Drag racing master cylinder1/30/2024 This helps the car accelerate more rapidly. The reduced rotating mass of lightweight rotors reduces the moment of inertia at the starting line and all the way down the track. Each have their own advantages and disadvantages. There are different types of drag racing rotors, from smaller diameter rotors that have fins to lightweight steel forgings and solid disc designs. Our complete rear brake kits run 25 pounds including all components.ĭrag racing rotors are designed to withstand the thermal shock that comes from rapid deceleration in spite of their lightweight design. Drum brakes are an even bigger culprit, with large drums often weighing much more than a comparably sized rotor. Those large and heavy stock cast iron pieces, with their thick cooling fins, can weigh over 20 pounds each. Brake rotors are one of the biggest contributors to the total brake system weight. Weight is yet another factor that comes into play with OEM type rotors. Warping, cracking, and the worst case scenario of the actual shattering of the rotor can all occur with a cast iron rotor that is subjected to frequent thermal shock.” Problems occur as the rotor is rapidly heated to and often beyond it’s maximum designed operating temperature. The faster your trap speeds are, the greater the thermal shock. This rapid cycle of hot to cold can cause any number of problems with the rotors. Cascio of Strange Engineering, the problem with OEM cast iron rotors is that they can experience thermal shock, “This occurs in drag racing when your brakes will typically go from being near ambient temperature at the starting line to red hot as you apply them after crossing the finish line. Most street car brake systems are adequate for mild drag racing – the kind of trip you might make on a Friday night or even a street-driven, style-track event.īrake offerings for street cars run the gambit from stock offerings all the way up to massive six piston designs, with pizza pan-sized rotors that provide great clamping and stopping power on today’s high powered muscle cars.Īccording to J.C. These rotors though may fail due to thermal shock when stressed under the high speed and high heat demands of stopping a car after a pass at the drag strip. Large OEM style rotors like this are excellent for high performance cars driving on the street. Street car brakes also use a parking brake system, which is something not required in most race cars. OEM cast iron rotors are designed, in most cases, with cooling fins to provide adequate cooling in those situations involving regular use and frequent heat cycling. Typical OEM passenger car brake rotors are made from cast iron, a material that better tolerates the heat cycling of the daily grind traffic that most of us experience. To help us accomplish this, we’ve sat down with some of the most influential names in the drag brake market, including Moser Engineering’s Tim Irwin, Strange Engineering’s JC Cascio, and Baer’s Gabi Baer. In this tech feature, we’ll take a deeper look at the various offerings for street/strip brake systems and the how and why, piece by piece, of the benefits a street/strip drag brake system can deliver to your ride in the name of safety and stopping power. OEM brakes are often very heavy as well, and drag brakes thus provide a significant savings in weight over a street car system if your car is only making dedicated trips down the track. Unless you’re driving a high-end super car, chances are the braking system is not designed to pull in the reins on those high speed blasts. The problem with OEM brakes is that they are designed for everyday street situations and not rapid acceleration to deceleration situations. Many racers who are new to the sport may stick to their stock brakes, thinking they’re adequate. Serious racers need a serious brake system that can handle the heat and braking load demands of stopping a race car at high speeds. Street car systems are fine for just that, street cars, and the occasional blast on test and tune night down the strip.
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