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DBA CLUB SPEC T3 5000 SERIES

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Kangaroo Paw Ventilation

Inspired within Australia's heartland, DBA developed the Kangaroo Paw cooling system. This patented ventilation system provides a much more efficient method of keeping the rotors cool under the heaviest of braking applications.

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Using a series of 144 diamond and teardrop patterned pillars (or columns) instead of conventional straight cooling vanes, the design increases cooling efficiency by up to 20% when compared with most other conventional ventilated disc rotors.

As well as providing cooler conditions, the Kangaroo Paw system also provides additional support to the friction face. This enables the rotor to maintain the fine tolerances over the life of the rotor better than a straight vane design, which can "balloon" and swell between the vanes when operating at high temperatures.

The Kangaroo Paw pillars are evenly spread across the disc face and make the rotor stronger, more stable and more consistent in operation.

 

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dba5After decades of design and development with race teams around the world, Disc Brakes Australia developed a proprietary cast iron (XG-150) for use in all of it's premium performance disc brake rotors. This specially formulated iron is rich in carbon and alloyed to produce excellent thermal characteristics, which is a key factor in the production of the casting, combined with our patented Kangaroo Paw ventilation design. With it's supersaturated solutionof carbon in an iron matrix, the excess carbon precipitates out in the form of graphite flakes. The morphology of these graphite flakes provide excellent thermal properties, increasing the thermal shock resistance and allowing it to survive rapid thermal cycling with core-heat levels of approximately 1290F and above.

 

 

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Stabilises the natural rotor stresses by realigning the microstructure of the iron. Minimises warping and cracking and prolongs the service life of the rotor.

 

 

 

 

dba8All of DBA's 5000 Series rotors incorporate Alumalite hats made from 6061-T6 aero grade aluminium.The Alumalite hat reduces unsprung weight for improved suspension and handling performance as well as allowing uniform expansion of the disc rotor during high performance use.The Alumalite's ability to reduce the level of heat transfer adds to the longevity of both the disc rotor and other vehicle components such as hub bearings.

 

 

 

dba8Heat paint markings change colour at specific temperature thresholds Offers the driver a clear indication of peak braking temperatures. When temperature thresholds are exceeded paint markings will permanently change colour Allows the driver to monitor rotor fatigue and decide on rotor replacement and to assist resellers with warranty claims

 

 

 

There are many factors that directly affect the longevity of disc rotors and the safety of the driver when using a high performance street vehicle on a race track.

 

The major considerations are listed below:

 

1. Correct Bedding Of Rotorsdba10

Generally, experienced drivers will use their track rotors on thestreet with standard pads for a week or two before any track use. Driving innormal traffic conditions for 200 to 300 km (180 miles) is more effective and less likely to prematurely fatigue the disc rotor material. if you are unable to utilise this method or prefer the accelerate and brake repetition shortcut, please warm your brakes up first. Drive for at least 1-2 kms (1 mile), with long easy braking. The thermal shock from braking at high speed on cold rotors Will prematurely fatigue your brakes.

 

2. Pad Selection

Standard street pads are Not suitable for track day applications. Core Temperatures of rotors used on track days are generally in the 450ºC to 600ºC (1110ºF) range and peak surface temperatures up to 800ºC (1470ºF) for 5 seconds or more. Street pads will generally start to break down at 300ºC to 350ºC (570ºF to 660ºF), causing brake pad fade and glazing of the rotor surface. Also the pad structure is degraded resulting in poorer product performance.

 

3. Warm Up & Cool Downdba10

Disc rotors must be preheated before track sprints to reduce the thermal shock from sudden high speed braking. The greater the difference in rotor temperature from when the pedal is applied to when the pedal is released, is directly proportional to metal fatigue. This is also applicable after the event, when you exit the track. A cool down lap is advisable at reduced speed with lighter braking to lower the core temperature slowly, or if this is not possible, go for a short drive off the track for a few minutes. Do not pull up immediately after exiting the track with hot brakes if you plan on using them again!

Note: Applying the hand-brake on hot rotors after a track session will distort the rear discs as they cool down

 

 

 

4. Post Track day Rotor inspectiondba10

All disc rotors should be inspected after track day events. This involves removing the rotor from the vehicle and inspecting for heat checking (surface cracking) and severe cracks from fatigue on the pad surfaces if a suspected crack is found, rub the area with a light grade emery paper, 240 grit or higher, to confirm that it is a crack and not leaching or etching from the pad material. Pad etching looks similar to light cracking but will disappear with a light rub with emery paper.If the heat checking is advanced to the point where the surface cracks are clearly visible, discard the pair of rotors. One ideal method that should be adopted is to have two sets of rotors. One set for track use and one for street use. Changing to your street rotors after a track event encourages rotor inspection. Also, your street rotors can become your next track rotors with the advantage of being bedded in gradually. After the initial purchase of two sets of rotors you are still only replacing one set at a time.

 

 

5. Rotor Temperatures

Rotor temperature analysis is one method that can be used to enhance your driving technique. The use of thermo-graphic heat paint is the simplest method to record temperatures. To maintain optimal disc rotor life, the core temperatures should not exceed 630ºC (1160ºF). If you are exceeding this limit you should reconsider pad grades and driving technique. Take note of the time and distance the brakes are applied into a corner and compare them to other drivers. One or two seconds of additional braking can make a substantial difference in rotor temperature and product life.