Originally Posted by TrackClub
The corner entry speed has little to do with brake pads, but much to do with how much grip given tires (and aero if present) will provide and to what extend a driver can maintain best balance regarding weight transfer to get the most out of all 4 contact patches. This is where effective trail braking comes in (including moving the whole braking sequence forward closer to apex aka "late braking").
Also, low/medium torque pads provide easier modulation of brakes during the entry phase, as a driver has a wider band of pressure available to them before locking up (or inducing ABS), or over slowing. And hence it is easier to vary pedal pressure and achieve better results balance and hence pace wise.
What matters much more for lap times is not where threshold braking begins, but how much SPEED is carried from turn in to apex. Because, one will spend much more time in that phase vs the former.
If one reads brake and brake pad descriptions by manufacturers who provide hardware to pro series (vs resellers focused on retail market), it is easily evident that: high torque pads apply only to full racing slicks and full aero cars (prototype, open wheel types) where tire grip is insane in comparison to any street track car, hence a lock up is unlikely.
Smooth initial application (vs on/off switch offered by many high torque pads) is seen as a *must have* quality for any pro GT type cars, including those on harder spec skicks etc, basically cars with less grip vs full aero cars.
PAGID has been providing pads to many pro GT level teams incl IMSA, LeMans, Porsche Cup, etc etc. Check their mu tables.
PCF has also been providing pads (and whole braking assemblies) to top level series including IndyCar, Conti series, IndyLights, etc. Bottom line, they know brakes. This is how they describe a couple of their pads and their intended applications (shortened version to make a point):
"08 Compound gained immediate favor in Endurance Sportscar and GT racing due to its performance in applications where smooth initial bite is a must"
"11 Compound... The result is ultra-smooth braking with reduced wheel locking at the end of a stop. 11 can be used in a large spectrum of temperature ranges...It is ideal for use in medium- or low-grip situations such as hard spec tires or light cars with no downforce.
Basically, all pro pad manufacturers recommend specific pads to pro teams based on: venue, tires, downforce, duration, heat management of related components, etc.
You will never seen them pushing a highest mu pad as "the best". Because, based on the application it may be "the worst"!
Unfortunately, it seems the current retail marketing has discovered that high mu = "race" marketing = sales.
(And not only pads, but after market "race" BBK, enhanced "race" components, "race" cooling solutions, etc as now ppl have to deal with HIGHER HEAT.
As such, i am sure some folks are spending thousands ONLY becase of a pad choice. Ridiculous proposition in my book anyway.
Imo running extreme level torque pads on a non aero car with street (or R comp) tires on, with brake components not designed for, nor capable of dealing with high temp "sweet spots" of such pads is counterproductive on many levels.
But, we live in a free world and this is supposed to be fun, so i will retire from this subject now. Let's just not confuse retail marketing of "race" vs real racing.
Cheers!
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