• FRONT & REAR BRAKE MASTER CYLINDER:
CHECK DALLARA-GP2 SPARE PARTS CATALOGUE!!!
• Brembo suggest a maximum caliper temperature of 200°C. Overheating could damage the piston seals and the hub bearing seals too. Dallara STRONGLY SUGGEST to use cooler fan devices when the car stops at the garages.
Dallara Automobili – GP2 user manual 68/87
BREMBO CALIPER:
Technical details
Introduction
The aim of this document is to inform the GP2 Teams about the caliper features and its components giving also information about when and how service it.
Caliper technical details
P6 28/30/36 Aluminium Mono-block.
Front left p/n XA5.E5.01
The recommended working temperature for the GP2 caliper is < 210°C.
Over 210°C the seals fitted into the caliper can be overheated and they will not guarantee the right performances of the caliper (sealing, roll back, fluid absorption,…).
In order to keep under control the caliper temperature Brembo suggests to use its thermo-tape:
scale 132°C/210°C p/n 02.5168.10 scale 210°C/260°C p/n 02.5168.13
If the caliper temperature goes over 210°C the seals have to be opportunely refreshed.
After 2000km the caliper has to be serviced changing the following components:
1. pistons
The caliper has fitted Ti inserts in order to reduce the heat exchange between the pads and the caliper body/brake fluid. The thickness of the Ti inserts is 4mm. The Ti inserts are just clipped on the pistons.
Even when the Ti inserts are fitted on the pistons the maximum carbon stack is 74mm.
Dallara Automobili – GP2 user manual 69/87
Dallara Automobili – GP2 user manual 70/87
Component Quantity per caliper
p/n Mounting instruction
Inlet nipple 1 06.3710.20 Mounting torque 25Nm (fit it with copper seal) @ cold
Copper seal 1 06.2196.13
Bleeding screw 2 05.2812.13 Mounting Torque 15Nm @ cold
Piston Seal Ø 28 2 05.5955.52 Before the assembly plunge it in the assembly fluid for at least 24 hours and no longer the 48 hours
Piston Seal Ø 30 2 05.5955.53 Before the assembly plunge it in the assembly fluid for at least 24 hours and no longer the 48 hours
Piston Seal Ø 36 2 05.5955.56 Before the assembly plunge it in the assembly fluid for at least 24 hours and no longer the 48 hours
Piston Ø 28 2 20.7954.42
(Central bridge) 1 20.7268.67
Pad abutment (Side) 2 20.7268.65
Fit it using the correspondent screw (p/n XA0.03.50). The back of the pad abutment has to touch in all its points the caliper body. The distance between the two pad abutment of each pad has to be 156mm MIN!
Pad abutment (Side) 2 20.7268.66
Fit it using the correspondent screw (p/n XA0.03.50). The back of the pad abutment has to touch in all its points the caliper body. The distance between the two pad abutment of each pad has to be 156mm MIN!
Pad abutment (Bottom) 4 20.7269.68 Fit it using the correspondent screw (p/n 05.4424.61).
Screw M4 for the pad abutment
(side) 4 XA0.03.50 Mounting torque 4Nm @ cold
Screw M6 for the pad abutment
(bottom) 4 05.4424.61 Mounting torque 8Nm @ cold
Cross over pipe 1 06.4317.97 Before the assembly wet all threads with brake fluid.
Mounting torque 20Nm @ cold Assembly fluid 250ml - 04.8164.90 Use only with new seals Brake fluid 500cl
(20 bottles) - 04.8164.11
Dallara Automobili – GP2 user manual 71/87
BREMBO CARBON-CARBON BRAKES:
Introduction
The aim of this document is to help the GP2 Teams on managing the carbon friction material.
Because of wear rate and performance are strictly related with the pads and the disc working temperature in the next rows the brake system cooling will be focused.
Carbon Technical details Disc
Carbon material: CCR 300
Brembo p/n: 09.8392.20
Dimensions: 278mm x 28mm x 44 mm
Ventilation holes. 10 mm round holes Minimum thickness: 17mm
Pad
Carbon material: CCR 500
Brembo p/n: 07.A012.21
Dimensions: 23mm x 44mm
Back plate: 12mm
Minimum thickness: 12mm Remarks:
last year Brembo supply the CCR400 as pad friction material. After the positive experience in F1 Brembo will supply for the 2006 season the new CCR500 that guaranty the same friction performance of CCR400 and a sensible reduction in the pad wear. With the CCR500 Brembo is expecting a better and even distribution of the wear between disc and pads for the 2006 season.
Carbon material working temperature
In order to have the best performances from the carbon material CCR400/CCR500 the disc working temperature at the beginning of the braking phase (it is what Brembo calls “Initial Temperature”, measurable in the end of the straight before touching the brakes) have to be in the range of 350°C-550°C.
Use the Brembo paint (p/n 02.5711.10) on the discs in order to check the disc temperature. In a normal use it should be:
Dallara Automobili – GP2 user manual 72/87 the green paint completely turn to white (T> 430°C);
the red paint turn to white just close to the friction surface (T>610°C);
On a green track, during the first practice, Brembo suggests to start always with partially blanked ducts (from 20% to 50% it depends on the circuit duty). After the first run adjust the duct blanking in order to guarantee the correct working temperature of carbon material and caliper.
Bedding
With new discs and pads it is necessary generate a high temperature in order to guarantee the quick bedding of the disc and pad contact surfaces. On the out lap the driver has not to be too gentle on the brakes in order to avoid any glazing problem.
Brake ducts: about 50% blanked.
Glazing
The “glazing” is a physical phenomenon that happens when the carbon material is used in low temperature/energy conditions. If the disc and the pads are glazed the friction coefficient drop dramatically creating problem on the brake balance and on the braking performance.
It is quite easy recognize a disc or a pad glazed: the surface looks shiny and touching it with a finger it remains normally quite clean (or cleaner than with the carbon not glazed!).
On the GP2 car the rear axle is more sensible to the glazing because of the balance distribution and the brake system cooling, this is the reason why Brembo suggests to the teams to consider always a partial rear duct blanking on the light duty tracks.
The glazing is a degenerative phenomenon, if it starts it is possible trying to recover blanking the ducts and asking the driver to push hard on the brakes. In this case the best thing to do is glass paper the disc and/or the pads in order to remove the glazed layer.
In case of rain / cold conditions / extremely light track
Carbon can be used in raining condition without any problem, but a blank of the air ducts of about 50% is recommended in order to have the initial disc temperature higher then 300-350°C.
The same procedure has to be followed if the track is extremely light on brakes or if it is in low grip condition.
Dallara Automobili – GP2 user manual 73/87 New pads on a used disc
it could happen it is necessary fit new pads on a used disc or vice versa, in these cases for the first laps the pedal could feel a bit longer because of the pad and the discs surfaces have to be bedded.
In this case Brembo suggest to follow the same procedure recommended for the “bedding”.
Remember that disc and pads must be changed when the minimum thicknesses are:
DISCS PADS New Min th. New Min th.
28mm 17mm 23mm 12mm
Disc resurfacing
The discs can be resurfaced in order to have flat rubbing surfaces and the disc holes centred in the disc thickness (the disc wear could not be even between the two half of the disc).
The disc resurface is not easy and if it is not done properly the disc could generate judder. If you are going to resurface the discs Brembo recommends to contact Dallara and send the discs to the Brembo factory in order to be machined.
Storing
Carbon discs and pads must be stored in appropriate boxes in order to avoid any possible damage during transportation.
Contamination
Carbon discs and pads do not have to go in touch with lubricants, brake fluids, hydrocarbons, solvents or acids.
Dallara Automobili – GP2 user manual 74/87