to the
inside bleed screw& each ti"e stroking the #edal gently until no evidence of air re"ains$ (Re"e"ber to
close the bleed screw each ti"e before the return stroke of the #edal)$
0ove to the ne%t cali#er furthest fro" the "aster cylinder and re#eat #rocedure until all cali#ers have been
bled$
)aution- *re,uently check the level of fluid in the reservoir so air will not be #u"#ed into the syste"$
)+C)>G'+C
Every driver has braking habits that are different fro" the ne%t driver& and every track has braking de"ands
different than other tracks$ !herefore& not one standard set@u# is correct for the "asses or even for a
#articular track$
!his infor"ation is "eant to be a guideline for you to "ake a knowledgeable choice of co"#onents when
#urchasing your initial brake syste"$ )o"#onent choices should be based around your #articular driving
habits and track de"ands$
A fine tuned brake syste" is as i"#ortant as dialing in your chassis set@u# and will "ake your race car get
around the track faster$