GŁÓWNE ZALETY:

• Wysoki współczynnik tarcia
• Wysoka żywotność klocków i tarcz hamulcowych
• Dobra stabilność tarcia względem temperatury

OPIS:

• Zachowują stabilny współczynnik tarcia przez szeroki zakres temperatur
• Przyjazne dla tarczy hamulcowych oraz zapewniają wysoką żywotność

ZASTOSOWANIE:

• GT Cars
• Touring Cars
• Prototype Endurance

GŁÓWNE ZALETY:

• Medium-High Friction Coefficient
• Long Pad & Disc Life
• Excellent Friction Stability vs. Temperature
• Excellent modulation

DESCRIPTION

Based on RSL1, the RSL2 compound is futher imporved in terms of pad and disc longevity, as well as friction stability vs. temperature. Further more RSL 2 maintains a constant friction level over a wide range of temperatures.

RACING APPLICATION

• GT Cars
• Touring Cars
• Prototype Endurance
• Often used in Sprint Racing due to excellent modulation

GŁÓWNE ZALETY:

• Medium Friction Coefficient
• Stable In-Stop Friction
• Very Disc Friendly & Long Pad Life

OPIS:

RSL 19 maintains a constant friction level across a broad range of temperatures. The material features very good modulation and release characteristics.

ZASTOSOWANIE:

• Rear axle in heavier vehicles running RSL 1 / RSL 2 (GT3 / GTE)
• Front axle for lighter GT and Touring cars

GŁÓWNE ZALETY:

• Medium Friction Coefficient
• Long Pad & Disc Life
• Easy Bedding

OPIS:

RSL 29 features very good modulation and release characteristics. The friction level of the material mantains constant at a low-medium level. Another advantage of RSL 29 is the pads are easy to bed.

ZASTOSOWANIE:

• Very Popular for Club Racing & Track Days
• GT & Touring Cars
• Prototype Endurance
• Often used in Sprint Racing due to excellent modulation

RST

• Very High Friction Coefficient
• High Initial Bite
• Progressive Torque Curve
• Very Fade Resistant

RST

RST1 has a very hight friction level and high temperature resistance. Cold friction and initial bite makes this material most appropriate for Rally, Sprint and Stock Car applications. RST 1 is a semi-metallic resin bonded material containing steel and acrylic fibres.

ZASTOSOWANIE:

• Rally Tarmac
• GT & Touring Circuit Racing
• High Downforce Formula Cars
• Suitable for applications in heavy cars where high torque is necessary against small diameter discs

GŁÓWNE ZALETY:

• Medium High Friction Coefficient
• Good Initial Bite
• Mild Progressive Torque Curve
• Good Pedal Feel

OPIS:

RST 2 is a semi-metallic resin-bonded material containing steel & acrylic fibres. Cold friction and initial bite make this material most appropriate for tarmac rally and GT / Touring circuit racing.

ZASTOSOWANIE:

• Tarmac Rally
• GT / Touring Car Circuit Racing
• Often used in the Rear with RST 1 in the Front
• Recommended for GT / Touring Cars where high temperatures are an issue

GŁÓWNE ZALETY:

• High Friction Coefficient
• Good Initial Bite
• Low Heat Conductivity
• Excellent Modulation & Release Characteristics

OPIS:

RST 3 is a medium-high friction metal-ceramic compound containing steel & acrylic fibres. Popular in a range of racing disciplines for it’s combination of bite, friction, controllability and low heat conductivity.

ZASTOSOWANIE:

• Tarmac & Gravel Rally
• GT, Touring & Prototype Circuit Racing
• Formula Cars
• Club Racing

GŁÓWNE ZALETY:

• Medium Friction Coefficient
• Good Initial Bite
• Mild Progressive Torque Curve
• High Heat Tolerance w/ Consistent Feel

OPIS:

RST 4 has a medium friction level and high temperature resistance.

ZASTOSOWANIE:

• Formula & Open Wheel Racing
• Rear Axle for Tarmac/Gravel Rally & Front Engine Cars

GŁÓWNE ZALETY:

• Optimum Thermal Management
• Highly Fluid Fade Resistant
• Highly Developed Recovery Properties
• Extremely High Friction Coefficient

OPIS:

RST 5 is tailor-made for the challenging requirements of rally sports. Due to it’s optimised thermal management, it provides ideal performance from low to extremely high temperatures. This means it has great cold-warm ramp-up ability. It’s heat-transfer properties ensure the generated heat stays in the brake pad and is not transferred into the brake fluid, demonstrating impressive fade resistance. RST 5 perfectly manages the balance between high aggression and prevention of wheel spin, providing the driver with a feeling of reliability and outstanding performance even under the most demanding conditions.

ZASTOSOWANIE:

• Specifically designed and developed for Rally Racing
• Available in a wide range of established rally pad shapes, especially in WRC and Group R vehicles.

GŁÓWNE ZALETY:

• Medium Friction Coefficient
• Good All-Round Performance Characteristics
• Disc Friendly

OPIS:

RSC 1 features good all-round characteristics and is suitable for all disciplines. All RSC compounds are only compatible with carbon ceramic brake discs.

ZASTOSOWANIE:

• Circuit Racing
• Track Days

GŁÓWNE ZALETY:

• Medium/High Friction Coefficient
• Excellent Fade Resistance
• Long Pad Life

OPIS:

RSC 2 is a low-metallic, resin-bonded material containing steel and acrylic fibres. It is a special race compound for ceramic discs with a high content of fibres in the friction surface, advantageous in sprint and endurance racing.

ZASTOSOWANIE:

• Sprint Racing
• Endurance Racing

GŁÓWNE ZALETY:

• High Friction Coefficient
• Excellent Fade Resistance
• Long Pad Life

OPIS:

RSC 3 is a low-metallic resin-bonded material containing steel and acrylic fibres. Special race compound for ceramic discs with low content of fibres in the friction surface for sprint and endurance racing.

ZASTOSOWANIE:

• Sprint & Endurance Circuit Racing

GŁÓWNE ZALETY:

• Medium-High Friction Coefficient
• Good Initial Bite
• Very Good Modulation & Controllability
• Low Wear Rate & Fade Resistant to 700°C

OPIS:

RS 14 features good all-round characteristics for many applications. It is a low-metallic resin-bonded material containing steel and acrylic fibres.

ZASTOSOWANIE:

• GT / Touring Cars
• Club Racing
• Track Days

GŁÓWNE ZALETY:

• Medium Friction Coefficient
• Medium Initial Bite
• Good Cold Friction

OPIS / ZASTOSOWANIE:

RS 42 is a low-metallic resin-bonded material containing steel and acrylic fibres. The characteristics of this material make it popular for classic Rally, small Formula cars and Touring cars.

GŁÓWNE ZALETY:

• Medium Friction Coefficient
• Medium Initial Bite
• Excellent Modulation

OPIS:

RS 44 works for formula cars all the way up to lighter passenger cars. It is a low metallic resin-bonded material containing steel and acrylic fibres. The smooth progression of friction from cold to hot makes this material very easy to work with.

ZASTOSOWANIE:

• Very popular club racing compound
• Very good rear axle option for all front-engine cars

GŁÓWNE ZALETY:

• High Friction Coefficient
• Low thermal Conductivity
• Fade Resistant up to 800°C
• Consistently Firm Pedal at All Temperatures

OPIS:

RSH 3 is an organic compound optimised for sprint races with historic cars. Due to the perfect combination of performance characteristics, there is a wide range of vehicles with pads available in this compound. RSH 3 captivates with its high initial bite, coupled with excellent modulation and release.

ZASTOSOWANIE:

• Rally, GT & Touring Car Circuit
• Club Racing & Track Days

GŁÓWNE ZALETY:

• Medium to High Friction Coefficient
• Very Good Thermal Stability
• Low Pedal Effort
• Slightly Progressive In-Stop Behaviour
• Long Disc and Pad Life

OPIS:

RSH 29E is excellent or endurance racing with historic cars. Popular for its long disc and pad life, RSH 29E requires less pedal effort during the race. Another advantage is the constant friction level over a wide range of temperatures.

ZASTOSOWANIE:

• Typically used in GT and Touring Car Endurance events
• Also useable in Sprint racing due to it’s friction level

GŁÓWNE ZALETY:

• Low-Medium Friction Coefficient
• Good Cold Friction
• Immediate Low-Temperature Response
• Very Easy to Bed

OPIS:

The characteristics of RSH 42 make this material appropriate for small formula cars & rally. RSH42 is a great rear axle option for vehicles with RSH29E up front.

ZASTOSOWANIE:

• Classic Rally
• Small Formula Cars

• New brake pads MUST move freely in the caliper guides. Poor release and increased pad wear can occur with insufficient clearance.
• Always use the appropriate pad shape to ensure proper fit.
• When new pads are installed, ALWAYS ensure that the pedal is pumped up to take up any caliper piston travel prior to driving the vehicle.
• Never place hot friction surfaces in contact with the ground to prevent contamination of pad or discs.

Why Bedding?

1. To align the pad surface with the disc surface, and ensure full contact between the pad and disc.
2. To transfer a layer of friction material onto the brake disc faces, enabling maximum braking performance.
3. To burn out the volatile elements in the friction compound in order to have initial (green) fade occur during bedding – not racing.

If pads are not bedded properly according to the above sequence, the brake system will not achieve it’s maximum friction performance, wear behaviour and pedal feel. Improper bedding can also lead to judder and vibration. Unlike discs, pads do not require cooling down post-bedding for optimal performance / longevity.

1 – BREAKING IN

• Creating a perfect contact-pattern between rotor and brake pad service
• 10 Stops with low pressure and low temperature, from 150km/h to 80km/h
• Distance between each brake stop: approx. 600 – 800m

2 – HEATING UP

• Warm up in order to initiate some core heat in the whole brake system
• A sequence of 5 stops with medium to high pressure from 180km/h to approximately 60km/h. Maximum acceleration between stops.
• After the last stop, cool down for 3 minutes with the speed preferably not higher than 100km/h

3 – RECOVERY STOPS

• 3-5 stop with low pressure from 150km/h to 80km/h
• Distance between each brake stop 600 – 800m