The Monaco Circuit, or better known as the “Monte Carlo” to locals, is one of the more legendary races in Formula One racing. The race itself has been running since 1929, and attracts fans from all over the world for one week in May every year. Since it’s inception, there has been many winners and only about 4 deaths, mostly due to driver error.
The course is known for it’s unique composition and unbelievable hairpins turns, causing a good chunk of racers to crash before the race’s finish. But one turn of the race is always assumed to be tougher than the rest, requiring a little more braking power than previously needed in other turns. This turn is simply known as “Turn 10” but to some, it could very well be known as the “Final Turn”.
To fully explain the science behind conquering this turn, Brembo Brakes has created an informative video to do just that. Enjoy!
As of now, Akebono has been promoted to “Technology Partner” for the McLaren Mercedes team and will design and integrate an all-new braking system in response to the latest changes in the Formula 1 regulations. Akebono began its collaboration with McLaren Mercedes in 2007, developing and refining its braking technologies at the pinnacle of global motorsport competition. These specific processes have produced an extremely reliable braking system that possesses significantly reduced weight and exceptional cooling capacity while also being able to withstand high temperatures and maintain structural rigidity.
Also, Akebono will continue to supply racing calipers and brake pads for the hugely successful McLaren 12C GT3 race cars in addition to being the selected brake partner for the next generation McLaren P1™ high performance sports car.
This year, Formula 1 sees the introduction of new ‘power units’ that combine power output from a 1.6-litre V6 combustion engine with that of a brand new hybrid Energy Recovery System (ERS). This change means the rate at which cars can harvest energy under braking has increased five-fold from 400 kJ per lap to 2,000 kJ per lap, thus significantly affecting the braking effort at the rear wheels.
Akebono’s dedicated team of engineers and specialists have developed a revolutionary electronic ‘brake-by-wire’ rear brake control system to aide the braking effort at the rear, negating the need for the driver to constantly alter the brake bias, and thus contributing in preventing rear lock-up.
Akebono’s Chairman, President & CEO, Hisataka Nobumoto commented on the new deal stating:“This is the third extension to our partnership with McLaren since we began the relationship back in 2007 and becoming a fully-integrated technology partner to McLaren Mercedes is another step in being recognised as the best brake manufacturer in the world. Formula 1 represents the greatest of engineering challenges and the new regulations introduced this year give us an excellent opportunity to design and integrate a brand new electronic system that will further showcase our technical prowess. Supplying the McLaren Mercedes Formula 1 team, the McLaren 12C GT3 race cars and the breath-taking McLaren P1™ is an outstanding achievement for Akebono and our associates and shareholders ought to take great pride in what Akebono has accomplished in such a short period of time.”
Seven spectators are still in the hospital after the car of Kyle Larson took out the catch fencing at the Daytona International Raceway. People were amazed to see the engine lodged in the catch fencing.
But, one of the more spectacular pieces of debris was of a shattered brake rotor five rows up. It really shows the violence of the impact!
The Rolex 24 Hours of Daytona is this weekend, and it kicks off to the 2013 racing season. One aspect of the Daytona Prototype cars that is not “prototype” is the tested and true cast iron brake rotor. No ceramic rotors.
But, sometimes simple things can be complex. The rotors are made of the best iron and additives using controlled casting and cooling processes. The rotors are typically not changed during the race unless there is a problem. Pads will be changed at least twice. Pad life is determined by the compound, brake bias and driving style. Some of the teams can change the pads in under a minute.
Some teams are using a system to pull the brake pads away from the rotor when the driver is off the brakes. Performance Friction’s Zero Drag Caliper system was designed to eliminate brake drag. Most racing caliper designs allow the pad to drag against the rotor even while not under braking, creating a significant amount of brake drag. The Zero Drag Caliper System uses a pad retraction system that retracts the pad from the rotor.The technology allows the car to release cleaner and quicker during transitions, utilize more horsepower, and reduce brake temperatures.
The system uses the same principle as the Drag Reducing Clip from Raybestos that you can buy for your own car. The clips manufactured by Nucap fit between the pads and rotor and push the pads away from the rotor. These clips have the potential to reduce pulsations complaints.