A unique arrangement of the Brembo system for the MPV / CX-7.
There is a method called caliper conversion as the ultimate brake tuning.Large multi-pot (4 or 6 opposite pots are the mainstream, 12 pots in some!) It is a calculation to strengthen the stopping power by combining a caliper with a large diameter rotor.It was a genre that appealed to us as well, but there was a reason why we couldn't make it into a commercial product.Why?First of all, let me introduce the cause of concern as our "stickiness".
I want you to imagine the operating principle of the brake system. XNUMX. The pedaling force through the brake pedal generates hydraulic pressure in the master cylinder. XNUMX. The hydraulic pressure transmitted to the caliper piston presses the pad against the rotor. XNUMX. A rotor coaxially fastened via a hub regulates wheel rotation. ... is the main mechanism.Did you notice?Modern cars even have auxiliary devices such as master backs, but brakes are essentially "boosters" that counteract the force of the human foot against the kinetic energy of the car.
If you know the snake foot, the boosting effect of 1 and 3 is due to the "lever principle".The output is proportional to the distance from the support point to the input point. 2 is an application of the nostalgic "Pascal's Law".The principle is that the pressure per unit area of a sealed liquid is evenly applied to all parts.Increasing the caliper piston diameter increases the stopping power in proportion to its square (because of its area).Therefore, caliper conversion is extremely effective as a means to quickly increase the braking force.In many cases, in combination with increasing the diameter of the rotor, that is, by increasing the boosting effect of 2 and 2, the braking effect is strengthened.
So what's wrong?Why did we hesitate to adopt this method?To be honest, it's a marketing issue.If the diameter of the caliper piston or rotor is increased, the effect will be apparent.Therefore, it is easier to understand as a product if the diameter is made as large as possible.However, in reality, there is a harmful effect in increasing the diameter in principle.I was worried about that.
There are two major harmful effects.The first is that the brakes are too effective.Since the boosting effect is determined by "piston area ratio" x "rotor diameter ratio", it is not difficult to imagine that excessive stopping power will be generated if both are increased. Although ABS and front-rear balance adjustment are the standard era, it is natural that the boosting effect beyond the human senses is difficult to handle.Easy and frequent entry into the working area of ABS is counterproductive for sports driving.
Another negative effect is the problem of increased pedal stroke.Since the amount of oil in the entire brake system does not change, if the piston area of the caliper is increased without changing the master cylinder diameter, the stroke on the master side (pedal depression amount) must be increased proportionally.In other words, a decrease in controllability develops.
So how did we overcome these problems and reach commercialization?The answer is, in a sense, simple.The aim was to avoid apparent spec competition, keep the boosting effect within the appropriate range, and control the brakes as desired.We decided to stick to our "stickiness" that our customers would surely understand the legitimacy of that.
Specifically, first of all, regarding the excessive braking effect, the caliper was upgraded from the genuine cantilever 2 pots to the opposed 4 pots, while the total piston area was suppressed to about 160% of the mass production.For the rotor, we selected a 320 x 28 mm size, which has almost the same diameter as the mass-produced product, which can be said to be unusual for conventional commercial kits.
Then, as a measure against the increase in stroke, the operation loss generated in each part of the system when the brake is operated was reduced.For example, the caliper increased the rigidity of the case and suppressed lateral runout.The rotor was float-mounted on a specially designed bell housing.In addition, by increasing the rigidity of each part, such as by adopting Teflon for the brake line, the operating loss allowed in mass-produced vehicles was reduced, and the geometric increase in the stroke amount on the master side was offset.
Thus our Brembo project is complete.Because it is a heavyweight MPV / CX-7, I wanted to enhance the stopping performance.And I valued the precise control of deceleration G.Through this project, we aimed at exactly "a reliable sports brake system for enjoying driving".Compared to the flashy large-diameter brake system, the change in specifications is minimal, but that is a proof of our "stickiness".The braking force that is not overly effective is the advantage of the AutoExe style arrangement.
<Product overview>
[Brembo opposed 4POT caliper]
Opposed type with higher case rigidity than mass-produced cantilever type. As a result of giving top priority to matching with the mass-produced brake system of MPV / CX-7, we selected the most compact specification made by the company.There is no neglect in detailed specifications such as a modified 4-pot (φ36 / φ40) that equalizes the surface pressure of the brake pad.Also, don't miss the visual performance of the crimson painted body.Brake pads are genuinely adopted for Italian super sports models such as Ferrari and Maserati, and are equipped as standard with the well-established Ferodo HP1000.It is controllable and has a certain effect.
[Radial mount method]
The caliper and hub carrier joint is changed from a general axial mount (bolted in the direction parallel to the axle shaft to fix it) to a “radial mount” (bolted and fixed perpendicular to the axle shaft), which is advantageous in terms of rigidity. By changing it, the lateral runout is suppressed.The bracket is designed exclusively for AutoExe.SCM435 (chrome molybdenum steel), which boasts high strength, is used as the material (usually light alloys are often used).Furthermore, full machining processing is performed with a design that takes into consideration the joint area.The specifications are highly reliable.
Brembo Floating Disc Rotor (Adopts AutoExe Bell Housing)】
A 320-piece type with a 28 x 7075 size disc rotor equivalent to a mass-produced product mounted floating on a bell housing designed exclusively for AutoExe.The rotor is equipped with XNUMX groove ventilation that contributes to cooling performance and a cleaning slit that prepares the pad surface.The original bell housing is made by full machining of AXNUMX extra super duralumin, and the surface is electroless nickel plated to protect the surface from heat and corrosion.
■As the name suggests, the floating mount is a mechanism that can secure the surface pressure that is not affected by the rotor conditions by freeing the rotor body without fixing it.Normally, it is not suitable for streets because it produces operating noise due to backlash, and it has been limited to use mainly in competition scenes.Brembo is equipped with its own tension spring.By having pretension in advance, backlash is always kept at zero and operating noise is suppressed.
<Product compatibility table>
■ Brembo Brake System One set for the front
| Vehicle name (compatible model) | part number | Product name | Tax-included price (Price without tax) | Codes | Reference work Time |
|---|---|---|---|---|---|
| CX-7 (ER3P) | MLY500 SEA5405 | Brembo brake system ■ Stainless Brake Line Rear Set | ¥426,800 (¥ 388,000) sold out. | F D | 1.5 h 0.7 h |
| MPV (LY3P genuine 18/17 inch wheel car) | MLY500 MLY5405 | Brembo brake system ■ Stainless Brake Line Rear Set | ¥426,800 (¥ 388,000) sold out. | F D | 1.5 h 0.7 h |
■ Brembo Brake System Set contents: Brake caliper, dedicated bracket, brake rotor, brake hose, pad, set for each front.
