Battle Magazine — March 1997

There is no need to explain the importance of the brake system. Even top drivers say they would not want to drive without high-performance brakes, even if they lacked high-performance suspension; I feel the same. The most important part of the braking system is choosing the pads. Cornering attitude is often controlled through braking—we use what is called braking drift. Except for corners that do not require braking, most turns are entered while slowing down. Braking shifts load to the front, reduces rear-wheel load and grip, and can induce a tail slide. It is tempting to think the brakes should simply be as powerful as possible, but stopping power alone is not enough. If you fit extremely aggressive front pads, the front may lock as soon as you touch the pedal, making the car slide from the front and run wide. Gymkhana pads are recommended for that situation; gymkhana uses the handbrake often, so very strong rear pads are used. If the front locks too readily, the front pads may be too strong. Strengthening only the rear pads is not always the answer, though it can be a last resort. Recently, pad friction materials…

Absolute stopping power matters, but front-to-rear brake balance matters too. Ideally, when you brake hard, the rear should lock slightly before the front—a rearward bias. There is a limit: too much rear bias makes the rear lock even under light braking, and at high speed, such as on a fast circuit, the rear can suddenly swing out under braking. Rally pads like the ones we use are a good choice. Rallying demands braking that works on dirt, paved low-speed sections and high-speed courses alike. On a circuit, a corner may suddenly tighten at the end; braking should let you provoke a tail slide immediately. That is why the setup has a moderate rear bias. But if you use sport pads at both ends…