Cornering and Braking g comparison q's ??

[Sandro]

This past weekend I used Hoosiers for the first time, previous tires where always Kumho Victoracers.

I was comparing g load data from the two different tires:
Kumhos:
cornering ~ 0.95
braking ~ 0.8

Hoosiers:
cornering ~ 1.15
braking ~ 0.8

Am I right in saying that the limiting factor for the braking loads must be the brake pads? Meaning I should try a pad with more bite? I am currently using Hawk Blues.

For an IT car are you guys seeing similar data or are your braking g's closer to your cornering g's?

[Z3_GoCar]

Dave,

There's several factors that could be affecting your ultimate braking gee forces. Some of these would probably be, front weight bias, brake rotor diameter, brake pad swept area, and also your pad compound. Only the pad compound is under your control, and maybe to a lesser extent the weight ballance. Hawk blue pads can definetly be upgraded, I'm running the HT-10 pad, but DTC-70's are a higher torque pad. As for non Hawk pads, I've heard good things about Performance Friction pads PFC-03.

[Knestis]

Assuming that you are actually threshold braking - that if you stood on the pedal even the tiniest bit harder, the tires would lock - AND that you CAN lock the tires with your current brakes, then pad compound has zero to do with the equation. It's all tires.

K

[Eagle7]

It's all tires.

K

And camber.

[spawpoet]

And camber.

Would I be correct in assuming this is because with more camber you have a smaller contact patch with your tires when rolling in a straight line?

[Gary L]

Would I be correct in assuming this is because with more camber you have a smaller contact patch with your tires when rolling in a straight line?

You got it.

[924Guy]

Would I be correct in assuming this is because with more camber you have a smaller contact patch with your tires when rolling in a straight line?

Yep... often if you max out the camber setting for ultimate cornering grip, you'll not have much in contact in a straight-steering condition. Tradeoffs.

Other things coming to play... weight distribution, brake force distribution (adjustable prop valve? Could you put more braking to the rear and still be stable?)...

Sometimes you can go for a softer pad in the rear, to use it a bit more - particularly if you have no adjustable valve (I don't) - but only if the chassis will tolerate it.

[Knestis]

And camber.

An excellent point!

K

[rsportvolvo]

As you increase static camber you can trail brake more as you will have more contact patch in the corner vs. approaching it. Bill Auberlen brakes in this manner, or at least his car setups lead to this conclusion. Also, as the weight transfers to the front the camber gain will decrease the contact patch. How much the contact patch decreases depends on your cars specific camber gain curves.

How long are your braking zones compared to other cars? Depending on your brake temps you could be braking later and harder.