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Anyone upgrade calipers?

  #31  
Old 08-05-2018, 11:37 AM
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Originally Posted by TooManyToys. View Post
You can always get axles narrowed. Might not be cheap, and the next class up may not have the wheels.

Scrub radius is the best way to improve effectiveness. Going to a higher effectiveness, high thermal stability is the most cost effective. While the dissipated energy is still the same (weight of vehicle) itís done at a slower swept speed with the stock size rotors, so clamped thermal temp can go up and you need more fade resistance. Overall temp does not go up.

Going to something like Hawk severe duty for towing/commercial could solve the issue, although the first cold stops can cause some puckering with this high metallic compound. From tests, cross drilled rotors donít help this at all, from both reduced mass and interrupting the normal airflow through the vanes unless the rotors went through a specific design for the side stepping the flow. A standard design rotor drilled tends to pull less air from the center of the rotor and rotor temp can actually go higher.
Jack, I'm not sure what you mean by scrub radius. You mean the larger the rotor the better or more clamping force, correct?
 
  #32  
Old 08-05-2018, 12:46 PM
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Scrub radius is the center of the pad contact. It doesn’t change the clamping force, it changes the leverage so the brake torque increases.

You have several ways to increase brake torque.



  • Larger pistons
  • Larger scrub radius (Larger diameter rotors or narrower pads on the ID)
  • Higher hydraulic pressure
  • Higher coefficient of friction brake material
  • Smaller pads

Many people mistakenly believe a larger pad surface, aka swept area, improves brake torque, it doesn’t. It improves wear life and lowers clamping surface temperature, but brake torque is about pad surface clamping force, pounds per square inch. A larger surface reduces that pounds per square inch if you still apply the same hydraulic pressure.

While adding chamfers to pads has a noise reduction component (and it’s not about having a sloping edge) many times chamfers are a last geometric change to lessen pad surface or move the pad center contact higher or lower. But chamfers are not a in-field change anyone should try.

Btw, is that a gas or diesel powered truck, aka vacuum or hydroboost?
 
  #33  
Old 08-06-2018, 11:52 AM
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Originally Posted by TooManyToys. View Post
Scrub radius is the center of the pad contact. It doesnít change the clamping force, it changes the leverage so the brake torque increases.

You have several ways to increase brake torque.



  • Larger pistons
  • Larger scrub radius (Larger diameter rotors or narrower pads on the ID)
  • Higher hydraulic pressure
  • Higher coefficient of friction brake material
  • Smaller pads

Many people mistakenly believe a larger pad surface, aka swept area, improves brake torque, it doesnít. It improves wear life and lowers clamping surface temperature, but brake torque is about pad surface clamping force, pounds per square inch. A larger surface reduces that pounds per square inch if you still apply the same hydraulic pressure.

While adding chamfers to pads has a noise reduction component (and itís not about having a sloping edge) many times chamfers are a last geometric change to lessen pad surface or move the pad center contact higher or lower. But chamfers are not a in-field change anyone should try.

Btw, is that a gas or diesel powered truck, aka vacuum or hydroboost?
Diesel. You have interesting facts there. I'm interested in them. I'm wondering however, if the aftermarket has that many options. Some calipers and pad material. Not sure if I've come across different pad sizes. That one's interesting. Rotors, if I go with up size such as the '13 up conversion. I haven't researched it completely yet. There's lots of 'off the shelf kits' that all claim better braking but it's a big investment. You want to make sure it's all worth it and not have to do it again. Have you done any 2012 upgrades in your travels in your business that you can shed light on?
 
  #34  
Old 08-06-2018, 01:37 PM
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Other then reducing the leverage of the larger tires your most cost effective solution is getting high friction, higher fade resistant pads and see where that is. Pad geometry changes are best left at OE engineering level. The aftermarket side screw that enogh trying to get pads through their existing equipment.

Retired, not longer working in the brake industry since 2008.
 
  #35  
Old 08-06-2018, 10:25 PM
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If you are wanting better brakes when towing a trailer, check the trailer brakes! Make sure the trailer brakes are working properly and are adjusted correctly.
 
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