Good question... I had assumed F but i'm not sure... My rotors may very well have gone upto 1000Deg as well with 3 of the four paints Warren used on the rotors being burned out at the end of a session. I'm pretty sure the first paint was 400 the others i'm unsure of...
Hmmm 4 paints representing 400 - 1000 in 200 deg increments.. thats probably what they were...

 

That was indeed the case and Laguna Seca also seemed to show the same results. I think SteveUCI would agree I would late brake and use the brakes hard, instead of hardly using the brakes.

The Pinnacle system would shed the heat quite a bit without brake ducts, whereas the stock system would heat the center of the cast iron rotor which would act as a heat sink and the heat would stay there. It turns out the wheel did not help in shedding the extra heat.

Warren explained that the aluminum hat would radiate heat away much better than iron, and that the attachment of rotor to hat wouldn't allow as much heat transfer. The overall design promoted cooler running brake system.

 

[QUOTE]Originally posted by gilcwong
[B]

Was that 400C or 400F?

 

Lap times on Saturday? What configuration did you guys run and in what direction?

 

Saturday January 26 Warren Gilliland (the Brake Man) was at Button Willow race track to do some brake testing on three S-2000 cars

Prolene
His car is equipped with a Pinnacle Braking System complete front kit with #3 racing pads both front and rear. His car also has Pinnacle light weight rear rotor kit . The front kit removes 9 pounds per wheel of unsprung weight and the rear rotor removes almost 4 pounds of unsprung weight per wheel.

Testing his car front rotors reached temperature of 600 F and the front hat temperature was 250F
The rear rotor temperature was 300F rear hat was 200F

This was after 8 laps

Davepk
His car is equipped with Porterfield R4 pads front and rear , plus 3" brake ducting run to eye of rotor . Dust shields removed both front and rear

Testing his car front rotors reached temperature of 600 F and the front hat temperature was 400F ( this is where the wheel bolts on)
The rear rotor temperature was 400F rear hat was 350F

This was after 10 laps

Josh3io
His car is stock system with R4 Porterfield front and rear .
Testing his car front rotors reached temperature of 600 F and the front hat temperature was 500F ( this is where the wheel bolts on)
The rear rotor temperature was 400F rear hat was 350F

This was after 10 laps

You will notice that the brake ducts on Dave's car ,reduces the center hub area by 100 degrees but does not reduce rotor temperature reached at the pads .

This testing was done in the morning . The paint that is put on the surface will show the maximum temperature that a part has reached . This is not the temperature of the part back in the pits. You will notice that all the front rotors reached the same temperature . This is a fact , based on speed reached , weight of car , and rate of deceleration . All cars should be close . The difference in hat or center hub temperature is the difference , in "HEAT MANAGEMENT", keep the heat in rotor , not in the hub. The rear rotor temperatures surprised me . The rear stock rotor must load up with heat and reach a higher temperature . The light weight rotor is running cooler with racing pads on the rear . The increased surface area and shape must also promote cooling .

Prolene
Is running our #3 pads both front and rear . They are designed to run up to 1200 degrees .
These pads work the same cold ( backing out of your drive way) to the maximum temperature on the track . Why would you buy them ( they don't eat your rotors ) They also give fantastic driver response , at the petal , they don't grab or give different stopping characteristics over their entire temperature range . These pads are even used with aluminum rotors.
Josh3io
Changed his front pads to our #3 racing pad for the afternoon session . I will let him tell you how the pads worked . These were put on his scored rotors not the best for long pad life .

Some pads because of the high friction coefficient of friction creates a lot of heat in rotor by dragging between corners . This is death to rotors .

Also many racing pads , with high coefficient of friction , are installed on stock cars and the person thinks that they have greatly improved the brakes , because of the grabby nature of these pads . This is not an improvement ! You should be able to modulate the brake petal to give yourself just the amount of brake you desire , not go into ABS and hang on , while the computer does the braking .

We will be doing more testing at track events . I wish to develop a data base of braking information on the S-2000 . We will test any car that wishes , at any track day that we attend .

This summer I am going to try to attend Gingerman and other Mid West tracks .

brad

 

We ran the longest configuration they offer, according to the track rep who spoke at the drivers meeting. I ran consistently around 2:20. I would say the range was from about 2:14 up to the 2:30's somewhere.

 

Race config #1 (check their site for the map) clockwise. Fastest time of the day was 2:01 (Corvette) good S2K times around 2:14. I was running 2:22-2:20.

 

Hi all. Just thought I'd chime in and say I'll have the times up on the site by the end of today, hopefully. I'm doing it in such a way as to allow people to conceal thier name if they wish, for warranty reasons, etc, which is why it's taking so much time. FTE was 2:01.974 with a Z06 w/ Goodyear slicks, and a certain #55 (who we should leave nameless for now) set the bar for S2000's with a 2:12.866! He was beaten only by 4 very capably-driven Corvettes and 1 nsx. A very good showing for the S.

I've been meaning to post a big "thank you" to all the S2000 owners that came out, I've just been swamped since getting back from the track. I appreciate the wonderful group of drivers that came out and tore up the track with us despite having just done Laguna Seca, and hope you all had a great time.

Also, I have a request. I was busy enough at the event that I didn't get to take a single second of video or any pictures, so if you guys would be willing to post what you've got, I'd love to see it. I hereby pledge in return to get off my ass and post the videos from SOWS

Thanks again, guys!

 

I have some pictures and "commentary" about the S2000 Challenge at Buttonwillow at www.nsxfiles.com (aka www.pulpracing.com) , click on "Pulp Stories", and go to chapter 79 to see my "biased" view of the event. I thought it was a great event and a lot of fun!

Also, Chapter 78 has some comments about the Laguna Seca Event, and Chapter 77 has some stuff about the Willow Springs Touring Car Club event on January 5th/6th.

If the site seems "slow", it is because your internet connection is uh...slow...<grin>

-Doug
Drive Vicariously!

 

Doug,

Great write-up. I have met the driver of the 330ia a few times. He is doing rather well considering that car is stock except for tires and brake pads. He just started track events last year and already has 45 plus days. Obviously, he is not married.