RACING BRAKE PADS 2012

Transcription

1 RACING BRAKE PADS 2012

2 Make Model Year Front Rear Make Model Year Front Rear Alfa Alfasud / GT 1300 & n.a. BMW M3 [E92] GT4 race version Romeo 1750 all n.a. M5 & M n.a V M5 [E34] M5 [E39] Aston Martin Vanquish M5 [E60] DB M6 [E63 / E64] X Audi Quattro Z Quattro S Z3 (not Roadster) A V Z3 M Roadster 3.2i A V Turbo Z A3 3.2 Quattro Z4 M Coupe A3 [several] 8064 Z A V Mini Cooper n.a. A4 & A6 [several] 8064 A4 & A5 [several] RS RS Cadillac CTS-V (4 piston front caliper) RS6 (C5) CTS-V (6 piston front caliper) RS6 (C6) R Caterham Seven Range Q5 (8R) stock AP up-grade S S3 Quattro (disc Ø 345mm) Chevrolet Corvette C S4 & A8 (8 pad front set) Cobalt SS Supercharged FRS139 n.a. S4 & A8 (8 pad front set) Cobalt SS Turbocharged n.a. S4 Quattro Corvette Brembo non ceramic S5 Quattro (disc Ø 345mm) Camaro SS S TT Citroen ZX V TT R Saxo 1.6 VTS (Cup) TT 3.2 V6 Quattro (disc Ø) TT 3.2 V6 Quattro (disc Ø) Dodge Dart (vintage) n.a. TTS 2.0 Quattro Viper TT RS 2.5 Quattro Viper n.a. Viper SRT Viper Competition Coupe BMW ti n.a. Ferrari 208 Turbo d & 130i [E87] 05 - n.a Dino 246 GTB, GTS i [E82 & E88] GT Series M Coupe [E82] GTO i [E21] n.a. 308GT4,GTB,GTS 2valve is - 325i [E30] GTB, GTS 4 valve is - 325i [E36] GTB, GTS i - 323i [E46] GTB, GTC i [E46] GTB, GTS, Spider series M-Technic / Brembo Berlinetta, GTS i - 330i [E90] 05 - n.a Challenge i, 335d [E90/E91/E92] all models [E31] Challenge M all models M3 [E30] EVO I & II Daytona, GTB, GTS M3 [E36] 3.0 & GTC, GTC4 only M3 [E46] & M3 CSL i, GT M3 [E90 / E92] Please check with the appropriate drawing!

3 Make Model Year Front Rear Make Model Year Front Rear Ferrari 412 GT Maserati several vintage models 1144 F430 (cast iron brakes) several vintage models GT BiTurbo 2.5 & BB Spyder 4.2 & Coupe TR (some) Grand Turismo Testarossa F512M & Mazda MX-5 Miata M Maranello Speed 3 & n.a. Testarossa F40 Street and race McLaren F on request F Mondial Spider 2V Mercedes several vintage models 1291 Mondial Spider 4V E E 2.3 & Ford Escort 1.3 GT n.a. 190 E Evo II Escort 2.0 RS n.a. SLK 55 AMG n.a. Escort 2.0 RS Cosworth SLK Roadster (R170) 32 AMG n.a. Fiesta & Puma 16V n.a. SLR Sierra 2.0 RS Cosworth E55 AMG (W211) Sierra 2.0 RS Cosworth C class w. AMG sport pack n.a. GT CLK 63 AMG Black Series Mustang vintage n.a. E class w. AMG sport pack n.a. Mustang Shelby GT n.a. Focus II 2.5RS n.a. MG Metro turbo n.a. Honda Accord Type R (Acura) Integra Type R DC n.a. Mitsubishi 3000 GT n.a. NSX n.a GT VR n.a. Civic Type R; S2000; RSX n.a. Lancer Evo III Acura TL n.a. Lancer Evo IV Civic Type R 06 - n.a Lancer Evo V - Evo IX Lancer Evo X Hyundai Genesis Coupe 3.8 track Morgan 4/ n.a. Lamborghini Countach Plus n.a. Diablo n.a. Diablo Brembo brakes Nissan 300ZX n.a. Jalpa Skyline GTR Gallardo Z Coupe Track Murciélago (non ceramic) R35 GTR Opel Astra F 2.0 GSI 16V Lancia several vintage models Astra G OPC n.a. Delta 2.0 HF Int.16V Calibra 2.0i 16V Delta 2.0 HF Int.16V Evo Corsa B 1.6 GSI 16V n.a. Kadett C Coupe n.a. Lotus Eclat & Elan n.a. Kadett E 2.0 GSI 16V Elan n.a. Manta B + Kadett D n.a. Elan SE & S n.a. Speedster 2.2i 16V Elite n.a. Esprit n.a. Peugeot GTI Esprit Turbo S Elise GTI 16V Exige MI Exige Sport Cup Super n.a. Pontiac Solstice FRS139 n.a. Please check with the appropriate drawing! 2

4 Make Model Year Front Rear Make Model Year Front Rear Porsche 356C Renault Alpine / GTA R5 GT Turbo / 3.0 / 3.2 Carrera Clio V & V S Clio V6 mid engine SC Turbo & T. S Clio 3.0 V6 Turbo Sport n.a. 928 S Megane Coach V S & S4 & GT Megane RS & Clio Cup n.a GTS 32V Moby Dick 8059 Rover Metro (Austin / MG) n.a Turbo Turbo Saab 99 & Turbo & 3.0 S Seat Ibiza & Toledo 16V Toledo 2.3i V C Leon 2.8 Cupra 4 (Brembo) C Leon 1.8T Cupra R (Brembo) Carrera RS Leon Cupra Cup race car C several Turbo & Turbo S /3.6 Turbo & Turbo S Skoda Octavia 1.8i 20V Turbo Coupe several Coupe Sport Coupe Turbo S Subaru WRX Japan + EU n.a Carrera & C STI S (turbo look) Turbo & Turbo GT Toyota Yaris Cup & MR2 Spyder 8029 n.a Carrera RS & RSR GT2 & RSR (380 disc) Volvo S60 Turbo R Brembo brakes C & V70 R 2.5T Brembo brakes C Cup C Cup VW Corrado G60 & 2.9i VR GT Golf I (17) 1.6 & 1.8 GTI n.a. 996 GT Golf II (19E) 1.8 GTI GT Golf II (19E) 1.8GTI 16V Turbo Golf II (19E) G GT3 Cup Golf III 2.0i GTI 16V & VR GT3 R & GT3 RS Golf III 2.0i GTI 16V & VR C & 3.6 C Golf IV (1J) 1.8 & C S & 3.8 C 4S Golf IV 1.8 Turbo & 2.3i V C & 3.6C Golf IV 2.8i V C S & 3.8 C 4S Golf 3.2 R Turbo Golf V GTI (disc Ø 288mm) GT Golf V GTI (disc Ø 345mm) GT3RS Lupo 1.6 GTI GT3 Cup New Beetle 1.6 & 1.9 Tdi GT3 Cup Grand Am spec New Beetle 1.8 Turbo 20V GT3 Cup S New Beetle 2.3 & 3.2 V GT3 RSR Polo 1.3 & 1.3 G n.a. Boxter [986] Polo (6N) 1.3i & 1.4i n.a. Boxter S [986] Polo (6N) 1.4i V Boxter [987] Polo (6N) 1.6 GTI Boxter S [987] Touareg V10 TDI & 4.2 V Cayenne Turbo (18" wheels) Carrera GT Cayman Cayman Cayman S Wartburg 1.0, n.a. 3 Please check with the appropriate drawing!

5 Race caliper applications Alcon A type 17mm 1192 Brembo mm 8033 B type 16mm/20mm/22mm/25mm 1595/1607/8037/ piston 22 / 25 / 29mm 8038 / 8087 / 2488 H type 16mm D40 / D44 / D / 2127 / piston 16mm 8000 SR, CAR22 D43 20mm / 16mm 1283 / piston 16.5mm 2931 SR, CAR22 D37 16mm A262.xx (new) F3 16mm 8049 P type 15.5mm / 17.5mm 8009 / 1203 hp 2 piston 84.7x R type 14.4mm D42 / D / 3190 hp 4 piston 125x TA 4, CAR84 18mm / 22mm / 24mm 1842 / 8090 / 1908 hp 6 piston 165x TA 6 18mm / 25mm 1903 / 1538 XA3.40.xx 6 piston 18mm TA6+ 20mm / 26.5mm / 29mm ers412 / 2688 / 2557 "Big Red" XT pad 30mm 2485 XA5.71.M2 6 piston D TPC CAR26 25mm / 20mm 1619 / 1896 XA5.71.L2 6 piston D Mono x XA5.71.xx 6 piston D PNP0084x XA5.71.xx 6 piston D XA5.71.xx 6 piston D AP Racing CP2195 D38 LD mm 1362 racing 6 piston D64 29 / 25 / 21mm 8098 / 8099 / 8102 CP2270 D46 17mm 1269 CP2279 D50 17mm / 20mm 1361 / 1270 CP2340 D43 / D51 16mm 1749 / 1265 CP2372 D52 16mm 8040 CP2399 D43 LD20 15mm 1363 Coleman Series I & II 2555 CP2712 D44 15mm 8068 Series III 1595 CP3215 D42 17mm 2126 Series IV 1903 CP3345 D44 16mm 2127 CP3558 D46 / D51 (53) 25mm 1813 / 1538 Dunlop 8056 CP3714 D54 20mm / 25mm 1267 / 1268 (vintage) 8070 CP3894 D46 / D51 (53) 18mm 1852 / CP4296 D mm 2141 CP5045 D61 17mm / 22mm 1842 / 8090 Lucas / 3 C 1191 CP5119 D50 15mm 1587 GirlingAR CP5510 D43 20mm / 16mm 1283 / 1705 AR CP5788 D48 20mm LF 3190 CP6070 D49 25mm / CP6210 D54 20mm / 26.5mm / 29mm ers412 / 2688 / /4 RRS-19 18/4 RRS / 1268 CP6600 D mm SL 38/ CP7031 D32 (new F3 caliper) 8060 D 12/14 R 3102 CP7040 D mm NR 8055 CP7600 D mm / 16mm 8076 / Lucas wva Lucas wva ATE PowerPad caliper, push-pull system 8080 Outlaw 3000 / 3500 / Brakeman F1 Tornado 1362 PFC ZR53 6 piston 8092 F2 Tornado 1363 ZR22 4 piston 8093 F4 Tornado 2555 StopTech ST Brembo mm 4304 ST mm 1587 ST mm GT (F-40) 1287 / mm / 16mm 1283 / 1705 Wilwood Dynalite ers mm / 20mm / 22mm 1595 / 1607 / 8037 GT mm / 26.5mm 1674 / 2704 Integra IP mm GT (Lotus) 1408 IR - GT mm / 17mm / 25mm 1896 / 8030 / 1619 Prolite piston 20mm 2053 Superlite piston 2105 / 2782 Please check with the appropriate drawing! 4

6 Historic and Vintage applications Due to the popularity of historic and vintage racing, a range of brake pads have been reintroduced. Detailed below a few of the various historic applications. Please contact us for availability and compound recommendations. drawing # caliper type 8032 Girling AR AP CP Lucas 8042 Lucas 8055 Lucas / Girling NR 8056 Dunlop AP CP Dunlop 8071 Dunlop 8086 suitable among other things Jaguar, Lamborghini, Maserati Aston Martin, Jaguar, Lotus, Volvo Lotus rear Corvette C3 Porsche 962 Porsche 935 Moby Dick Wartburg MG Metro Alfa Romeo, Aston Martin, Ferrari, Iso, Jaguar Ferrari, Iso, Jaguar Dodge Dart, Ford Mustang, Plymouth Valiant, (FMSI D11) PFC / PAGID / MINTEX cross reference list PFC PAGID MINTEX PFC PAGID MINTEX / 85 / F*R F*R / 1607 / F*R F*R / / F*R F*R F*R / F*R MDB F*R MDB F*R MDB / F*R F*R F*R20.00S MDB F*R MDB / F*R F*R F*R F*R F*R F*R F*R F*R / F*R F*R F*R F*R / 1896 / F*R F*R / 1610 MDB / F*R F*R / F*R F*R F*R / F*R / 2180 MDB / F*R F*R / 8038 / F*R F*R F*R / F*R F*R F*R / F*R F*R F*R F*R F*R F*R F*R F*R / Please check with the appropriate drawing!

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26 Technical information and tips PAGID friction compounds PAGID racing compounds are complex formulations with very high content of ceramic materials. The difference to competitor s metallic compounds is the superior thermal insulation and the higher heat resistance of ceramic compared to iron. Ceramic has, to the contrary of iron, very low heat conductivity. Consequently, less disc (rotor) temperature goes through the pad into the caliper. We measured up to 60 C (140 F) less caliper temperatures with PAGID pads vs competitor s pads. This is very crucial when it comes to brake fluid boiling. PAGID friction compounds, especially the color-coded yellow endurance materials, have a very low wear rate and are extremely discs friendly. This fact is proven by numerous race wins in 24 hour races world-wide. Brake modulation, release characteristics and pedal feel with PAGID pads are excellent. Therefore, it is not only less likely to get (tire) flat spots but also improves drivability and driver confidence. Taking environmental protection seriously / Ecological standards for friction materials At PAGID / TMD Friction we have been at the forefront of environmental protection within the friction industry for a number of years. Almost a decade ago the company was instrumental in the development of the ECO-Table, a set of ecological / environmental classification standards for friction materials. It ranges from ECO I to ECO IV and today it is a universally recognized standard. The product portfolio of PAGID / TMD Friction has been constructed in line with the corresponding environmental requirements and it is constantly being further improved. All Pagid racing materials are toxicologically safe and do not contain hazardous materials such as asbestos or lead. We believe that we have a responsibility to conserve the planet's precious resources wherever possible therefore we have set ourselves ambitious energy reduction targets and strict recycling processes. PAGID steel backing plate design PAGID uses a unique and patented system to ensure the friction material does not delaminate from the steel backing plate. The friction material is attached to the backing plate in two ways, adhesive bonding and mechanical retention. The mechanical retention (patented) is accomplished by inserting brass torpedoes (studs) - which are welded onto the steel backing plate deep into the friction material. The brass torpedoes do not harm the brake disc (rotor). PAGID is the only race pad that features a retention system which not only connects the steel backing plate with the under-layer (adhesive bonding) but also with the friction material itself. It has turned out that this system, invented in the first place only for racing, has become also the best retention system for heavy truck and bus disc brake applications. PAGID race pad fitting instructions The new brake pads must move freely in their guides. If necessary remove paint from the contact faces. Delayed release and taper wear can occur if pads do not have enough clearance. The outer radius of the pad s friction material must align with the brake disc s outer radius. (Because brake discs grow when they get hot the pads may stick out max. 1mm when cold). Especially with custom made uprights (knuckles) or custom made caliper mounting brackets, brake pads very often do not align properly with the brake disc. After a brake pad change it is advisable to place a note at the steering wheel to let the driver know new pads had been installed. Never lay hot pads up side down i.e. with the friction material onto the ground unless you throw them away anyway. Asphalt, rubber, oil etc. can melt into the friction material. (The same applies to hot discs!) When washing the car (especially with high pressure cleaners) we recommend removing the pads or driving the car after washing and apply the brakes a few times in order to dry the brake pads. Oxidation due to water or high humidity can slightly alter the friction behavior of used pads. Some pro race teams use storage or transport pads and vacuum bag the race pads. 23

27 Technical information and tips Avoiding Brake Judder During bedding and shortly after, some judder is quite normal but should disappear after 5 to 10 laps. Changing back and forth between two incompatible friction materials (e.g. racing brake pads of different brands or street pads) can cause uneven build-up of pad material on the disc surface and can consequently lead to brake judder. Judder is the result of a thickness variation in pad buildup on the disc surface. Brake judder can be from a barely noticeable vibration to a violent judder. When you install Pagid race pads on top of a layer of an incompatible pad material, bedding might take much longer or in worst case won t work at all. It can also result in sub-optimal brake performance. Another reason for uneven pad transfer is called imprinting. After coming to a complete stop with hot brakes (in the pits or after a spin), do not keep your foot on the brake pedal. The hot pads can leave a deposit behind that in turn again can cause judder and vibrations. Bigger vs smaller pad A larger friction surface will not improve stopping power. The amount of pressure applied, coefficient of friction and the disc diameter determine stopping force. A bigger pad does not apply more pressure, only the same pressure over a bigger area. The size of the pad matters in terms of heat capacity and wear rate. A larger pad will absorb more initial heat and has better wear characteristics. Pad fade vs brake fluid fade 1.) pad fade When the temperature at the interface between the pad and the disc exceeds the thermal capacity of the pad, the pad loses friction capability mainly due to out-gassing of binder (matrix) materials in the pad compound. The brake pedal remains firm and solid but the car will not stop no matter how hard you push on the pedal. The first indication is a distinctive smell, a signal to back off. Solutions: better cooling, higher mass brake discs size and vane configuration or higher heat range pad compound. 2.) fluid fade Boiling brake fluid develops gas bubbles in the calipers. The brake pedal becomes soft and pedal travel increases (because gas is compressible). One can still stop the car by pumping the pedal but efficient modulation is gone. This is a gradual process with advanced warning. The damaged fluid must be completely replaced. Correcting the problem is improved cooling and / or may only require new or higher grade racing brake fluid. The importance of keeping fresh brake fluid in the system and regular bleeding (before every session) cannot be overstressed. Watch the temps! It is highly recommended that brake temperatures are being monitored. Three temperature brake paints or similar products should be used. Ideally, the green paint (430 C / 806 F) should be completely oxidized (turns white), the orange paint (560 C / 1040 F) should be symmetrically beginning to oxidize and the red paint (610 C / 1130 F) should be un-touched or change only slightly. Caliper temperatures can be monitored with temperature strips. Checking the temperatures in the pit lane with a thermometer is a good way to oversee brake bias. Heat cracks in racing brake pads and discs Multiple small heat cracks (hairline cracks) in pads and discs (rotors) are normal and accepted for this type of use. Friction material delamination is prevented by PAGID s patented retention system (see above). Heat cracks on brake discs must not reach to the outer or inner edge of the disc. 24

28 PAGID race pad bedding in procedures Why bedding? To transfer a layer of friction material onto the brake disc (rotor) faces to achieve maximum performance. To stabilize compressible materials to avoid a spongy pedal. To boil off volatile elements in the friction compound in order to have the initial green fading during bedding and not during the race. To align the pad surface with the brake disc (rotor) surface to have full contact. If pads do not get bedded properly and / or used too hard right out of the box will likely lead to pad glazing. Pad glazing is a condition where the resins in the pad crystallize on both, the pad friction surface and the brake disc (rotor) surface, resulting in poor stopping performance, brake judder and vibrations. Also rapidly escaping volatile elements and moisture from the resin would seek an immediate escape route out of the friction compound, creating small fissures that would lead shortly to cracking and chunking. 1.) BASIC BEDDING (Warm up in order to initiate some core heat in the whole brake system.) 4 to 6 stops with medium brake pressure from approximately 150 km/h (90 MPH) to approximately 80 km/h (50 MPH). Distance between each brake stop approximately meters (300 to 400 yards). The pads should not reach temperatures above 400 Centigrade (550 Fahrenheit). No dragging! Blocking of the air ducts might be helpful to reach appropriate temperatures quicker. 2.) IMMEDIATELY AFTER BASIC BEDDING (Simulating race conditions) One stop with medium to heavy brake pressure, without allowing brakes to lock from approximately 180 km/h (110 MPH) to approximately 80 km/h (50 MPH). No dragging! Recovery stops with light brake pressure 3 to 4 times (Cleaning procedure). Repeat the high-speed stops including recovery stops 2 to 3 times. Allow a cool-off distance of approximately 500 m (500 yards) between high-speed stops. BRAKE DISCS (rotors) PAGID racing brake pads can be used either on solid, grooved or cross-drilled discs. If possible, pads should be bedded on used but NOT worn out brake discs. (If bedding new pads on new discs, focus on disc bedding first.) For disc bedding please refer to the disc manufacturers own instructions. Usually, disc bedding is performed at lower temperatures than pad bedding. MOUNTING NEW PADS ON USED DISCS (rotors) We do not recommend using discs, which are pre-bedded, or have been used with friction material other than PAGID. When Pagid race pads are installed on top of a layer of incompatible pad material, bedding might take much longer or in worst case won t work at all. It can also result in sub-optimal brake performance. Used discs have a slight ridge on the outer and inner edge (radius). For a little while, until bedded, new pads would ride only on this ridge and not on the complete disc surface. That can cause a soft pedal. Therefore it is recommended to chamfer the outer and inner edges of new pads a little bit in order to have full pad contact from the beginning. That is very important in long endurance races with pad changes to provide a firm pedal right after the pit stop. PLEASE NOTE It is imperative that the bedding in procedures are NOT performed on public roads. PAGID racing materials are NOT for street use. Failure to follow bedding in procedure may result in a sub-optimal brake performance. Disclaimer of warranty PAGID racing brake pads are developed for high performance events. Motorsports is dangerous. There is no warranty stated or implied due to the unusual stress placed on racing parts and because we have no control over how they are used. No warrant or representation is made as to this product s ability to protect the user from injury or death. The user assumes that risk. Every effort has been made to insure that data in this catalogue is accurate. We do not accept responsibility due to errors, non-inclusions or consequential harm resulting there from. 25