I was wondering about exactly this. The 6 rotor is 10.5? and the 3 rotor is 11?
[cid:image001.png at 01D419C6.984D2A80]
John H. Hasty
Attorney at Law
Mullen Holland & Cooper P.A.
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From: Ashley Page [mailto:apage at prosystembrakes.com]
Sent: Wednesday, July 11, 2018 9:35 PM
To: John H. Hasty <jhasty at mhc-law.com>
Cc: timmmurphh at gmail.com; fot at autox.team.net
Subject: Re: [Fot] FW: brake pad and rotor discovery and update
As far as braking effect it?s simple math. Assuming the master cylinder, pad
compound and rotors are not changed then the calipers with the largest dia
pistons will, for a given pedal effort, generate more clamping force. If you
care to to go to extremes then you would also factor in the distance from the
axle center to the CG of the pad friction which is the ?friction radius? - but
that?s picking the fly poop out of the pepper for what you are doing.
Other considerations:
Assuming the TR6 caliper will bolt up to the TR3 knuckle, you would need to
make sure the rotor path through the caliper would accept the bigger rotor-
likely would but should be checked. At some point a rotor with larger dia than
the caliper is designed for will touch the rotor path at the ends of the
caliper (to small of rotor will touch in the path next to the pad opening). In
both those extremes the pads typically won?t fit either.
Another issue to check is rotor thickness. If the TR3 rotor is thinner then
make sure as the pads wear that a caliper piston can?t come out of the caliper.
Also check the pad to make sure it?s annulus is not larger than the TR3 rotor.
You don?t want overhang or under hang of friction material. Also you want the
friction to cover the rotor with very little unused swept area of rotor ID or
OD. To much unused iron can be a problem also.
Get Outlook for iOS<https://aka.ms/o0ukef>
What is the effect of using TR6 calipers designed for use on 10.75 rotors on
TR3 11? rotors ?
Sent from my iPhone
As Glenn pointed out ID to OD taper happens with some pads.
Can also be a sign of loose wheel bearings.
But probably as he describes due to higher rubbing speed on OD.
You can easily taper cut the pads with a 4? diamond masonry blade from just
about any hardware or Lowe?s. You can do it with any number of ways even a
hacksaw but anything but diamond will wear quickly
Get Outlook for iOS<https://aka.ms/o0ukef>
Sent: Wednesday, July 11, 2018 8:36 AM
Subject: RE: [Fot] brake pad and rotor discovery and update
Thanks for this report. We have had some issues with the Carbotech pads on our
TR4 at Blackhawk and the Kcup. We use the CT2-XP10 compound. I will check our
pad to caliper slot clearance. Does anyone know offhand of the slot on the 16P
calipers on our TR4 is the same as the TR3 at 3.095??
Tim Murphy
#317 TR4
Sent: Tuesday, July 10, 2018 3:22 PM
Subject: [Fot] brake pad and rotor discovery and update
Hello Friends,
I have been finding out quite a bit about the unusual and developing front
brake pad, rotor and caliper issues that I have discovered on my TR3.
What I found was that the Carbotech CT-57 pads were causing the problem.
The supporting or backing plates of the pads had been ground down at Carbotech,
far under the normal plate width that I measured in 4 other production pads
that I have on hand. Besides that, they were not ground down squarely.
This allowed the piston to take tremendous side load under braking causing the
uneven and diagonal wear pattern in the pads. This also caused the rotor to
contact the caliper as the pads took on heavy uneven wear.
The slot in the TR6 caliper is 3.095" and the four non-Carbotech pads sets have
a plate width of no less than 3.082". The Carbotech plates have an out of
square measurement of 3.030-3.050". That's as much as .065" clearance in the
caliper slot.
The plates have too much clearance. I found that a maximum of .010" backing
plate to caliper slot clearance is more normal. One set of pads have only
.005" clearance.
Furthermore, the corners of the Carbotech plates and pads were ground down far
enough that the lower end of the pads hardly made contact with the caliper slot
allowing more stress on the caliper piston.
I have been going back and forth with Carbotech on this matter and I will be
sending back the badly worn set along with a brand set that have the same
production issues. I bought the two sets at the same time last August.
What I found is that any backing plates that show evidence of sanding or
grinding marks should be measured for proper clearance, but that really, there
should be no sanding or grinding marks...ever.
All of the other pads I have show no evidence of sanding or grinding marks.
The previously shaped friction pads are cleanly attached to the backing plates
and the backing plate is revealed around the friction material. Only the
backing plate makes contact with the caliper slot.
It looks like I have to find another race pad supplier.
Thoughts?
Dave H.
831-234-4928
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