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    NY Times article on carbon ceramic brake technology

    Thought the board might be interested in this article from the NY Times on ceramic brake technology. Didn't know the basic process came from Mitsubishi Chemical.

    http://www.nytimes.com/2006/06/18/automo...70&emc=eta1

    Re: NY Times article on carbon ceramic brake technology

    Thanks Mike. Good article.

    Re: NY Times article on carbon ceramic brake technology

    Thanks

    Re: NY Times article on carbon ceramic brake technology

    Mike, Thanks for posting that article. Sure makes for interesting (and knowledgeable) reading.

    Re: NY Times article on carbon ceramic brake technology

    Hmmm - I thought Lotus had ceramic composite discs on the first version of the Elise, way before 2001.... (They later changed back to steel I think - problems with supply/manufactur)


    1996:
    http://www.sandsmuseum.com/cars/elise/information/press/magazine/magazine1999/aluise.html

    "BRAKES
    Cast iron has been the material of choice for brake rotors since the introduction of disc brakes during the '50s. The Elise heralds a new era, being the first production road car to use aluminium metal matrix composite (Al-MMC) discs instead, on all four wheels.

    Aluminium is a better rotor material than cast iron for two reasons: its density is a third as much but its thermal conductivity three times greater These factors make it possible to construct a much lighter brake disc, with consequent savings in unsprung mass. The 282mm diameter discs on the Elise, which are the same front and rear, and weigh about half that of cast iron equivalents. Their large diameter and the low weight of the Gar also mean no brake servo is required, which saves more weight as well as improving pedal feel.

    To provide the necessary abrasion resistance, aluminium discs have to be reinforced with a ceramic material, hence, Metal matrix composite. The Elise discs a 30 per cent by volume silicon carbide reinforcement, in particle form, and are manufactured by the US company Lanxide. The Al-MMC brake discs cannot withstand such high working temperatures as a cast iron disc, but their high thermal conductivity makes it much easier to move heat and dissipate it to the air via the wheel rim. A measure of just how effectively heat can be conducted away is maximum disc surface temperature measured at various test venues during the Eliseís development. Around Nurburgring it was a triffling 220deg C; at full pelt down the Stelvio pass the discs reached only 320deg C, With cast iron discs you might expect temperatures of the order of 700deg C. Really brutal treatment is needed to get the disc temperatures any higher: 30 maximum-effort. no pause stops from 60 to 20mph raise the temperature to around 450deg C.

    Tony Shute, happily admits that the Elise brakes, which have achieved 1.29 deceleration in testing, are over-engineered, but, that will serve the car well when it takes to the track, hopefully in a one-make race series. He also anticipates remarkable disc life of up to 100,000 miles. Extraordinarily, the discs actually become thicker with use as a layer of the specially developed pad material, made by Allied Signal, is deposited on the disc surface."

    Re: NY Times article on carbon ceramic brake technology

    Thanks MikeB. Perfect intro article on the subject

    I copied it in case somebody needs info in the future to decide on PCCB.

    Re: NY Times article on carbon ceramic brake technology

    So how much weight on a 997S does PCCB save w.r.t steel brakes ?

    Re: NY Times article on carbon ceramic brake technology

    40 lbs. according to Excellence magazine.

    Re: NY Times article on carbon ceramic brake technology

    Quote:
    dstrimbu said:
    40 lbs. according to Excellence magazine.



    And don't forget, that 40 lbs. of UNSPRUNG weight... basically a miracle.

    Re: NY Times article on carbon ceramic brake technology

    Quote:
    dstrimbu said:
    Quote:
    dstrimbu said:
    40 lbs. according to Excellence magazine.



    And don't forget, that 40 lbs. of UNSPRUNG weight... basically a miracle.




    Yup. 50% reduction. That's a huge amount for unsprung weight/rolling mass.
    Was at my Porsche dealer earler today and took home w/ me the brochure on PCCB's. Anyone else see it yet? Very interesting.

    Also had the chance to see a PCCB brake disc off a CGT had no idea how thick it is. There was a CGT there getting it's engine replaced so parts of the car that you'd never get to see otherwise were in a big pile.

    Re: NY Times article on carbon ceramic brake technology

    I have to say that after about 2600 kms with PCCBs I am sold. Fantastic. And truly no dust. I get more road grime on the wheels than from the brakes.

    Ciao!

    dan

    Re: NY Times article on carbon ceramic brake technology

    I'm well versed about the performance aspects of the PCCBs, however this article mentioned fuel economy (due to the less unsprung rolling mass) as an aspect.

    Is there any quantifiable comparison reports in terms of fuel economy for Ceramics versus non?

    Re: NY Times article on carbon ceramic brake technology

    Seems logical, less weight=better fuel economy.

    Re: NY Times article on carbon ceramic brake technology

    Ordering an F430 w/ CF racing seats takes 44lbs of it's curb weight. Spec'ing the CCM's takes off another 40lbs of unsprung weight. 84lbs.

    Anyone see the turbo article in this months GT Purely Porsche? Sick photo of the PCCB's at speed.

     
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