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08-08-2022, 02:26 PM | #89 |
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I'm pretty annoyed at the severity of the rear pad taper on the 9449 kit running DS1.11. I'm switching to DS3.12, and wondering if that will change the taper. I know 'some' taper is expected, but this seems extreme. The fronts do taper as well, but not nearly as aggressively. I guess I'll start flipping the rears if I have to.
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08-08-2022, 06:28 PM | #91 |
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I realized that this my be exacerbated since I'm running Euro MDM. Will hold off final judgment until I turn it off.
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08-08-2022, 07:48 PM | #93 | |
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Yes MDM would use the brakes more, but it wouldn't affect how the pads taper. That's just a nature of the caliper & piston design. |
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08-08-2022, 08:09 PM | #94 |
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funny thing I noticed while driving to the track last month...
I had full traction on, not mdm, while driving there thru some curvy roads without realizing it. I was taking some turns somewhat quickly and began to get random brake squeal mid turn through these turns. I quickly realized it was traction control applying the rear brakes. It's something you wouldn't normally notice, but with squeaky pads it was very obvious and only happened mid turn. |
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08-08-2022, 09:33 PM | #95 |
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mdm uses the front brakes most of the time. it can use all of the brakes simultaneously or individually. mdm can also cut engine power if necessary. its probably safe to say traction control is just a more intrusive version of mdm.
that being said, traction control probably doesn't contribute to pad taper. pad taper on the inside of the rotor face is probably due to a combination of the inside rotor face being hotter, and the anti-knockback springs keeping the pad slightly pressed against the rotor face without brake activation. your taper is on the inside passenger side pad, which gets the hottest for laguna seca. i had a professional driver tell me this will be the most worn pad at laguna seca because the most intense braking you'll do at laguna is for turn one downhill, then you're turning left for a decent amount of time, which turns the inside pad/rotor face out of the airflow. once i started paying attention to this, i have noticed consistent personal experiences with results to this theory. you just have to flip and manage pads apropriately regarding taper. if you run one set of pads for three track days and never touch them for those three days, you're going to have at least one pad with far more wear than the others. just like you wouldn't NOT rotate tires, you should be looking at the wear levels of your pads and rotating them as well.
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08-08-2022, 10:54 PM | #96 |
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Yep. Problem solved by swapping pads inside/out.
I've tried both the 1.11 and 3.12 and my CCW track always ends up with taper.
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08-09-2022, 08:55 AM | #97 | ||
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MDM uses the front brakes, typically 50-80 PSI to balance the under/oversteer. in addition to cutting power |
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08-09-2022, 08:57 AM | #98 | |
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08-17-2022, 01:13 PM | #99 |
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i got the Alcons installed, and i am in love.
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08-17-2022, 01:19 PM | #100 | |
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I am not flipping pads around. The whole point of a BBK is 'set and forget'. To flip a pad you have to remove the wheel, remove the bridge/bolts and then press the pistons in (as the are not evenly spaced out due to taper), that is just ridiculous. |
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08-17-2022, 01:28 PM | #101 | |
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I've been in chats with Phil at Bimmerworld and he also observed that my suspension is way too soft for my use case (450/800). I set it up that way when the car was still doing double duty. As a result the car is pitching forward on heavy braking and likely overloading the fronts, I don't know what, if anything, that's doing to the rears in terms of wear or taper. Regardless, I'm going to move to a stiffer spring setup and new pad compound and see how that effects the overall system. I ordered fresh DS3.12's all around earlier this week from Essex. I'll also look into different compounds in the future if I don't like how these perform.
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08-17-2022, 01:46 PM | #102 | |
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I ran the AP Radicals with the same suspension setup as the PFCs and Alcons: MCS 3WR 800 front 700 rear full coilover. So it's not the soft suspension that's causing the taper. Especially when swapping the caliper to another brand will magically fix that taper wear. Edit: you're in the right hands with Phil! |
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08-17-2022, 01:56 PM | #103 |
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Got my Alcon kit on the car this past weekend - I'll post some pics later. It's on an F82, but my understanding is the kit is pretty much identical between the E9X and F8X. Excited to try it out with the new suspension as well next week
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08-17-2022, 01:57 PM | #104 |
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looking forward to your feedback!
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08-17-2022, 02:06 PM | #105 |
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Was patiently waiting for the pad taper frustration
I think "set it and forget it" is the wrong mentality for race car. But to each their own.
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08-17-2022, 02:33 PM | #106 | |
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so far for street driving it's been wonderful, chatters a lot but it's not a street BBK. def will get the anti-rattle for the rotor rings when the time comes.
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08-17-2022, 02:36 PM | #107 | |
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08-17-2022, 03:05 PM | #108 |
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I literally backed up my car and thought I hit something
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08-17-2022, 03:07 PM | #109 |
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I've tried running without antirattle clips in every bbk I've had, it's just not possible. Even in a dedicated track-only car scenario, at 160mph it'll rattle a wheel hub straight off!!
Last edited by SYT_Shadow; 08-17-2022 at 09:11 PM.. |
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08-18-2022, 06:33 AM | #110 |
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For most parts yes, but a properly engineered braking system generally needs pad, rotor and fluid replacement as indicated. No moving and flipping brake pads. SYT-Shadow and I as well as others have run the PFC Z-54 brake kit for literally years with no abnormal pad wear whatsoever regardless of suspension, pad type or use. It's an engineering/design problem which track drivers like us should not have to tolerate.
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