"When the phone rings and it’s someone building a brake system from scratch, that’s actually a really fun time for me,” says Michael Hamrick, one of Wilwood’s top tech specialists. “That’s when we get to really form a relationship with someone and talk to them, ultimately, about what is going to make their car more satisfying to drive.”
As luck …
As i am currently doing the brakes on my own stock car turned road racer, thank you for this article. It is much appreciated.
In reply to Dusterbd13-michael :
i can't believe you're seeing someone else.
Dusterbd13-michael said:As i am currently doing the brakes on my own stock car turned road racer, thank you for this article. It is much appreciated.
Yeah I felt much better and less intimidated about the possibilities after I did this story. Really excited to start digginginto this car as soon as the MR2 is up and running.
In reply to JG Pasterjak :
Really opened my eyes about how much goes into a whole system outside of just size of caliper and rotor–I never considered how petal mounting can factor in.
oof I think its time i join GRM+ this is a juicy article for my needs right now.
AngryCorvair (Forum Supporter) said:In reply to Dusterbd13-michael :
i can't believe you're seeing someone else.
Nope. You're my engineer for this whole rolling clusterberkeley of scope creep!
Speaking of which.....
Just shared this on social, but figured it would be applicable here as well.
I'm in. Basically converting an early 80's style Trans Am thinking to something more in line with its potential.
Step 1: Ask GRM.
Step 2: Wait for AngryCorvair to chime in.
Step 3: Bask in information
I can't help but note the similarities between that picture and my JAGUAR's brakes.
or should I say the weird way the rotor is installed behind the hub?
I'd love to see some of rule of thumb for the ratio of rotor weight to car weight and power.
Pictsidhe said:I'd love to see some of rule of thumb for the ratio of rotor weight to car weight and power.
That would certainly be helpful, but It's not just weight and power. Gearing plays into it because kinetic energy is 1/2 * mass * velocity squared.
Then you need to have a use case to develop that rule of thumb. A drag racer cares about one stop at the end of the quarter mile; a road racer cares about a bunch of snubs over a bunch of laps.
In reply to AngryCorvair (Forum Supporter) :
Perversely, you need less brakes the more grip you have in relation to power...
Pete. (l33t FS) said:In reply to AngryCorvair (Forum Supporter) :
Perversely, you need less brakes the more grip you have in relation to power...
That is an interesting perspective. Higher grip = less slowing for corners.
In reply to AngryCorvair (Forum Supporter) :
I'm picturing my late lamented Quantum where brakes were only required to get the front end to turn in if needed, else I could enter corners at WOT and the force of cornering would slow me down.
Made for interesting lines, too, since the goal was always momentum conservation.
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