TBM Brakes: Frequently Asked Questions

[TBM Brakes]

In this thread, we'll share some of our most frequently asked questions and open the floor up to discussion.

If you have questions of your own, feel free to ask!!

Check back for more FAQs in the days to come!

1.WHY DON’T YOU MAKE A 6 PISTON CALIPER?

Contrary to popular belief, the number of pistons has nothing to do with the performance of the caliper. The most often cited reason for companies that do make 6 piston calipers is that they have more clamping force which, for a given caliper size is patently false. Another reason given is to “equalize” the force on the back of the pad to stop taper, which is also false, (more on that later).
The fact is that clamping force relates to two very important factors, caliper rigidity and piston surface area. The real truth about surface area is that in a given amount of space on one side of an opposed piston caliper, 2 pistons will always have more surface area than 3 smaller ones. One further claim by advocates of 6 piston calipers is that “it enhances the proper location of force on the pad”, which is also immaterial to the results of torque output.

[TBM Brakes]

Number 2 in our Frequently Asked Questions Series;

WHAT IS THE PURPOSE OF THE “REVOLUTION ROTOR”?

Rotor choice is based upon two important factors in calculating requirements for a given application. First, the diameter of the rotor determines the “effective radius”, which is an important dimension in calculating brake torque output. There are several choices when determining the component requirements for any application, such as piston size and quantity, line pressure, effective radius, size of wheel and tire, etc.

The math to reach a certain torque level can be achieved with a variety of combinations, but before we look at that, let’s look at the other important determination, that is heat dissipation. Heat dissipation is a factor of the number of stops and the frequency. For example, a drag car only makes one stop, whereas, for example, a formula car makes more stops, more frequently, for a longer period of time. Therefore, the rotor becomes a major factor to keep the temperature within the limitation of the brake pad maximum operating temperature. Unless you have super high requirements for heat dissipation, then large diameter, heavy vented rotors are not your best choice. SMALLER DIAMETER ROTORS ARE ALWAYS PREFERABLE AS THEY CONSTITUTE “ROTATING WEIGHT” WHICH IS THE MOST UNDESIRABLE WEIGHT ON A RACE CAR.

The “Revolution Rotors”, because of the proprietary way they are manufactured, have the capability to withstand incredible abuse without cracking, warping or failing. They will withstand far more thermal input without failure than many heavier rotors. Because of the far lighter weight, they offer a major improvement in acceleration and deceleration resulting in major lap time improvements. They are low cost, high value components, that when combined with an efficient “Zero Drag” caliper, such as ours, will improve your performance for far less expense than adding horsepower.

[MillerBuilt]

Nice to see you guys on this site

[TBM Brakes]

WHY DID YOU CHANGE YOUR NAME TO “TBM BRAKES”?
The Brake Man was originally started with the intent to provide high quality, long life components to the racing industry. To us, it is vitally important to improve lap times at a considerably smaller expense to dumping more money in the engine. In the beginning, the development was started in a 2000 square foot garage. The grassroots motorsports people who were our original customer base, quickly grew to become a much larger audience across all forms of vehicles. As we have grown, it has become apparent that our company was far better served with a name that reflected our “core business” and reflected our commitment to the automotive performance industry.
As our “ZERO DRAG” calipers have gained market share, the name needed to capture the true quality of the product being sold. Our original Icon, “Billy Joe Brakepuck”, departed as we widened our appeal to all racing groups and organizations.
We are known for top rate quality products and the best service after sale in the industry so we hope our customers and potential customers find the name change to their liking.

[pist0lpete]

I have a question. I see the cloverleaf and other shaped rotors all the time on streetbikes and go karts. I have always wondered what the momentary loss of contact between the pad and rotor does to pad wear?

[TBM Brakes]

Originally Posted by pist0lpete

I have a question. I see the cloverleaf and other shaped rotors all the time on streetbikes and go karts. I have always wondered what the momentary loss of contact between the pad and rotor does to pad wear?

great questions!

We find our pads last much longer than our competitors, but it has more to do with the rigidity of the caliper and the zero drag. That's the key to the whole thing. No more tapered pads, no more dragging calipers, etc causes our pads to last much longer. Every situation is different, but in many cases racers are seeing our pads last 3 to 4 times longer than the their previous setups.

[TBM Brakes]

Number 4:
WHY DO MY PADS WEAR TAPERED?
Virtually every brake company in the industry has a significant problem with tapered pad wear. Regardless of whether they stagger the piston sizes or not, the taper is significant. The actual cause is caliper flex. As caliper flex increases, the more the taper.

TBM Brakes, because of the caliper rigidity, reduce the flex so effectively, that it will only be seen under the most adverse conditions, and even then, far less than any of our competitors. The reason is that we have simply produced such a rigid unit that the minimal flex even at extreme line pressures results in very little spreading thereby reducing the pad taper.

The significance of the strength of the caliper results in 3-4 times pad life in our caliper as the “Zero Drag” effect, combined with the caliper rigidity effectively increases the pad life by eliminating cocking and reduced pad temperatures. THE SINGLE BIGGEST CAUSE OF A “MID CORNER PUSH” IN A RACE CAR IS BRAKE DRAG. Virtually every caliper on the market creates wheel drag to some extent and significant drag when they super heat on the race track. If you don’t believe it, try to spin your wheel immediately on entering the pits. Can you afford that horsepower loss at the rear wheels?

[camcojb]

Good info.

[dontlifttoshift]

Do TBM calipers require a residual valve?

[TBM Brakes]

Originally Posted by dontlifttoshift

Do TBM calipers require a residual valve?

Great question!

We recommend 2lb residual valves front and rear regardless of master cylinder height. While TBM Calipers will operate fine without them, it does create a slightly “deeper” pedal do to the zero drag design. The 2lb. residual valves cure that issue.