All-New Brembo Performance B-M8 and B-M4 Brake Calipers

A New Family of Calipers

Brembo launches innovative high performance aftermarket truck and SUV calipers

LAS VEGAS, Nev., Nov. 3, 2015 – Brembo, the world leader and acknowledged innovator of brake technology introduces a brand new product during the 2015 Specialty Equipment Market Association (SEMA) Show (Booth #23561) on November 3-5, at the Las Vegas Convention Center. Brembo launches the B-M8, the all-new 8-piston caliper and its companion the B-M4.

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The Brembo B-M8 is an 8-piston monobloc caliper with four pads, suitable for rotors up to 420mm x 40mm (16.53” x 1.57”). This all-new caliper is specifically made for the front braking systems of trucks, SUVs and large high-performance sedans. As one of the largest calipers manufactured by Brembo, at 15.8 inches x 5.51 inches x 7.1 inches, the B-M8 required more than one thousand design hours, which included on-vehicle testing and casting technology development. The B-M8 is validated for torques up to 5700Nm (4204 lb ft).

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B-M-4_b-m8-prod-shot

The B-M8 is available in four colors – red, yellow, black and new to the market white, with a few “optional” colors. The companion caliper, the B-M4, for rotors up to 380mm x 30 mm, is 12.2” x 6,42” x 3.54” and suitable for the rear braking systems of larger vehicles as well as front applications for smaller cars. The B-M8 and B-M4 are ideal for a variety of domestic and import trucks, SUVs, and sedans including, but not limited to Ford F-Series and Expedition, Dodge Ram, Toyota Tundra, Nissan Frontier, Land Rover Range Rover, Mercedes-Benz SUVs and Porsche Cayenne.

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Available in red, yellow, black and new to the market white, with a few “optional” colors

This new caliper aligns with Brembo’s principles of developing new and innovative products with a designed flair. The B-M8 will not only provide superior stopping performance, but will also deliver a design aesthetic that fills the large wheel openings of today’s 22-inch truck and car wheels.  The company have taken its expertise in the motorsports world and applied it to large truck and SUV braking systems to create one of the largest and best looking calipers in the Brembo line.

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The new color added to the available finishes

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Brembo B-M8 and B-M4

“We are breaking new ground with the launch of the Brembo B-M8 and B-M4 calipers at SEMA,” said Dan Sandberg, President and CEO of Brembo North America. “This new caliper aligns with Brembo’s principles of developing new and innovative products with a designed flair. The B-M8 will not only provide superior stopping performance, but will also deliver a design aesthetic that fills the large wheel openings of today’s 22-inch truck and car wheels. Our business was founded on creating high performing products that look great. We’ve taken our expertise in the motorsports world and
applied it to large truck and SUV braking systems to create one of the largest and best looking calipers in the Brembo line.”

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The New Brembo B-M4

Developed to increase overall braking performance, the B-M8 exhibits consistent braking power under intensive conditions. The B-M8’s four pads provide a significantly larger braking surface, improving performance and pad wear, while communicating increased “bite” to the driver. Manufactured in the same plant as the company’s racing brake systems, the B-M8 leverages Brembo’s 40 years in motorsports in an advanced road-going high performance caliper.

B-M8 and B-M4 with their innovative and exclusive design are the first members of a NEW FAMILY of calipers that will distinguish the new High Performance Brembo Kits from others in the market, moving the car where it will be fitted to a new and clear identity.

The Brembo B-M8 and B-M4 will be available for purchase in 2016 from Race Technologies.


About Brembo SpA
Brembo SpA is the world leader and acknowledged innovator of disc brake technology for automotive vehicles. Brembo supplies high performance brake systems for the most important manufacturers of cars, commercial vehicles and motorbikes worldwide, as well as clutches and other components for racing. Brembo is also a leader in the racing sector and has won more than 300 championships. Today the company operates in 16 countries on 3 continents, with 24 production and business sites, and a pool of around 7.700 employees, about 10% of whom are engineers and product specialists active in the R&D. 2014 turnover is € 1,803.3 million (12/31/2014). Brembo is the owner of the Brembo, Breco, AP, Bybre and Marchesini, and operates through the AP Racing brand. For more information, visit us at http://www.brembo.com.
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To access the 2015 Brembo SEMA media kit, visit www.mediakit.brembo.com.

Brembo Performance

How to Measure Your Wheel for Proper Brake Clearance

Before you buy, regardless of wheel size, you must confirm brake system to wheel clearance before purchasing a Brembo Performance system.

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These CAD drawings represent the clearance of an Original Equipment (left) brake system compared to a GT system with inadequate clearance (middle), and one with proper clearance (far right).

Brembo Performance brake systems are always designed to maximize wheel fitment. However larger components are often required to meet performance parameters determined by Brembo engineers, so it may be necessary to utilize a wheel spacer or to upgrade to an aftermarket wheel with adequate clearance. There are a number of variables that can affect wheel clearance including wheel diameter, wheel offset, and wheel design.

In order to determine if a wheel has adequate clearance, please follow the instructions below or download a printable copy of these instructions by clicking here.

PRINTING THE TEMPLATE

  • STEP 1: Look up your application (Year/Make/Model search) on www.racetechnologies.com.
  • STEP 2: Select your brake system.
  • STEP 3: Download or open the PDF document listed under Wheel Clearance information. Note: All Brembo GT/GT-R systems have a specific corresponding wheel clearance diagram (brake profile cross section).
  • STEP 4: Print out the document, but be sure to make sure you’re printing at full scale (1:1 or at 100% size). There’s a ruler on the bottom right-hand side of the page to compare it with.
  • STEP 5: Cut out the shape of the template to include the caliper, bell, and disc.
  • Optional: You may want to back the cut-out with a piece of cardboard or foam core to make sure that the template is sturdy enough to get a proper gauge of your wheel clearance.

MEASURING YOUR WHEEL

  • STEP 1: Remove a wheel.
  • STEP 2: Place the wheel carefully on its face and measure out the A/B/C dimensions with a straight edge or create a template from the clearance diagram.
  • STEP 3: If using a clearance diagram attached to tag board as a template, be sure to double check that the template retains the actual dimensions from the original diagram.
  • STEP 4: Allow 3mm in all directions from the caliper to the wheel.
  • STEP 5: If the caliper contacts the inner wheel spokes, a wheel spacer may be used to move the wheel out away from the caliper. When using spacers, we recommend only considering high quality hubcentric spacers (and longer wheel bolts/lugs when needed). It is also important to confirm that the wider track will allow the tire to clear the fenders in all positions.

EXAMPLE BELOW

  • We are using part #1n1.9003A (a 2013 BMW M3) for our example.
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The kit number is shown on the lower right, and all measurements are shown in millimeters. The diagrams are shown at full scale, but once they have been printed these measurements must be confirmed before use. We colored in the CAD drawing to help make it easier to understand the brake assembly cross section. The red area represents the rotated profile of the caliper, the dark grey colored area is the bell, and the silver area is the disc.

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The A dimension is 34.9mm The B dimension is 134mm The C dimension is 220.7mm

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In this example, the clearance diagram has the center of the wheel marked with a yellow highlighter. If you rotate the previous diagram and set it into the wheel, it would look like the diagram above that includes a wheel cut-away. That same yellow line is represented by the dashed line below. The drawing above is a cut-away of a GT system inside of a wheel on its face.

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The diagrams are shown at full scale, but once they have been printed these measurements must be confirmed before use.

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Place the cut-out inside the wheel well. If the cut-out is too flimsy, you may need to adhere it to a piece of cardboard to help with getting a proper gauge on your brake to wheel clearance.

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Allow 3mm in all directions from the caliper to the wheel. Note: the imagery and highlighted areas is meant to be an approximation to help illustrate the tutorial.

All Brembo Performance systems are custom packaged to order, so they cannot be returned due to wheel fitment which is why it’s very important to verify brake and wheel fitment before placing your order.


Brembo Performance

Ferrari 458 “Street Challenge” 90 LBS Weight reduction

SHAVING OVER 90 POUNDS OFF A FERRARI 458:

BBi Autosport, an authorized Sabelt dealer, and one of the leading performance shops in Southern California, shaved over 90 pounds from a Ferrari 458 Italia. That is a significant weight savings that was achieved simply by changing out the OE seats to Sabelt carbon seats (Sabelt is also the OE supplier to Ferrari). The 562 horsepower 458 Italia is Ferrari’s primary high performance mid-engine V8 sports car sold worldwide and also the current platform homologated by Michelloto which is the racing arm for all Ferrari GT programs for professional sports car racing worldwide.

Ferrari Sabelt dry carbon seats in Ferrari 458. Photo: Jerry Truong / BBi Autosport

Ferrari Sabelt dry carbon seats in Ferrari 458. Photo: Jerry Truong / BBi Autosport

BENEFITS OF A FULL BUCKET SEAT:

A non-reclinable full bucket racing seat offers greater driver support and confidence (helps against lateral G forces while potentially lowering the center-of-gravity) during track and high performance use. This allows the driver to focus on  steering inputs rather than  bracing themselves in their less supportive OEM seat. A racing seat is designed to limit body movement when properly fitted to the driver vs. OEM seats which are designed for general comfort and ease of entry/exit for a wide range of body types. FIA approved, full bucket, racing seats  also have provisions for racing harnesses, which offer a much higher level of safety and protection in the case of an accident or impact.


INGREDIENTS REQUIRED:

  • Ferrari 458 Italia
  • BBi Autosport
  • Sabelt GT-600 Dry Carbon full bucket seats and side mounts
  • Sabelt light weight Harnesses
  • Seat mounting base (supplied by BBi Autosport)
  • Harness mounting (supplied by BBi Autosport)

Sabelt (part of the Brembo group) is a technology leader in safety equipment and a technical supplier to Ferrari on several OE and motorsport programs.  Sabelt produces the optional high performance seat options for the OE Ferrari 458 Italia and also supplies FIA approved* carbon racing seats into the Ferrari “Challenge” and GT3 customer racing programs.

Ferrari 458 GT3. Photo: NH512 Photo

Ferrari 458 GT3. Photo: NH512 Photo

*What exactly does FIA Approved mean?

Safety equipment which is FIA approved is rigorously tested and conforms to the same high safety standards which over 30 different motorsports series worldwide including Formula 1 conform to. Formed over 100 years ago in 1904, the FIA (Federation Internationale de I’Automobile) is a foundation which governs and regulates most aspects (including safety) of the top professional motorsports series worldwide. All of the current Sabelt racing seats are FIA approved.

Link: http://www.fia.com/

Reducing weight from the 3,280 pound (curb weight) Ferrari 458 Italia, a high performance platform already engineered using some of the lightest composites and materials on the market derived from Ferrari’s extensive background in motorsport, is not an easy job. It is made easier however when the right technical partners, suppliers and know how is involved.

Scuderia Corsa Ferrari 458 equipped w/ Sabelt seats. Photo: NH512 Photo

Scuderia Corsa Ferrari 458 equipped w/ Sabelt seats. Photo: NH512 Photo

SEAT COMPARISON:

The Sabelt seats chosen for the Ferrari 458 “Street Challenge” project are Sabelt carbon full bucket racing seats (based off the Sabelt GT-600 carbon seat) supplied for the Ferrari “Challenge” series. The GT-600 is one of Sabelt’s lightest carbon seats, and has several key features which make it a great option for safety and comfort.

  • Construction: Carbon for maximum weight savings.
  • Safety: GT-600 is HANS Device compatible for motorsports use
  • Ergonomic Cushion: One piece base to backrest cushion constructed from double density memory form foam helps maximize driver lumbar support and comfort.
  • Horizontal Seams: Reduces back perspiration by increasing the circulation of air.
  • Range: Sabelt provides a range of different seat sizes (M, L, XL) to maximize fitment and comfort.*
    *NOTE: as a more cost effective solution, the Sabelt GT-140 seat can also be used. It utilizes fiberglass instead of a carbon shell.

With any full bucket seat designed for professional racing, one does lose the functionality of the OE nature, comfort and recline-able nature of the standard OE seat. Bucket seats designed for racing are designed for maximum ergonomic comfort and protection in high performance or racing use.

OEM FERRARI SEAT WEIGHT: 61.25 LBS
SABELT / FERRARI CARBON FULL BUCKET SEAT WEIGHT: 14.25 LBS**

**NOTE: Weight is carbon seat shell plus padding

Ferrari 458 OEM Seat Weight. Photo: Jerry Truong / BBi Autosport

Ferrari 458 OEM Seat Weight. Photo: Jerry Truong / BBi Autosport

Sabelt Dry Carbon Seat Weight. Photo: Jerry Truong / BBi Autosport

Sabelt Dry Carbon Seat Weight. Photo: Jerry Truong / BBi Autosport

Ferrari 458 OEM Seat and Ferrari Sabelt dry carbon seat comparison. Ferrari 458 OEM Seat Weight. Photo: Jerry Truong / BBi Autosport

Ferrari 458 OEM Seat and Ferrari Sabelt dry carbon seat comparison. Ferrari 458 OEM Seat Weight. Photo: Jerry Truong / BBi Autosport

MAKING IT ALL WORK TOGETHER:

To install the Sabelt seats and belts, BBi had a seat base manufactured specifically for the Sabelt side mounts and sliders to fit into the Ferrari 458. Without a vehicle specific seat base, it is impossible to install slider equipped seats in a car.

BBi Autosport seat base. Photo Credit : Jerry Truong / BBi Autosport

BBi Autosport seat base. Photo Credit : Jerry Truong / BBi Autosport

Sabelt side mounts and sliders. Photo Credit : Jerry Truong / BBi Autosport

Sabelt side mounts and sliders. Photo Credit : Jerry Truong / BBi Autosport

To install the Sabelt racing harnesses which would go with the seats, special mounting had to be fabricated for the harnesses behind the seats. The lap belts would connect directly to the 458 Challenge specific Sabelt side mounts.

Harness Mounting. Photo Credit: Jerry Truong / BBi Autosport

Harness Mounting. Photo Credit: Jerry Truong / BBi Autosport

Sabelt 6 point harnesses installed. Photo Credit: Jerry Truong / BBi Autosport

Sabelt 6 point harnesses installed. Photo Credit: Jerry Truong / BBi Autosport

SABELT 6 POINT HARNESS:

The Sabelt harnesses selected for this Ferrari 458 “Street Challenge” project are FIA Approved 6-point harnesses using Sabelt’s famous cam lock (rotary buckle) and lightweight aluminum quick adjusters. These harnesses share components that would be used in a custom harness for a Ferrari 458 GT3 or Challenge car homologated for professional racing. Some of the main key features of the Sabelt harnesses are:

– Ease of Use: Sabelt’s lightweight aluminum quick adjusters were developed to require less load on the lever, which results in an easy, fast, and fluid adjustment. In addition endurance racing where quick driver changes are critical, these have been the popular choice of top level teams and track day / club racing customers. Confidence in a properly tightened harness is important in any form of racing.
– Safety and development: Sabelt’s cam lock design has continued to set them apart in the safety industry. Since it’s introduction in 1976, Sabelt has continued to put engineering resources into the development and weight reduction of their cam locks (as well as all hardware pieces). This has been accomplished with in house manufacturing, testing, and working closely with FIA.

Sabelt cam lock.

Sabelt camlock.

The material used on the release lever and on the body of the cam lock is aluminum alloy (no plastic). Sabelt continues to use aluminum for a better heat / flame resistance. Even without the use of plastic, Sabelt has still been able to a produce some of the lightest weight and most functionally advance cam locks on the market.
– Range / Options: Sabelt harnesses are available in a wide range of configurations to suit driver preference and applications. Some of the standard options for FIA approved belts include 4 or 6 point configuration, full 3” or 3-2” Hans friendly shoulder straps, aluminum or steel adjusters, 2 or 3 inch lap belts, “pull up” or “pull down lap belt adjustment, and snap hook (eye-bolt type) or bolt in configurations with the ability for the shoulder straps to wrap around a harness bar.

Improving driver safety is always a primary concern for auto manufacturers, high performance shops and professional racing teams regardless of street, track or race use. With the many years of experience in safety and professional racing with Ferrari, using Sabelt safety equipment was BBi Autosport’s preferred choice on project: Ferrari 458 “Street Challenge”.

Sabelt camlock. Photo: Jerry Truong / BBi Autosport

Sabelt camlock. Photo: Jerry Truong / BBi Autosport

Sabelt seats and harnesses installed. Photo Credit: Jerry Truong / BBi Autosport

Sabelt seats and harnesses installed. Photo Credit: Jerry Truong / BBi Autosport

SABELT GT-600 SEATS:

OVERALL WEIGHTS:

Sabelt GT-600 Medium = 13 lbs.
Sabelt GT-600 Large = 13.8 lbs.
Sabelt GT-600 Extra Large = 13.7 lbs.

Sabelt GT600 Carbon Seat. Front Side

Sabelt GT600 Carbon Seat. Front Side

For more pictures of the BBi Autosport Ferrari 458 build, be sure sure to check out their gallery on facebook (click link).

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.

modp_1105_2_o+breaking_bbk+porsche_caliper

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

Rebel Off-Roads “Silver Bullet” JK (7.0L Supercharged Hemi, Brembo, plus much more)

Copy by Rebel Off-Road (Facebook link)

“Have you ever wondered what your JK would drive like with a powerplant straight out of muscle car? Or possibly with a suspension and drivetrain system built for any terrain across 7 continents? Or maybe even the latest luxury equipment to make this dream Jeep comfortable enough to drive to work and back everyday?

Well this is exactly what we sought out to do with Rebel Off Road’s latest (and fastest) build – The Silver Bullet.

Let’s get right to brass tax and show you what this insane build is made of starting with the heart and soul. The 3.6L Pentastar was replaced with a 6.4L Hemi V8 crate engine, bored and stroked to 7.0 liters and 426 cubic inches in diameter, and if that wasn’t enough of a kick in the pants, we added a Magnuson Superchargers Magnacharger to give it that extra boost – you know, for all those long hill climbs and such. All the noise comes from a fully fabricated and custom exhaust, from the headers to the tailpipe.

Mated to this beast is a transmission directly from Southern Hot Rods, nicknamed “The War Viking”, rated for over 1000hp. Getting the power to both ends is an Atlas twin stick transfer case. J. E. Reel Driveline Specialists 1350 driveshafts connect power to the front and rear Currie Enterprises RockJock 60 front and RockJock 70 rear axles, sporting a pair of ARB USA (ARB Air Locker) locking differentials. And if you’re wondering how this train stops on the road, don’t miss the Brembo big brake package with 6 piston calipers and oversized drilled and slotted rotors in each corner. Keeping the steering wheel light and easy is a PSC Motorsports hydraulic assist ram steering system.

All the above sounds great, but what sets it apart from a street queen is the suspension. Rebel Off Road, LLC‘s very own RECON Bolt on coilover conversion system with 2.5 x12″ front coilovers and 2.5″ x 14″ rear coilovers from King Off-Road Racing Shocks does the heavy lifting. Paired with our tried and trusted TeraFlex Suspensions long arm system, this Jeep can flex for days and look amazing while doing it.

Speaking of looking amazing, check out the 20″ polished TR Beadlock Wheels wrapped up in 40×15.50 Toyo Tires Open Country M/T’s. Grip and function. Nothing better.

Moving onto the rest of the exterior, we installed a pair of front and rear Knuckles Offroad, LLC bumpers, painted to match this Jeep exactly. Nemesis Industries Odyssey and Notorious aluminum fender flares, paint matched to the Jeep, were the perfect option for sleek and sexy design. Rock Slide Engineering Step sliders keep the doors and underbody safe, while providing a much needed step to get in and out of this monster. A GenRight Off Road aluminum tire carrier keeps that 40″ tire planted onto the tailgate, and it’s light enough to carry one-handed. A Gobi Racks JK system keeps all theRotopaX and storage accessories locked in place, in a convenient and sleek design above the roof. A WARN Zeon 10-S winch sits up front with a MUST HAVE recovery tool, theFactor 55 Prolink, also matching the Jeep’s silver color. Closed system winching for the win! Rigid Industries – LED Lighting provides the Silver Bullet with ample auxiliary lighting, including Dually D2’s in the bumpers, a 20″ SR LED bar on the stinger, and a 50″ SR LED bar on the roof. Truck-Lite Company, Inc. replaces the weak factory headlights with a much better and brighter LED option.

Under the hood accessories include a Genesis Offroad Dual Battery system with Odyssey batteries wired in tandem to ansPOD unit ready to fire up all the accessories in a safe, easy, and controlled manner.

Moving into the interior, you’ll first notice the Corbeau Seats USA LG1 seats up front in black suede. The roof has been painted black on the inside as an aesthetic mod. Wideband A/F ratio and boost gauge lets the driver know how the performance is doing under load. Lowrance Electronics GPS system will ensure you’ll never get lost. And to top if all off, one of our favorite interior mods (because of it’s extremely important purpose) is a Rock Hard 4×4 Sports Cage, powdercoated to match the Jeep.

All in all, The Silver Bullet was hand crafted to take on any task, any terrain, and any opponent you can throw at it. Truly a beautiful example of the extremes these vehicles can be taken to, and to come out with such elegance and purpose all in the same package, it’s what makes us proud to call this JK a true REBELCON”.

Brembo (General News) Brembo Performance

PORSCHE 911 GT3 (991): BREMBO 2-PIECE TYPE III DISCS

PORSCHE 911 GT3 (991): BREMBO 2-PIECE TYPE III DISCS

Porsche’s 911 GT3 (991) is a demanding platform on the OE brake package with unique demands (475 horsepower, over 3200 lbs curb weight, and multiple electronic braking / traction aids). The Brembo OE brakes equipped on the Porsche 911 GT3 & Turbo models are some of the most sophisticated designed for an OE application. The Porsche Brembo OE brakes utilize 6-piston aluminum fixed monobloc calipers front and 4-piston aluminum fixed monobloc calipers rear. The brake discs are heavy duty 380 x 34 mm ventilated front & 380 x 30 mm rear brake discs. The Porsche 911 GT3 brakes use a wide annulus (radial depth) front and rear pad for maximum swept area. The OE pads are also 18 mm thick front and rear which is comparable to most high performance aftermarket calipers.

Generally speaking about later model 911 platforms: The GT3 has always been more demanding on the rear brakes due to aggressive rear brake balance while the Turbo models are generally more demanding on the front brakes. While the OEM specification Porsche brakes all look similar, the caliper piston sizes, hydraulic systems and car balance can be considerably different.

There are certain limitations with the OE components on any high performance application as they are designed specifically for the car manufacturers to their requirements of comfort, wear rates in various road environments, cost and serviceability.

As the braking system’s primary function is to dissipate heat, Brembo uses purpose-designed discs in order to increase the fade resistance and thermal capacity of the system. These discs are directionally ventilated for enhanced cooling and slotted for better performance and continuously refreshing the pad surface. Brembo 2-piece discs are made up of a proprietary advanced cast-iron alloy which offers an exceptional coefficient of friction and resistance to thermal shock and fatigue.

The same Brembo Racing discs trusted every weekend in professional motorsports are also utilized in the Brembo Performance Program (GT, GT-R & Race Systems).

GMG 991 GT3 with Brembo Type III 2 piece discs. Photo Credit : GMG Racing

GMG 991 GT3 with Brembo Type III 2 piece discs. Photo Credit : GMG Racing


BENEFITS OF BREMBO 2-PIECE DISC UPGRADES:

  • OEM INTEGRATION: Brembo 2-piece disc upgrades are designed to work seamlessly with the OE calipers and systems (manufactured by Brembo for Porsche). This guarantees the utmost in safety and seamless fitment.
  • LIGHTWEIGHT: Disc assemblies include an outer iron disc with aluminum bell/hat and provide decreased corner weights to improve vehicle dynamics including handling, acceleration, and braking.
  • TYPE III SLOT PATTERN: Extensively used in professional motorsports, the Type III slot pattern offers a high initial response with excellent release characteristics.
  • HIGH THERMAL CAPACITY: Greatly improved thermal capacity and heat management over OE discs and other aftermarket discs in the market. This also improves braking performance and allows for greater longevity of the components.
  • FRICTION MATERIALS: Everything we learn by supporting top professional racing teams throughout the world goes into selecting the best brake pad options for all levels of street, track and racing use.

PACKAGES INCLUDE:

  1. Outer Brembo Type III discs (qty 2)
  2. 6061 T6 aluminum (machined from billet), hard anodized bell/hat
  3. Complete Brembo disc hardware (D-type bobbin) w/ anti-rattle springs. (Full Floating Option Available Upon Request
GMG Racing 991 GT3 Equipped with Brembo Racing discs. Photo Credit: GMG Racing

GMG Racing 991 GT3 Equipped with Brembo Racing discs. Photo Credit: GMG Racing

BREMBO 911 GT3 (991) 2-PIECE DISC OPTIONS:

FRONT BREMBO 2-PIECE DISC OPTIONS: 911 GT3 OE IRON EQUIPPED

MSRP COMPLETE AXLE SET: $1,895.00
911 GT3 Front disc specifications:

–          380 x 34 disc – Lightweight
–          Type III slot type
–          20 mm air-gap (wide air-gap for overall brake disc weight reduction)
–          72 vane ventilation
–          21 lbs – disc ring
–          23 lbs – complete 2-piece disc assembly
–          Compatible with 911 Turbo (991) Models

911 GT3 Front “High Thermal” disc specifications:

–          380 x 34 disc – High Thermal
–          Type III or Type V “Endurance” slot type available.
–          17 mm air-gap (narrow air-gap for the brake disc to have extra thermal capacity and durability under higher brake demand conditions)
–          72 vane ventilation
–          23 lbs – disc ring
–          24.5 lbs – complete 2-piece disc assembly
–          Compatible with 911 Turbo (991) Models

REAR BREMBO 2-PIECE DISC OPTIONS: 911 GT3 OE IRON EQUIPPED

MSRP COMPLETE AXLE SET: $1,895.00

911 GT3 Rear “High Thermal” disc specifications:

–          380 x 30 disc – High Thermal
–          Type III slot type
–          16 mm air-gap
–          48 vane ventilation
–          20 lbs – disc ring.
–          22 lbs – complete 2-piece disc assembly
–          Compatible with factory braking brake (e-brake)
–          Compatible with 911 Turbo (991) Models

PORSCHE 911 GT3 (991) OEM DISC WEIGHTS – FOR REFERENCE:

– Front, 380 x 34: 24 lbs
– Rear, 380 x 30: 23.4 lbs

PORSCHE 911 Turbo (991) OEM DISC WEIGHTS – FOR REFERENCE:

– Front, 380 x 34: 27.8 lbs
– Rear, 380 x 30: 24 lbs

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2015 BREMBO RACING AND PORSCHE MOTORSPORTS INVOLVEMENT:

Brembo Racing works very closely with Porsche Motorsport as a technical partner on multiple factory motorsport programs. Some of these include, but are not limited to, the 2015 spec Porsche 919 Le Mans Prototype program for the LMP class and the 911 (991) RSR for the GT Class. The 919 Hybrid is Porsche Motorsport’s latest fully factory supported effort since 2014 and features various cutting edge technologies which will eventually be carried through to road going vehicles.

LMP Class:

For 2015, to be competitive in the top prototype class, the Porsche 919 Hybrid has been re-engineered from the ground up. One of the many key changes is a Brembo Racing carbon brake package to maximize braking performance and reliability since the new 2015 model has an upgraded chassis, aerodynamics and has more power compared to 2014.

Brembo Racing Porsche 919 brake package:

Brake Calipers: Brembo Racing motorsport calipers.
Brake Discs: Brembo Racing carbon-carbon brake discs.

2015 Porsche 919 Hybrid LMP1 Car. Photo Credit: Porsche AG

2015 Porsche 919 Hybrid LMP1 Car. Photo Credit: Porsche AG

GT Class:

Porsche’s 911 (991) RSR is built to compete at the 24 hours of Le Mans and is the most sophisticated GT racing sports-car offered by Porsche Motorsport unlike the Cup Cars designed generally for customer / private teams. The 991 RSR is also specified with a Brembo Racing cast iron brake package. Teams can choose disc and pad configurations based on their individual car balance, setup, circuit and brake demand.

Brembo Racing Porsche 991 RSR brake package:

Brake Calipers: Brembo Racing motorsport calipers (6 piston – front, 4 piston – rear)
Brake Discs: Brembo Racing 380 mm and 355 mm cast iron brake discs.

Brembo is the OE brake supplier to Porsche, offering Performance upgrades for the various 991 platforms (Carrera S, GT3, Turbo models) using similar components and technology developed for professional motorsport.

MOTORSPORTS IMAGERY
Photo Credits: James Boone, Porsche Motorsport

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The Advantages of Cross Drilled and Slotted Discs

This article was originally posted by Modified Magazine. Click here to read it.

We’ve received quite a few emails lately asking us to explain what the advantages are of cross-drilled and slotted rotors, as compared to the blank rotors most cars come standard with. We’ve also had requests to explain why many slotted rotors these days have curved or J-hook shaped slots, rather than straight slots. Rather than giving you the Wikipedia answer, we went right to the source by once again contacting Mark Valskis at Brembo North America (some of you will recall his contribution to the big brake kit Tech Talk story in the May ’11 issue).

As most of you already know, the basic function of a brake disc is to provide a mating surface for the brake pads so that when you stomp on the brake pedal the friction material that makes up the pad is squeezed against the rotors (by the calipers), converting forward motion into heat as the car slows. That heat is then radiated to the atmosphere as air flows over and through the rotors (and the rest of the braking system), completing the conversion of kinetic energy into thermal energy.

According to Mark at Brembo, cross-drilled rotors came into being because of the need to evacuate gases or water from the interface between the disc face and the brake pad surface. As Mark further clarified, “Modern brake pads don’t have an issue with out-gassing like they did many years ago, but the cross-drilling is still helpful for use in wet conditions, especially when the pad surface area is large. Additionally, cross-drilling increases the surface area of the disc, and this aids in disc cooling (one factor in brake disc cooling is the ratio of surface area to disc mass). The most significant feature of the holes (when done correctly) is that they continually refresh the brake pad surface, providing improved performance and greater disc life. As the holes pass the brake pad they essentially clean the surface, helping to prevent pad glazing or hardening. This effect can be easily observed on a drilled disc near the outer edge where there are no holes. In this area, the pad surface is not refreshed and you will typically see greater disc wear in this unswept area.” It’s also worth noting that this type of pad refreshing by cross-drilled and/or slotted rotors helps maintain more consistent frictional performance.

Rotor Education Tech Talk Cad Drawing
These CAD drawings of a slotted and ventilated Brembo brake disc illustrate just how compl
modp-1111-03+rotor-education-tech-talk+cad-drawing

Some of you may not be fans of cross-drilled rotors because you’ve seen cracks in the disc surface radiating out from the drilled holes, but as Mark points out, not all drilled discs are created equally. “Brembo has a long list of requirements for drilled discs. First, the holes are not just simple cylindrical holes. They have a more complicated shape that requires special tools to create. We also have strict requirements on hole density or the number of holes per given surface area of the disc. Additionally, there are requirements for the hole size and placement of the holes, including distance between holes, distance from braking surface edges, distance to disc vanes, angular offset of holes and more.”

But even with the highest quality cross-drilled discs, there can be issues with thermal shock and fatigue around the holes when using very aggressive racing brake pads. As Mark explained, “Slotted discs were developed to provide the benefit of refreshing the pad surface, while being able to be used with top-level racing friction materials. Drilled discs provide the same benefit [refreshing the pads], but also increase the cooling of the brake disc. With top-level racing materials, the heat input is very rapid and the increase in localized cooling around the holes can cause issues.” So slotted rotors were developed as a solution to a very specific problem associated with extremely aggressive friction material normally associated with racing, though if you’re anything like me and run some pretty aggressive brake pads on the street as well as at the track, then slotted rotors may be the right choice for your car.

Rotor Education Tech Talk Cross Cut
These CAD drawings of a slotted and ventilated Brembo brake disc illustrate just how compl

modp-1111-04+rotor-education-tech-talk+cross-cut

As for the shape of the slots, Mark had this to say: “The different design of the slots is due to extensive research and development, including [brake] dyno testing. Due to the fact that track testing is required, and thanks to strong collaboration with many top-level racing teams, Brembo has developed a very broad knowledge of the many different types of slot shapes possible when machining discs.” Since this type of extensive R&D is really outside the scope of all but the biggest brake system manufacturers, a lot of what you’re seeing in the aftermarket are companies copying what leaders like Brembo are doing with respect to slot shape, slot spacing, slot depth and so on.

Ultimately, the slots are all designed to do the same thing (refresh the brake pads), but different shapes no doubt impact the aggressiveness with which the pads are refreshed and also likely affect localized cooling of the disc. And speaking of cooling, the internal structure of ventilated rotors plays a very important role here. “The mass of the disc is the determining factor in how much energy the disc can absorb, while the design of the internal geometry helps improve the disc’s ability to shed the heat,” Mark explains. “The key factor in the use of a vented disc versus a solid disc is the increase in the ratio of disc surface area to mass. Heat transfer to the air occurs only on the surfaces of the disc that are directly exposed to air; so the more surface area, the better the disc can shed the heat.”

Rotor Education Tech Talk Display Model
This NASCAR braking system provides some interesting insight into disc slot design – note

As for the internal vane structure of a ventilated disc, Mark adds: “There are limitless internal vane structures that are possible. Design of the vane structure has a dramatic effect on the performance of the brake disc. Some designs, such as directional curved-vane discs actually improve the airflow through the disc by turning the disc into a centrifugal pump. However, the cost of implementing this is increased due to the need for unique left- and right-hand discs. Brembo has patented a ‘pillar vane’ internal geometry that provides nearly all the airflow advantages of the curved vane discs while being able to use the same disc on both the left and right sides of the vehicle.”

Who knew so much technology goes into these seemingly simple iron discs (the material composition of brake rotors being a topic for another month). But when you consider just how vitally important the braking system is to safety and performance, it shouldn’t come as a surprise that industry leaders like Brembo are constantly looking for ways to improve the design of their brake discs.
Rotor Education Tech Talk David

Send your feedback to dpratte@modified.com

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