Quote:
Originally Posted by Goingnowherefast
Gonna respectfully call BS on this claim, from an engineering perspective of course. After speaking to few fellow engineers (including a former decade long VP of engineering for Akebono brake systems) I can confidently say the logic here is wrong.
Let's rewind the tapes to freshman year of engineering: To slow down any object with mass, a set amount of energy is required. It doesn't matter if the car is using ABS, or threshold braking - the amount of energy required to slow down the mass is the same. Again, it does NOT matter if the braking is done with rapid pulsations (ABS) or not, the energy to slow an object the same distance is identical. In fact, the test data performed on brake dynos actually points in the other direction. Being, that the rapid pulses created by ABS actuation (which look more like sine waves due to the natural hysteresis of the system) would actually decrease pad temperatures by a minor amount. This is due to the gas evacuation that occurs when pad force decreases during the ABS modulation.
If the claim is that the OP is killing the C2 pads by using ABS because the pads aren't designed to accommodate the sudden release/grab of ABS actuation, well then I think CSG should alter their claim that the sprint pad compound line has friction materials that are compatible with a wide range of tires (sport tires to racing slicks) and ABS or Traction Control ("TC") systems found on OE and motorsport applications.
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1. Gas dissipation is one thing from a long past. I don’t see modern materials from Akebono having effect on that. Even rotor slots provide less gain nowadays.
2. Short duration time as on the brake modulation eould not be enough for the piston rollback to act.
3. Which Dyno procedure is he mentioning? AK Master? Which conditions?
4. The stick/slip effect is exacerbated with ABS application. This happens on the friction (normally HP lining has more hysteresis) and on the caliper (guide pin, piston binding).
5. Heat checks and Brake torque variation have correlation with binding (specially for piston, ask your friend for a specific piston material to reduce that)
6. Pad tapper wear also has correlation with binding. Sliding caliper tends to wrap (right hand rule for torque)
PS: I think you mixed development for NAO friction materials, with high performance low-met materials. There’re very different animals.