Sabelt x Corner 3 Motorsports

Corner 3 Motorsports, a stocking Sabelt authorized dealer in southern California specializing in high performance Japanese platforms supplied the following Sabelt products for Alex Rodriguez’s Time attack FD Rx7:

The Sabelt package:

– Sabelt GT160 Halo full bucket racing seat.
– Sabelt 6 Point 2 to 3 inch “HANS specific” harness.
– Sabelt SW633 330 mm suede steering wheel.

The Sabelt package offered the following advantages to the driver (based on driver comments):

– GT160 seat lowered the driving position so the drivers’ head (when using a helmet) no longer hit the roll bar of the vehicle.
– GT160 seat also improved driving position for better heel and toe downshifts.
– Sabelt 6 point harness fitted flush with the HANS Device and the submarine belt was much more comfortable. This was due to the 2 belt “split design” of the submarine belt.
– Sabelt steering wheel was thicker and more comfortable to use compared to the old steering wheel.

Corner 3 Motorsports focuses on three core philosophies: complete knowledge in the services they provide, specializing is only a few select Japanese platforms, and working with the most premium brands that best represent them. Corner 3 chooses Sabelt because Sabelt supplies safety components to professional motorsports, has a comprehensive product range to suit their clients needs and is a market leader in safety equipment.

Sabelt was founded in 1972 and part of the Brembo group since 2008, is a technology leader supplying safety equipment to the high performance and professional racing markets.

Contact Information:

Web: http://www.corner3garage.com
Address: 22701 Granite Way, Laguna Hills, CA 92653
Phone: 1-(949) 380-0801

Photos Provided by: Corner 3 Motorsports

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Alex’s time attack FD3S equipped with sabelt GT160 seats

Sabelt Steering Wheel

Sabelt Steering Wheel

Brembo (General News) Sabelt

Can I use calipers off of “XXX” and place it on my “XXX”?

Originally posted on Modified Magazine

Mark Valskis from Brembo North America helps explain what goes into a properly designed big brake system. Upgrading the brakes on Honda Civics to Type-R calipers and rotors or bolting up the bigger 300ZX brakes to S13s and S14s are classic examples of upgrade paths that have proven to be both affordable and effective for grassroots enthusiasts. But more recently I’ve noticed a trend where some hard parking import enthusiasts are bolting huge multi-piston calipers and rotors off of European exotics like Porsches and Ferraris to their Subarus, Mitsubishis, Hondas and Nissans. This may look cool in the coffee shop parking lot, but as I learned when upgrading to the 1-inch Type-R master cylinder from the original 13/16-inch CX model master cylinder on my EG race car (which made a huge difference in brake pedal feel and firmness), there’s a lot more to properly upsizing your braking system than just adding larger-diameter rotors and increasing the number of piston in your calipers. According to Mark Valskis, engineering manager at Brembo North America, The first thing to consider in regards to the brake system is safety. There is a very large misconception that any caliper can be used on any vehicle, as long as it can be made to physically bolt up in some manner. However, there are vast differences in braking systems between vehicles, and often in ways that would not be predicted. For example, a Subaru WRX has approximately 30 percent more brake piston area than a Porsche 911. Taking a caliper from that Porsche application and applying it to a WRX (all other things being equal) would result in a 30 percent reduction in braking torque and a significant (and very unsafe) shift of brake balance to the rear of the vehicle. Understanding the importance of rotor thickness, not just diameter, and how this can impact performance and safety is also a key element to factor in when doing any sort of custom retrofitting of brake parts not designed for your car. A fundamental consideration is the brake disc thickness, Mark says. In a great many cases, we see calipers being used on discs that are thinner than what they have been designed for. In these cases, once the pads and the disc have worn, the first thing that can happen is the brake pads move past the abutment surfaces on the caliper, resulting in damage or brake failure. It is also possible that the pistons move completely past the seals in the caliper, resulting in complete and catastrophic brake failure. Just like the rotors, the calipers are also designed for specific operating conditions, so bolting them up to an entirely different chassis can also be problematic, if not downright dangerous. The caliper bodies themselves are built to withstand the structural requirements of their intended application, Mark says. We have seen instances where calipers are being used far outside the bounds of their design loads. The ABS system is also designed to function optimally only within the parameters of the original braking system.

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Type-R brakes on base-model Civics and Integras is commonplace, but Porsche 6-pot calipers and 14-inch rotors on a Subaru? Is this a case of sacrificing performance for style?

By using components that are well outside these bounds, especially as it relates to fluid volume which is impacted by caliper piston area, caliper stiffness and so on the ABS system performance suffers. Mark also made the excellent point that custom retrofits, like we’re starting to see more of, also involve producing a caliper bracket adapter, a component that needs to be designed, analyzed and tested to prove its integrity for the system’s lifetime. Mark elaborates, Even if the components chosen to adapt are appropriate, without this very important detail being properly designed, the system could also be extremely unsafe and experience a catastrophic failure. The primary benefit of upgrading to bigger brakes is, of course, greater fade resistance and improved modulation, rather than one-stop braking distance. As we experienced firsthand with Project G35, where the undersized (non-Brembo) OEM brakes were quickly overwhelmed by the heat buildup produced by track testing, only when we upgraded to significantly larger brakes (in this case AP Racing front and rear BBKs) did we see consistent braking performance lap after lap. The BBKs provided the ability to efficiently convert, store and dissipate the kinetic energy (in the form of heat) being produced during repeated and heavy deceleration. As to the question, How big is too big? when it comes to upgrading a braking system for high-performance use, Mark from Brembo responded, While mass in the brake disc is generally beneficial to the performance of the braking system, clearly it is not to the other performance parameters of the vehicle, such as acceleration, ride and handling due to the effects of increased unsprung mass. The brake disc mass must therefore be properly balanced with other performance considerations. In many cases, depending on the vehicle in question, it’s possible to reduce the system’s overall weight while increasing the thermal capacity of the brake disc. This is possible due to multi-piece brake discs and high-performance, fixed-mount aluminum calipers in place of factory one-piece discs and cast-iron sliding calipers.

2015 Honda Civic Type-R equipped with a Brembo brake system as Original Equipment (OE).

2015 Honda Civic Type-R equipped with a Brembo brake system as Original Equipment (OE).

Mark then expanded on the topic of brake system sizing by adding, First, we should dispel the myth that more equals better as it relates to components of the brake system, calipers in particular. Simply increasing the number of pistons in a caliper does not make for a superior caliper. The number of pistons in a caliper is a function of optimization for a particular pad shape and piston area, and for the most part, has little direct bearing on the performance of the braking system. Likewise, increasing the piston area is not the mark of a superior brake system. We often see ads or statements expounding upon X percent’ increase in piston area or braking power. The fact is that in almost every circumstance, this is to be specifically avoided. Given that Brembo is the global leader in braking system design, a fact proven by its dominance at the highest levels of motorsport, as well as being the factory choice on many of today’s highest performing road cars, we asked Mark for a little insight into how the company goes about designing its BBKs.

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Brembo’s GT big brake kits are second to none, thanks to the company’s extensive experience

The design of a Brembo GT braking system first begins by an analysis of the original equipment braking system and the pertinent vehicle parameters. This includes the dimensions of all of the original braking system components, including piston area, pad area, disc diameter, thickness, annulus width and air gap. The most pertinent vehicle parameters are the gross weight, weight distribution, center of gravity, wheelbase, top speed and vehicle usage, as well as tire size(s). Calculations are then performed in order to determine the best disc size for the application. Brembo has internal standards for this, based on our experience as an OEM supplier, the performance aftermarket and top-level racing. Due to our unique position in this respect, we have performed tens of thousands of road, track and dyno tests on vehicles and have used this data to establish a threshold for the disc thermal capacity. The caliper piston area is selected in order to closely maintain the original braking torque and fluid volumes. Calculations and dynamic simulations are performed to verify optimum brake balance through the full range of deceleration rates and to ensure safety, performance and the integrity of the ABS system. Further calculations are made for the brake pad surface area and volume. Mark then went on to add that, Each of Brembo’s calipers undergo complete functional and structural testing, as well as environmental testing (salt spray corrosion, etc.) to prove its strength and fatigue lifetime. These tests have been performed at values exceeding that of any application that it is to be employed in. Each time a new application is created, the loads are compared to the qualification values to verify that the caliper meets the structural requirements. If an application should happen to exceed the tested parameters, a full complement of structural and fatigue testing is performed at new higher values. Discs have likewise undergone full dyno testing for thermal shock, thermal fatigue, high deceleration resistance, friction coefficient, wear, etc. The disc bells and caliper brackets are designed to adapt the Brembo disc and caliper to the vehicle. Using the results from the braking system calculations as inputs, these components are analyzed using finite element analysis to evaluate the stress levels, and are physically tested to verify fatigue life at maximum applied torque. There is, of course, a lot of very interesting science and engineering hidden beneath the surface of a high-quality BBK, things like material choices and design considerations that maximize caliper stiffness. Look for a future discussion on this very subject, if we’re fortunate enough to tap into the bottomless pool of brake system knowledge housed by Mark and his team of engineers at Brembo.



Brembo Brakes: Stopping Everything from Ferrari to F1! – The Downshift Ep. 72
On this episode of The Downshift, we head to Bergamo Italy to visit Brembo, the world’s largest brake manufacturer. Brembo was founded in 1961 and has become known for their technical innovation and reliability. Brembo brakes can be found on the worlds fastest road cars, as well as in the worlds most renown racing series from Nascar to F1.

Brembo (General News) Brembo Performance

2015 Long Beach Grand Prix

The Long Beach Grand Prix takes place every year on the famed Long Beach Street Circuit. The IMSA United Sportscar Championship race and Pirelli World Challenge series both host challenging sprint races at the Long Beach Grand Prix. Brembo Racing is a technical partner and supplier to the top teams competing in both series. Racing on street circuits pose several challenges to the teams as well as setting up a reliable brake package for the driver.

Street Circuits are challenging for teams for the following reasons:

– Limited track time for the drivers and teams to dial in car setup, hard on equipment (brakes, tires, dampers, etc…).
– Limitations in circuit grip levels due to dirt as well as pavement changes/bumps/curbs. The circuit’s grip level always changes thru the race weekend as different series run on the track adding different types of rubber directly on the racing line. This can affect car balance and brake performance overall.
– Passing opportunities are few as any type of contact means instantly being taken out of the race. It’s quite difficult for drivers take huge risks (and what risk are taken have to be precise & calculated) as there are concrete barriers which line the course and contact with these barriers can immediately take you out contention for the race win.

Having consistent, reliable brakes which offer the driver maximum control and modulation can give drivers a significant advantage in Turns 2, 9 and 11 where all the passing opportunities are under braking.

Street Circuits are demanding on the brake systems for the following reasons:

– Long High speed, high pressure brake zones which are generally “point and shoot”. Typical GT Cars hit 150-160 miles per hour in the main straight on Shoreline drive, braking down to 50 mph roughly. Driver confidence in the initial “attack” and brake “feel” without over-slowing the cars is important here.
– Bumpy road surface which is can make a driver brake early and spend more time on the brake pedal trailing off. (on motorsport ABS equipped GT cars, active use of the ABS can raise disc temperatures even more).
– Concrete barriers always limit effective airflow to the brakes causing the average disc temperature to be high (About 550-650 C on a Typical GT application).
– In categories where brake setup is “free or open to change”, teams always have to choose between having a higher thermal capacity setup versus running the lightest brakes as possible to help the driver have the competitive on-track advantage. The optimum balance of braking durability, reliability and performance is key.

Depending on the team’s desired direction, the team can choose the specific brake disc and friction options to suit their needs.

In the IMSA United Sportscar Race: Wayne Taylor Racing’s Daytona Prototype took overall honors equipped with Brembo Racing carbon-carbon brakes. In the GTLM class, the Risi Competizione Ferrari 458 GTLM finished a very competitive 2nd equipped with Brembo Racing brakes.

In the Pirelli World Challenge race: All the podium finishing cars were equipped with Brembo Racing brakes (Winner – R.Ferri 458 GT3, Runner Up – Dyson Racing Bentley GT3, and third place – Effort Racing Porsche 997 GT3R)

Photos: NH512 Photo, Nicolas Hur

CORE Autosport Porsche 991 RSR equipped with Brembo Racing brakes.

CORE Autosport Porsche 991 RSR equipped with Brembo Racing brakes.

Risi Competizione Ferrari 458 GTLM/GTE equipped with Brembo racing brakes.

Risi Competizione Ferrari 458 GTLM/GTE equipped with Brembo racing brakes.

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R.Ferri Motorsport Ferrari 458 GT3 equipped with Brembo Racing brakes.

GMG Racing Audi R8 LMS, Equipped with Brembo Racing brakes and Sabelt harnesses

GMG Racing Audi R8 LMS, Equipped with Brembo brakes and Sabelt harnesses

AIM Autosport Nissan Nismo GTR GT3, equipped with Brembo Racing brakes.

AIM Autosport Nissan Nismo GTR GT3, equipped with Brembo Racing brakes.

AIM Autosport Nissan Nismo R35 GT3, equipped with OEM Brembo rear brake calipers.

AIM Autosport Nissan Nismo R35 GT3, equipped with OEM Brembo rear brake calipers.

AIM Autosport Nissan Nismo R35 GT3, equipped with Brembo Racing front brakes and Type III sprint discs.

AIM Autosport Nissan Nismo R35 GT3, equipped with Brembo Racing front brakes and Type III sprint discs.

Brembo (General News) Brembo Racing

How much does a Brembo Performance big brake system weigh vs. O.E. components

List below are a couple random systems that compare the approximate weights of a Brembo Performance GT system vs. the O.E. (Original Equipment) components from various makes and models.

In many cases a Brembo Performance system has a weight savings over OE brake systems even though the Brembo Performance system utilizes multi-piston calipers and often times larger diameter discs.

A Brembo Performance GT/GT-R big brake system is commonly comprised of:

Caliper

Either a 2-piece aluminum alloy, monoblock aluminum alloy, or
billet monobloc aluminum alloy caliper

Brake Pads

typically 2 to 4 pads per caliper

Rotor/Disc

1-piece rotor
– or –
2-piece disc with billet aluminum center and outer iron disc

Brake lines

typically 2-lines per axle set

Mounting brackets

typically 2 billet brackets

1st Comparison

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This is a weight comparison of the factory‪ ‎Porsche  911/996TT‬ (above image)

 1-piece rotor (330mm)

VS.

‪‎Brembo‬ Performance GT 355mm
2-piece disc which is roughly 6% larger.
The GT 6-piston caliper is approximately 7.5lbs.

2nd Comparison (just OE weights)

The weights of a used O.E. BMW M3 (E90/92) brake system
Caliper (F)
O.E: 7.6/11.8 lbs w/bracket, Brembo: 7.75 lbs w/o bracket
(R) 9.2 lbs
Pads: 2.0/1.6 lbs
Front: 1-piece disc: 22.6 lbs
Rear: 1-piece disc: 20.2 lbs

3rd Comparison

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A used Honda Civic Si (EK) steel sliding caliper, pads, line, and 10.2″/260mm rotor
weighs approx: 21.7 lbs

VS.

Compare that to the total weight of this Lamborghini rear system which is:
approx. 24.17 lbs total.
broken down by component:
it’s 15.94 lbs for the 14″ disc and
roughly 8.24 lbs for the forged monobloc racing caliper (w/pads).

Lamborghini rear brake system

Lamborghini rear brake system (above)

4th Comparison

composite-of-sharkwerks_weight-991Sharkwerks Comparing Brembo Performance vs. an OE 2013 991 Porsche Carrera S brake system

CALIPERS:
FRONT: Brembo Performance, 6-piston monobloc, 12.10 lbs vs. the Porsche OE 6-piston caliper, 11.44 lbs
REAR: Brembo Performance, 4-piston monobloc, 9.44 lbs vs. Porsche OE 4-piston caliper, 8.08 lbs

DISC/ROTOR:
FRONT: Brembo Performance,2-piece 380mm (15″) disc,  vs. the Porsche 1-piece rotor ( ) 23.8 lbs
REAR: Brembo Performance, 2-piece 380mm (15″) disc, 17.1 lbs vs. the Porsche 1-piece rotor ( ) 19.7 lbs

Full article here on Sharkwerks.com

Than there’s carbon ceramic, for the ultimate in weight savings

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Mike either has a strong finger or this Brembo CCM-R (carbon ceramic for street/track/racing) disc is nearly half the weight of iron.

Brembo (General News) Brembo Performance

Brake Fluid – Brembo Racing

Upgrading brake fluid for spirited, track or racing use is easily one of the most overlooked things when thinking of upgrading any component or part of the brake system.

Brake fluid performs a very critical function as it is the “life blood” of the brake system, as it is the foundation to hydraulically transfer brake pedal effort to the brake caliper’s pistons. Brake fluid also performs a vital function of lubricating caliper piston seals Brake fluid performance (or the lack of) can directly affect brake pedal feel, pressure and consistency through the operating temperature range. It is also one the most cost effective ways to improve brake pedal consistency (avoiding spongy pedal) under high temperature use.

Dry Boiling Point – Top professional racing teams purchase brake fluid based on several variables that include but are not limited to: dry boiling point, compressibility, viscosity, pedal feel, consistency, and its ability to recover after boiling. While dry boiling point is important, a lot of performance gain can be had from a fluid which has strengths in a lower fluid compressibility.

Most of the dry boiling points* of the top racing brake fluids sold to professional motorsport teams are rated very high so to have substantial gains in fluid performance, other factors can be the focus of development.

 * NOTE: The only way to verify the exact boiling point of a brake fluid is to test it in a fluid lab as there is no industry wide standardized testing for fluid. To properly compare fluids and have accurate results: the test has to be done at the same lab, with exactly the same environment and conditions.

Compressibility/Viscosity – A brake fluid with low compressibility offers a more positive pedal feel which is more consistent during brake applications.

Recovery – The fluid’s ability to recover to its most optimal performance after boiling is a crucial factor in brake fluid performance.

Street Use – Most professional racing fluids are not suitable and/or approved for street. The Brembo LCF600+ is DOT approved and is suitable for street and track use.

Brembo Racing brake fluids are proven motorsport brake fluids with low compressibility, high boiling points, even under the highest temperatures and demanding conditions.

Brembo LCF600 Plus Typical Applications: Open Wheel, Stock Car, Rally, Endurance & Sprint GT**, Track Day

**Brembo HTC64T and LCF600 Plus are both racing brake fluids which are actively used and homologated for FIA GT3 & GTE based sports-car racing.

– Independently proven low Compressibility at severe temperatures.
– Dry Boiling Point: 316 C (601 F)
– Wet Boiling Point: 204 C (399 F)
– Exceeds requirements of U.S. FMVSS 116 DOT 4
– MSRP: $19.95 / 500mL bottle

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Brembo Racing LCF600 Plus – 500mL

– Brembo Racing fluids can be mixed with other DOT 3 and DOT 4 racing brake fluids. For the best performance, a full flush with Brembo Racing fluid must be performed.
– Brembo Racing LCF600 Plus and HTC64T must not be used in Brake systems containing magnesium parts.

Brembo HTC64T Typical Applications: Open Wheel*, Stock Car, Rally, Endurance & Sprint GT**, Track Day.

*Brembo HTC64T is one of a very few select fluids being actively used by F1 teams.

**Brembo HTC64T and LCF600 Plus are both racing brake fluids which are actively used and homologated for FIA GT3 & GTE based sports-car racing.

– Independently proven low Compressibility at severe temperatures.
– Dry Boiling Point: 335 C (635 F)
– Racing Use Only
– MSRP: $ 36.00 / 500mL bottle

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Brembo Racing HTC64T – 500mL

– Brembo Racing fluids can be mixed with other DOT 3 and DOT 4 racing brake fluids. For the best performance, a full flush with Brembo Racing fluid must be performed.
– Brembo Racing LCF600+ and HTC64T must not be used in Brake systems containing magnesium parts.

Brembo (General News) Brembo Performance Brembo Racing

Brembo / Sabelt – FIA WEC at Silverstone

The opening round for the 2015 FIA WEC Championship was a very close 6 hour endurance race at Silverstone which saw great results for Brembo brake equipped teams in the factory LMP and GT classes.

LMP1:

  • 1st Place: Audi Sport – Team Joest, Audi R18 E-Tron Quattro
  • 2nd place: Porsche Team, Porsche 919 Hybrid

Both Audi and Porsche LMP1 Prototypes were equipped with Brembo Racing carbon-carbon brakes.

– Brembo’s specific carbon-carbon materials can give the drivers better feedback, control and modulation over other tested materials.

Audi and Porsche LMP1 cars were also equipped with Sabelt harnesses. (Sabelt, a technology leader in safety equipment, is part of the Brembo group).

– Sabelt aluminum adjusters that Audi Sport are using were optimized using FEA (Finite Element Analysis). This process allows for maximum weight reduction without compromising on strength.

LM GTE – Pro

  • 1st Place: AF Corse, Ferrari 458 Italia
  • 2nd Place: Porsche Team Manthey, Porsche 911 RSR
  • 3nd place: AF Corse, Ferrari 458 Italia

The Ferrari 458 Italia GTE and Porsche 911 RSR is equipped with Brembo Racing cast iron brake systems (Calipers & Brake discs).

The FIA World Endurance Championship (WEC) is starting to become the leading series by many car manufacturers and their technical partners to showcase new technologies in the LMP (Le Man Prototype) & GT (Grand Touring) Classes. The FIA WEC features endurance races (including the 24 hours of Le Mans) and is a global series racing at challenging circuits in the United States, Europe, Asia and the Middle East.

Stiff competition between factory run and private customer teams in all the classes means the top teams work with only the best technical partners to have the most competitive advantage.

Photo Credits: Porsche, Audi Sport

Audi Sport R18 E-Tron Quattro

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Porsche 919 Hybrid & 911 RSR

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Brembo (General News) Brembo Racing Sabelt