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Sprint race brake pads have adequate friction coefficients and friction curves, and ways to stabilize these are required. In order to chose the best friction material, the car weight and chassis balance are vital. Other factors considered are the tires to be used with them, the road conditions of the circuit to be raced on, etc.
For sprint races such as light-weight cars and FF cars, we mainly select S55G or ME22/20, while if tire grip and road surface grip, etc., are high, N35S.
For conditions such as WTCC we select materials with a high initial response. Something that can be adjusted while maintaining brake efficiency is preferred and so S58O, S33O, etc. are recommended for the front.
For GT cars including GT3, it will usually be N35S、N05S、N05U、S41S, etc., based on the presumption of high down force and the need to select materials which can endure heavy loads.
When circuit conditions include quite high loads, S41S、W003, or even more special friction materials are required.
In terms of affinity with road surface conditions and ABS, sometimes the straightforward features of ME20 are suitable.
In cases where rear wheel lock may be an issue or for the rear of FF cars, you can also select a material which can avoid wheel lock even when weighting is lacking. For the rear of FF you can use NC44, as well as S55G or T47G for other cars depending on the load.
※S55G and T47G can also be used for the front if the load is suitable. They feature high controllability.
If after trying the recommended products as listed above you still are not completely satisfied, you can examine the directionality that you need and select what is best for you from our diverse line-up.
In endurance races, not only must you match with the features of the brakes, but how you will run the entire race distance is also a big issue. In cases of 4 or 6 hour races, it is generally presumed that the brakes will not be changed, but in longer races like 12 or 24 hour ones, planning the number of times you will change the brakes also changes the required type of friction properties, while on the other hand brake features are more important to pursue, making it necessary to compromise.
MA45B and YZ080 are ENDLESS's popular endurance race friction materials.
MA45B is a semi-metallic material and is often used in endurance races in light cars and cars with good chassis balance. It first earned its reputation as a pad which could run the Nürburgring 24 hour race without changing the brakes in the Porsche cup car, etc., and even now it is favored by many Porsche users.
As it demonstrates stable function even in races with relatively high loads and has superior friction properties it is used in many GT cars, while in 12 or 24 hour races it cedes this spot to YZ080.
YZ080 is a sintered compound material which, although it has a low absolute friction coefficient, it has a sharp initial response and possesses features which are suitable for braking in long-distance races. Coupled with its superior friction properties, this makes it widely used in GT3/GTE cars.
In GT cars where rear wheel lock is a concern, you can use S55G or T47G as well, the same as with sprint races.
Semi-metallic materials made for higher loads such as T43A and TQB are suitable for race distances of 4-6 hours and in high load conditions.
The friction speed of a pad will change depending on changes in various conditions such as circuit layout, tires used, air temperature, etc. If considering use in endurance races, it is essential to do tests in advance, etc., to calculate amounts of friction and prepare the required number of pads before racing.
In domestic titles, where average speeds are low and short-distance SS is frequent, the functionality during the process of the temperature rising from a low temperature from the time control is an issue. While in international titles which have both high average speeds and long distances, or the WRC where the race continues for 3 days or even more, it becomes important for functionality to remain stable even after the temperature has fully risen and stays high, as well as demonstrating functionality right after the start from time control. These conflicting functionality requirements make the design of pads very difficult.
For drivers who drive following a pace note created in recce, controllability and stable pedal feeling are more important than high effectiveness, making a line-up from which the driver can select materials of his/her preference necessary as well.
The reason the widely used Gr.N became popular was the standard materials, namely ME20 and N35S, which allow it to flexibly support a variety of conditions. These do not have especially pointed high performance, but their broad tolerable range and stable performance have caused them to be accepted by many drivers.
In recent years, with the changes to the World Rally Car and the birth of new categories like R5, it has become more common to demand higher performance. In rallies with low road surface friction, one may think that something with a low friction coefficient will fit as well, but pads which require extra pressure on the pedal when approaching a corner are often difficult to control so high response and high initial braking power are required.
Naturally, if the wheels suddenly lock there is no way to control, so it is necessary to ascertain a very fine level of effectiveness.
Materials like S58O and S33O which boast high friction coefficients may be more orthodox, but N05S and PC35, which have higher friction coefficients than N35S, are also used.
For drivers who are using ENDLESS pads for the first time, N35S could be called the benchmark.
Due to the unique road surface conditions of rally raids such as Dakar Rally, the 4-wheel class mainly consists of cars with high off-road driving performance, vehicles with AWD and high vehicle heights as well as specially designed buggies, etc.
In the desert on the top of sand dunes, delicate car speed control is required to avoid diving into the sand, and on hard surfaces which allow fast driving high brake performance to control the heavy weights which reach up to 2 tons is required. Also, in long liaison sections one must be cautious to avoid the disc becoming aggressive even when the brake temperature is low while driving on standard roads. Pursuing only a single aspect of performance will result in creating road surfaces and stages where the car is weak, leading to large time losses. Development always continues as a seesaw struggle, seeing how high a dimension we can compromise in.
Starting with the Dakar Rally, where we started by supplying to Mitsubishi motor sports, up to the present-day development with X-Raid, we have raced alongside many teams with many machines. In all of this, PC35 has been the base pad. It has been a good match for many cars with its high brake force, stable pedal feel, and the flexibility to suppress aggressiveness even in liaisons once creating the film. It is also a good idea to start with this material as a base and then ascertain the direction required.
In classes with limited remodeling ranges, the ME20 shows popularity.