Driving Line VOLUME V ISSUE 2 | SPRING 2019 | Page 37

BRAKE PADS
Brake pads form the second part of the trinity, but they are directly tied
to the grip level of the tires being used. As the grip level of the brake
pad increases, the grip level of the tires must also increase (and vice
versa). Keep in mind that a brake pad with a large amount of bite on a
non-performance tire can be dangerous.
There are many types of pads from a huge assortment of manufacturers.
Hawk Performance (Carlisle Brake and Friction) and Performance Friction
Corp are the industry leaders in pad development. Pad type is dictated
mainly by the tire type used and also by driving style. Other factors to
consider are how much noise, dust and longevity is required to meet
your needs.
Driving type dictates what type of temperature range is required. Street
pads typically need a lower initial temperature range compared to an
autocross or road-course pad. Picking the wrong heat range can result in
decreased performance or worse. This is because racing and performance
pads need to reach a minimum temperature to provide bite. Too little
temperature and they can glaze over.
When choosing pads, talk to the pad manufacturers and view their
comparison charts. It is also beneficial to talk to other drivers or racers
to see what works for them and their driving styles.
TIRES
Tire choice is often overlooked when considering a brake package. In the
end, the tires are what physically stop the vehicle. Tires need to be matched
not only to the power of the car but also to the power of the brake pads.
Low-grade or low-grip tires matched to a set of aggressive track pads
will cause the ABS system to trip too early and can also create issues
with traction control. The opposite is also true: A too-sticky tire matched
to a lower-torque pad can make the vehicle’s stopping distance increase.
Just like pads, tire type is also dependent on driving style and environmental
conditions. If the type of driving is normal daily driving, then a general
tire would work well with an intermediate set of pads. If the roads are
prone to rain or sand, then a lower-torque pad could work well with a set
of wet-weather tires. Dry track tires, then, would usually need to have an
aggressive pad type. Again, it all comes down to context of use.
IN PRACTICE
I talked with Hawk Performance to help me pick what pads would
match the Nitto NT555 G2 tires equipped on my Nissan 370Z. For daily
driving, Hawk Performance’s 5.0 pads were chosen because of their
low-temperature grip. For road courses, the company recommended
DTC30 pads because they have a wide optimal temperature range
and high levels of sustained bite. After a few track sessions, however, I
noticed an imbalance. The car’s ABS was being activated too quickly,
which meant the DTC30s were a bit too much for the NT555 G2s with
my new Sparta setup. The way to solve the imbalance was to go to
a less-aggressive pad or a stickier tire, such as a set of Nitto NT05s.
Since the DTC30s worked well with my driving style, I need to get
the stickier tire.
GO FASTER, BREAK FASTER.
MORE TECH AT DRIVINGLINE.COM
Bottom line: Plan out the system to be installed and be realistic about
the vehicle’s use and general driving style. Not only will the vehicle brake
better but safety will not be compromised in any way.
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