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      06-06-2009, 01:29 PM   #3
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Drives: E30 M3; Expedition
Join Date: Apr 2007
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Originally Posted by VictorH View Post
3) Is there any utility to checking your rotor temps with an IR temp gun after a session? If so what temps should you be seeing and if not, is the track pad performance only going to be a function of the temp range of the pad and the heat dispersing capability of your braking system.
There is significant benefit to measuring your rotor temps right after a session. That doesn't allow you to pin down max operating temps, and as mentioned above that can be done with paint. However, knowing if you are at 300C vs 600C at the paddock is extremely valuable information.

For instance, if you are seeing 600C at the paddock and the pads you are using are rated at a MOT of 650C, you'd better be careful.

To fully understand how the pad behaves, you need to find information on the friction it provides at different temperatures (coefficient of friction vs. temp graphs). Some manufacturers provide that type of information. Of course, the friction the pad is capable of generating is irrelevant if your tires can't generate the required traction to cope with the torque.

Originally Posted by VictorH View Post
4) How would you know if the brake fade you are experiencing is a function of poor or inadequate pad choice or the need for a bigger rotor and caliper set up?
In the context of pads and rotors, if you experience fade, these are the things you can do:

1. Don't try to control temperatures and use pads (and even rotors but that would be expensive) that are functional at higher temperatures.
2. Control/lower temperatures by increasing rotor cooling.
3. Control/lower temperatures by increasing rotor size.
4. All or a combination of the above.