link1896
Mr Greenfield
Sorry, wasn't clear.Ciggy lighter fluidR55
Shellite is naphtha. But it's not pure. The diggers stuff has even lighter contaminates in it, and I think it's xylene.
Brake pad / rotor question
- Thread starter wkkie
- Start date
Shellite is naphtha. But it's not pure. The diggers stuff has even lighter contaminates in it, and I think it's xylene.
teK--
Eats Squid
It's simply the finish of the steel stock before they laser cut the rotor out of it. At least for the steel stock you know it's an even thickness/pattern across the braking track.
pink poodle
気が狂っている男
This might explain why I don't skid into corners.
Flow-Rider
Burner
You've been watching too many internet videos, the higher end rotors are radially ground to a certain surface finish and it aids with the bedding in procedure. The rough surface does 2 things, 1. it helps mate the new surfaces between the rotor and pad, 2. it loads the rotor disc with brake pad material and smoothens the disc surface. Shiny polished rotors are only good for wind chimes, after long use the heat ends up hardening the rotor's surface and especially stainless rotors.
pink poodle
気が狂っている男
I flap disc mine with the angle grinder.
link1896
Mr Greenfield
The fundamental principle that disk brakes work due to friction between pads and pad material embedded into the rotors is often forgotten.
hathill
Likes Dirt
Slightly applicable to MTB, not sure how stainless compares to cast iron rotors though.....
https://www.bendix.com.au/sites/def..._ct_-_braking_performance_without_the_bra.pdf
"
How friction materials work
The brakes convert kinetic energy of a moving vehicle into heat. The simplest way for a
brake system to absorb kinetic energy is to break chemical bonds in the rubbing surfaces of
the brake pads and rotor. This is called "abrasive friction", because the pads and rotor act as
an abrasive, pulling each other apart, wearing, and turning the pad into dust.
A more sophisticated way to absorb kinetic energy is "cohesive friction" (or adhesive
friction). Cohesive friction is used in modern non-asbestos organic (NAO) friction materials
such as Bendix General CT.
In order to use cohesive friction, pads deposit a film of friction material on the surface of the
rotor. As the rotor passes between the pads, the film and the pad surface heat up and
become sticky. The pads and friction film bond to each other then break apart, absorbing
energy. They bond and break apart continuously as the rotor passes between the pads.
Cohesive friction relies on the surface properties of the friction material and transfer film,
which change with temperature. A material that is sticky at 30°C might be very slippery at
150°C. This means that an adhesive friction material must use a cocktail of adhesive
ingredients to maintain the "sticky" properties over a range of temperatures.
Used under its design conditions, a cohesive friction material does not wear the rotor at all,
as the rotor iron is protected by the friction film. The pads wear slowly, just enough to keep a
supply of adhesive materials at the surface.
No material loss from the pads and rotors means no brake dust.
Cohesive friction is not possible at extreme temperatures, as the adhesives lose their
effectiveness when they get too hot. The only friction available at high temperatures is
abrasive, resulting in accelerated wear for pads that are not optimised for these conditions.
In frequent or sustained high temperatures, a purpose-designed high-performance friction
material should be used. In order to meet their high temperature operating requirements,
high performance materials must use abrasive friction. More abrasion means more dust."
https://www.bendix.com.au/sites/def..._ct_-_braking_performance_without_the_bra.pdf
"
How friction materials work
The brakes convert kinetic energy of a moving vehicle into heat. The simplest way for a
brake system to absorb kinetic energy is to break chemical bonds in the rubbing surfaces of
the brake pads and rotor. This is called "abrasive friction", because the pads and rotor act as
an abrasive, pulling each other apart, wearing, and turning the pad into dust.
A more sophisticated way to absorb kinetic energy is "cohesive friction" (or adhesive
friction). Cohesive friction is used in modern non-asbestos organic (NAO) friction materials
such as Bendix General CT.
In order to use cohesive friction, pads deposit a film of friction material on the surface of the
rotor. As the rotor passes between the pads, the film and the pad surface heat up and
become sticky. The pads and friction film bond to each other then break apart, absorbing
energy. They bond and break apart continuously as the rotor passes between the pads.
Cohesive friction relies on the surface properties of the friction material and transfer film,
which change with temperature. A material that is sticky at 30°C might be very slippery at
150°C. This means that an adhesive friction material must use a cocktail of adhesive
ingredients to maintain the "sticky" properties over a range of temperatures.
Used under its design conditions, a cohesive friction material does not wear the rotor at all,
as the rotor iron is protected by the friction film. The pads wear slowly, just enough to keep a
supply of adhesive materials at the surface.
No material loss from the pads and rotors means no brake dust.
Cohesive friction is not possible at extreme temperatures, as the adhesives lose their
effectiveness when they get too hot. The only friction available at high temperatures is
abrasive, resulting in accelerated wear for pads that are not optimised for these conditions.
In frequent or sustained high temperatures, a purpose-designed high-performance friction
material should be used. In order to meet their high temperature operating requirements,
high performance materials must use abrasive friction. More abrasion means more dust."
The Duckmeister
Has a juicy midrange
If you're the kind of fuck-knuckle who applies chain lube or other oils wih a spray gun, then you may derive some benefit (as in basic brake function) from cleaning your rotors with aggressive solvents. But for the rest of us who are more moderate with lube application, there should never be any need to clean rotors. Even if changing pad compounds. Just get aggro on the brakes to embed a layer of new pad material.
The Duckmeister
Has a juicy midrange
Since when have brakes had data storage capacity?
moorey
call me Mia
On another note, how did you go today @The Duckmeister ?
link1896
Mr Greenfield
My ebike has data acquisition sensors all over it, where else am I to store my 100TB of data?
pink poodle
気が狂っている男
It must be good to record that kind of ride analytics and then put an improvement plan into place? How are you compiling the raw data and converting it to knowledge?
hifiandmtb
Sphincter beanie
In a pinch Ive swapped out pads on the bike between races then bedded the new pads on warm up lap before gridding up, it's not ideal but does work.
Flow-Rider
Burner
Of coarse it does but someone that's done the right thing will have better brakes than you and dependant on the condition of the rotors, types of pads and the sort of brake loads your going to put on them.
That is all true, the last point is key there, and here too esp given the variety of shitty mtb brake systems out there, and then how much you may need to chase performance with prep and hard parts in a less than awesome setup.
redbruce
Eats Squid
That's also known as shellite.Ciggy lighter fluid