Below are the most commonly asked Pagid RS questions click on the question to reveal the answer.

PAGID Motorsport are a member of the TMD friction group of companies, Bremsen Technik GmbH (BT) is the worldwide distributor of Pagid sport and Racing brake pads. Brake Technology of America is the U.S. counterpart of this highly-respected company with North American distribution, customer support, and marketing. CBP offer sales and technical support exclusively within the UK and Ireland markets.

PAGID Motorsport are a member of the TMD friction group of companies, Bremsen Technik GmbH (BT) is the worldwide distributor of Pagid sport and Racing brake pads. Brake Technology of America is the U.S. counterpart of this highly-respected company with North American distribution, customer support, and marketing. CBP offer sales and technical support exclusively within the UK and Ireland markets.

BT compiles research and development at the track together with manufacturers and race teams and provides this information to the development engineers at Pagid. In turn, Pagid develops different varieties of friction compounds in its laboratories, does dynamometer-testing, and produces Racing and Sport pads. BT then distributes the entire line of Pagid brake pads out to customers worldwide.

Pagid pads are designed to produce the highest possible performance levels over a wide range of operating conditions. Pagid pads are produced in a total of seven different material formulations - each one, the product of thousands of hours of testing and development work.

Pagid brake pads are available to fit many of the popular racing caliper applications and also may be fitted as an upgrade to many standard calipers for high performance cars.

In addition Pagid brake pads are fitted as original equipment to some of the most prestigious and powerful production cars in the world including Porsche and Ferrari.

With facilities in Rossbach and Essen in Germany, Pagid is one of only a small number of companies capable of developing and manufacturing brake friction solutions for use in the premier motorsport competitions including WRC, Formula 3, Endurance Racing, NASCAR, Cart Series, Touring Cars and Porsche Super Cup.

• Alcon
• AMG
• AP Racing
• Aston Martin
• Audi Quattro GmbH
• BMW Motorsport
• Brembo
• Bugatti
• Callaway
• Ferrari
• GM Performance Division
• Lamborghini
• Lotus
• Lucas TRW
• Maserati
• McLaren
• Multimatic
• Pratt & Miller Engineering
• Prodrive
• Porsche AG
• Porsche Motorsport North America
• Riley Technologies
• Stoptech
• VW Racing
• Volvo Cars of North America

PAGID racing compounds are complex formulations with very high content of ceramic materials. All Pagid materials are asbestos free. The difference to competitor’s ‘metallic’ compounds is the superior thermal insulation and the higher heat resistance of ceramic compared to iron. Ceramic has, to the contrary of iron, very low heat conductivity. Consequently less disc (rotor) temperature goes through the pad into the caliper. We measured up to 60°C (140°F) less caliper temperatures with PAGID pads vs competitor’s pads. This is very crucial when it comes to brake fluid boiling.

PAGID friction compounds, especially the color-coded yellow endurance materials, have a very low wear rate and are extremely discs friendly. This fact is proven by numerous race wins in 24 hour races world-wide.

Brake modulation and pedal feel with PAGID pads are excellent. Consequently it is not only less likely to get (tire) flat spots but also drivability is better. PAGID materials are very linear as far as rubbing speed and line pressure is concerned. Since the coefficient of friction is related among other things to the brake disc material we do not show friction levels in our data. It is only considered to show the difference among the Pagid compounds.

PAGID uses a unique and patented system to ensure the friction material does not delaminate from the steel backing plate. The friction material is attached to the backing plate in two ways, adhesive bonding and mechanical retention. The mechanical retention (patented) is accomplished by inserting ‘brass torpedoes’ (studs) -which are welded onto the steel backing plate – deep into the friction material. The ‘brass torpedoes’ do not harm the brake disc (rotor).

PAGID is the only race pad that features a retention system which not only connects the steel backing plate with the under-layer (adhesive bonding) but also with the friction material itself.

This system has proved so successful that not only PAGID Racing Brake Pads, but also PAGID Commercial vehicle brake pads now use this retention method.

The new brake pads must move freely in their guides. If necessary remove paint from the contact faces. Delayed release and taper wear can occur if pads do not have enough clearance.

The outer radius of the friction material must align with the brake disc’s outer radius. Especially with custom made uprights (knuckles) or custom made caliper mounting brackets very often pads do not align properly with the brake disc. It is advisable to place a note at the steering wheel to let the driver know new pads had been installed.

Never lay hot pads up side down i.e. with the friction material onto the ground unless you are throwing them away anyway. Asphalt, rubber, oil etc. can melt into the friction material.

If pads do not get bedded properly and/or used to hard right out of the box will likely lead to pad glazing. Pad glazing is a condition where the resins in the pad crystallize on both, the pad friction surface and the brake disc surface, resulting in poor stopping performance, brake judder and vibrations.

Also rapidly escaping volatile elements and moisture from the resin would seek an immediate escape route out of the friction compound, creating small fractures that would lead shortly to cracking and chunking.

Multiple small heat cracks (hairline cracks) or surface crazing are normal and accepted for this type of use. Heat cracks on brake discs must not reach to the outer or inner edge of the disc, if they do they should be replaced. It is advisable to check brake disc condition after every use, and don’t just rely on the brake disc thickness as a guide to disc replacement.

When washing the car we recommend removing race brake pads or driving the car after washing and apply the brakes a few times in order to generate enough heat to dry the brake pads. Water and even humidity of the air can slightly alter the friction behavior of racing brake pads, and in some cases the escaping moisture can crack the friction material. Some pro race teams use “storage” or “transport” pads and store the real race pads in a Zip-Lock bag until their next race.

During bedding and shortly after, some judder is quite normal but should disappear after 5 to 10 laps. Changing back and forth between two incompatible friction materials (e.g. racing brake pads of different brands or street pads) can cause uneven build-up of pad material on the disc surface and can consequently lead to brake judder. Judder is the result of a thickness variation in pad buildup on the disc surface. Brake judder can be from a barely noticeable vibration to a violent judder. When you install Pagid race pads on top of a layer of an incompatible pad material, bedding might take much longer or in worst case won't work at all. It can also result in sub-optimal brake performance. For this reason, when changing brake pads the brake disc surface should be examined for trueness and scoring, the surface should be turned if not true, or at least the surface should be scoured with a medium emery paper to clear the surface.

Another reason for uneven pad transfer is called 'imprinting'. After coming to a complete stop with hot brakes (in the pits or after a spin), do not keep your foot on the brake pedal. The hot pads can leave a deposit behind that in turn again can cause judder and vibrations.

Other than RS4-2-1 and RS4-2-2 compounds that have been specifically designed and manufactured for very high performance road vehicles, and are quiet in use, all other PAGID compounds are designed specifically for performance on a race/rally car, without any concern for noise.

Most PAGID materials are not neceserily prone to noise, but we can’t guarantee that they will not squeal in all instances. Particularly on track day cars that are also used on the road, the brakes may have a tendency to squeal during low speed, low pressure and low temperature applications. This will normally return to normal after a few hard applications to re-establish the brake pad transfer layer on the disc surface.

It is also normal for the brakes to squeal with the disc surface is scored. This also leads to premature wear and a loss of overall performance?

Why bedding?

To transfer a layer of friction material onto the brake disc faces to achieve maximum performance.

To stabilize compressible materials to avoid a spongy pedal.

To boil off volatile elements in the friction compound in order to have the initial ‘green’ fading during bedding and not during the race.

To align the pad surface with the brake disc surface to have full contact.

If pads do not get bedded properly and / or used too hard right out of the box will likely lead to pad glazing. Pad glazing is a condition where the resins in the pad crystallize on both, the pad friction surface and the brake disc surface, resulting in poor stopping performance, brake judder and vibrations.

Also rapidly escaping volatile elements and moisture from the resin would seek an immediate escape route out of the friction compound, creating small fissures that would lead shortly to cracking and chunking.

1. BASIC BEDDING IN

To initiate some heat in the brake discs and pads.

4 to 6 stops with medium brake pressure from approximately 150 km/h (90 MPH) to approximately 80 km/h (50 MPH).

Distance between each brake stop approximately 300 - 400 meters (300 to 400 yards).

The pads should not reach temperatures above 400° Centigrade (550° Fahrenheit).

No dragging!

Blocking of the air ducts might be helpful to reach appropriate temperatures quicker.

2. IMMEDIATELY AFTER BASIC BEDDING IN AT HIGH SPEED

Simulating race conditions

One stop with medium to heavy brake pressure, without allowing brakes to lock from approximately 180 km/h (110 MPH) to approximately 80 km/h (50 MPH).

No dragging!

Recovery stops with light brake pressure 3 to 4 times (Cleaning procedure).

Repeat the high-speed stops including recovery stops 2 to 3 times.

Allow a cool-off distance of approximately 500 m (500 yards) between high-speed stops.

BRAKE DISCS

If possible, pads should be bedded on used but NOT worn out brake discs.

Pagid brake pad material can be used either on solid, grooved or cross-drilled discs.

For disc bedding please refer to the disc manufacturers’ own instruction.

MOUNTING NEW PADS ON USED DISCS

Edges of pad surface should be filed roughly to 45 degrees to ensure that the pad carries fully and evenly and is not touching the edge of the disc.

Do not use discs, which are pre-bedded, or have been used with friction material other than PAGID.

A larger friction surface will not improve stopping power. The amount of pressure applied, coefficient of friction and the disc diameter determine stopping force. A bigger pad does not apply more pressure, only the same pressure over a bigger area. The size of the pad matters in terms of heat capacity and wear rate. A larger pad will absorb more initial heat and has better wear characteristics.

1. Pad fade

When the temperature at the interface between the pad and the disc exceeds the thermal capacity of the pad, the pad loses friction capability mainly due to out-gassing of binder (matrix) materials in the pad compound. The brake pedal remains firm and solid but the car will not stop no matter how hard you push on the pedal. The first indication is a distinctive smell, a signal to back off. Solutions: better cooling, higher mass brake discs size and vane configuration or higher heat range pad compound.

2. Fluid fade

Boiling brake fluid develops gas bubbles in the calipers. The brake pedal becomes soft and pedal travel increases (because gas is compressible). One can still stop the car by pumping the pedal but efficient modulation is gone. This is a gradual process with advanced warning. The damaged fluid must be completely replaced. Correcting the problem is improved cooling and / or may only require new or higher grade racing brake fluid. The importance of keeping fresh brake fluid in the system and regular bleeding (before every session) cannot be overstressed. The best brake fluid for the purpose should always be used.

It is highly recommended that brake temperatures are being monitored. Three temperature brake paints or similar products should be used. Ideally, the green paint (430°C/806°F) should be completely oxidized (turns white), the orange paint (560°C/1040°F) should be symmetrically beginning to oxidize and the red paint (610°C/1130°F) should be un-touched or change only slightly. If all temperature paints have changed, then additional cooling should be looked at.

Caliper temperatures can be monitored with temperature strips.

Checking the temperatures of the discs in the pit lane with a pyrometer is a good way to monitor brake bias front to rear, advice can be given to the driver to adjust the bias in accordance with how hard each axle is working, reducing the risk of over-braking on a specific axle.

This is an impossible question to answer, as the operating conditions on each vehicle is going to be different.

Brake pad and disc wear is effected mainly by disc temperature, and the level of constant temperature can easily alter the wear rate by 10 times if above the recommended level for that compound. Particularly RS29 (Yellow) compound, which offers exceptional life is a world leader in endurance racing, having won every endurance race over the last few years. If the temperature level can be maintained at a reasonable level this material can outlast competitors materials several times over.

The only way to determine how long a pad will last on a certain application, is to test it in race conditions, monitor wear and calculate the maximum life expectancy. Data will show us however that on a particular vehicle, with a particular brake set up, on a particular circuit, with a certain weather condition will last X number of hours.

We can advise on particular applications, and give approximate pad life based on what we know, provided we know all aspects of the car and type of race.

PAGID brake pads provide the most disc friendly racing friction materials available today.

RS4-2, RS19 and RS29 offer the lowest disc wear from the PAGID range, and for road vehicles RS4-2-1 and RS4-2-2 offer very similar levels of disc wear to OEM brake pads.

So in real terms with the combination of long pad life and long disc life, PAGID offers a very cost effective package when viewed over the course of a season. Something that is often overlooked when comparing the cost of brake pads with other manufacturers.

This is further emphasized with PAGID’s long standing success at 24 Hour endurance races around the world, fewer pad and disc changes same time in the pit lane, and win races!

PAGID RS race pads are warranted against defects in materials and workmanship. They are designed for use in high performance / motorsport applications.

By their nature PAGID RS race pads are consumable parts designed to wear out in use. The rate of wear will depend upon the conditions of use, which are not within our control and therefore no warranty can be given concerning the lifetime of the brake pads.

It should be noted that in motorsport / high performance use it is usual for the surface of the pads to exhibit some cracking due to the extreme temperatures reached in brake application. Pads exhibiting these usual wear characteristics will not be accepted for warranty claim.

Motorsport is, by its nature, dangerous. No warranty or representation is made as to the product’s ability to protect the user from injury or death. The user assumes that risk.