nearly correct nick
just that those torque/force arguments at the end were around the
wrong way - torque = force*dist not force = torque*dist.
> List members,
> For a given brake line pressure, the force acting on the pads is equal to the
>pressure multiplied by the piston area.
> Hence the larger the effective piston area the larger the force on the pads for the
>same brake line pressure.
> The friction caused by the pads being forced against the discs is equal to "mu" (the
>coefficient of friction, depends on temperature, pad composition, etc...) multiplied
>by the clamping force.
> Technically speaking pad area shouldn't affect braking force, however the larger the
>pad the less the pad will heat up - less prone to fade...
> Friction is not as simple as it seems and other effects can come into play (Drag
>cars can accelerate at over 2g's)
> You have to consider the effective pad radius and the wheel diameter, 'leverage'
>comes into play as Errol said.
> Braking torque is equal to braking force (see above) divided by effective pad radius.
> Braking force at the tyre is equal to torque multiplied by the tyre rolling radius.
> Class dismissed, :)
> Regards,
> Nick
> ============================================================
> From: "Errol Smith" <[EMAIL PROTECTED]>
> Date: Mon, 11 Dec 2000 09:12:27 +1100
> To: <[EMAIL PROTECTED]>
> Subject: RE: Piston vs Pad area
>
> Diarmud, et al,
> Braking efficiency results from a combination of factors
> For a constant applied brake pressure, piston area, over pad area, times
> radius of effective pad centre on disc This gives brake torque in
> newton/metres.
> These results should then be normalised to account for varying minimum wheel
> sizes applicable to the brake combination. Bigger wheel diameters result in
> less effective braking effort for a constant applied force. Open to flames,
> and healthy discussion,
> Cheers
> Feral Errol
> mailto:[EMAIL PROTECTED]
> <a href="http://www.datrats.com.au/">http://www.datrats.com.au/</a>
>
> -----Original Message-----
> From: [EMAIL PROTECTED]
> [mailto:[EMAIL PROTECTED]]On Behalf Of Diarmuid Tyson
> Sent: Sunday, December 10, 2000 21:12
> To: [EMAIL PROTECTED]
> Subject: Piston vs Pad area
>
>
> It's been a long time since I've tried to get my head around these kind of
> physics, and while the piston area is obvously important in calculations,
> surely the pad area is a major factor too. Anyone tried different
> pads/calipers with similar piston area? (Trev? 240K vs VT Comm? Pad area
> would have to be almost double!)
> Might have to get my Uni Dynamics texts out...
> D.
>
> At 12:28 PM 10/12/00 +1030, you wrote:
> >While we're on the subject -
> >
> >Mazda RX7 series 4 - 3.25 33.16
> >
> >PL
> >
> >
> >Continuing on from there Zac...
> >Z32 - 3.75 44.18
> >Wilwood - 4.45 62.21! Now there is a 4 pot guaranted to peal the ears of
> >your head upon deceleration!
> >
> >
> >
> >and for the record:
> >Nissan R33 4s - 3.5 38.49
> >
> >
> >
> >
> >> Nick,
> >>
> >> I recon cheapest and easiest convesion would be to use twin piston
> >> simitomo's from early 240K's. Consider the following caliper info.
> >>
> >> Each Piston diameter (cm) Total piston area (cm2) (ie
> >> pi x r^2 x number of
> >> pistons)
> >> Simitomos 4.8 36.19
> >> Hilux 3 28.27
> >> 200B 5.4 22.9
> >>
> >> So if you apply the same amount of hydraulic pressure to the caliper then
> >> the twin piston simitomos work better.
> >>
> >> Regards
> >> Trev
> >>
>
>
>
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