RIDEFAST AUG 21

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DON’T ‘BRAKE’ A SWEAT A reduction in weight because there’s less material and better heat dissipation is the main advantages. As with a lot of the designs we’ve just spoken about, the looks are almost certainly a factor for these being picked by manufacturers and consumers. Carbon brake discs: The most extreme way to approach heat management is opting for a carbon ceramic setup. A hot disc means hot pads, and that results in more gas and debris being released and the brake fluid heating up causing brake fade. So why not go for a different material? Carbon discs are much more resistant to heat, and are also less likely to warp or deform during heavy use, meaning they’ll usually last longer. As a bonus, they’re typically much lighter than their counterparts. HOWEVER!! And please take careful note of this: Other than being prohibitively expensive, they are not meant for road use EVER!! Carbon discs … and carbon pads for that matter are extremely heat resistant and require significant heat to work, hence why you see MotoGP bikes running on normal discs and pads in wet races. The water cools carbon discs down too much to be effective. For road riding, even if you believe yourself to be the fastest guy down Long Tom pass, you do not generate enough heat to get them up to operational temperatures and the long bursts of speed down open roads generates too much wind, cooling them down too much and too quickly making them completely ineffective the next time you grab a handful sending you off into oblivion. Disc Size matters … It really does, no matter what your significant other tells you. Most systems work by converting kinetic energy into thermal energy (heat) by friction. On motorcycles, approximately 70% of the braking effort is performed by the front brake. This, however can vary for individual motorcycles; longer-wheelbase types having more weight biased rearward, such as cruisers and tourers, can have a greater effort applied by the rear brake. In contrast, sports bikes with a shorter wheelbase and more vertical fork geometry can tolerate higher front braking loads. For these reasons, motorcycles tend to have a vastly more powerful front brake compared to the rear, (Thanks Wikipedia). The bigger the disc, the stronger the stopping power. The more pistons, (or pots if you like), on a caliper, the stronger the stopping power. The more rotors/discs … you guessed it, the stronger the stopping power. That is why bigger adventure and road/super bikes have twin rotors up front ranging in size from about 300mm to around 330mm and sometimes even bigger, usually with multi-pot calipers and a single smaller rotor with single pot calliper out back. Generally most small bikes have a single rotor with single pot calipers front and rear and in the case of really small bikes those are sometimes swapped out for drum brakes. Brake Disc Applications Calipers … Single action calipers have brake pistons that operate on one side only. This type has a floating pin design which allows the piston side of the calliper to push onto the disc surface and pull the other side into contact as well. Dual action, or opposed callipers, are fixed into position to reduce flex. Dual action have opposed pistons either side of the disc to greatly improve the piston area. 13 Multi piston calipers: Larger rotors can be used to increase braking force, but this also increases weight and inertia. To overcome this, brake manufacturers developed callipers four, six and even eight pistons.
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