Car And Truck Brake Parts

Brake Module

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Brake Module
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Currently OEM vehicle integrations are not satisfactory to the consumer. "Sixty percent of iPod users use the units in their vehicles, but they are not currently satisfied with the integration solutions available." Aftermarket Business, Vol 116 Issue 10, p60-60. Car makers are not expected to offer suitable integration for at least another 5 to 10 years. And that still leaves the other 218 million vehicles already registered in the US lacking iPod integration. And you'll notice that there are virtually no online retailers that focus strictly on iPod integration. Most of them only offer integration products as an aggregate to a large general array of mobile electronics and the ones they do offer lack clarity in descriptions.

I would rather deal with a company whose specialty is strictly iPod Vehicle Integration wouldn't you? I want a company whose sole existence is to fully integrate my iPod with my vehicle. And for me that leaves out FM modulation or cassette adapters. The real deal is full integration with iPod Car Kits or iPod Vehicle Integration Modules. iPod Car Kits offer full factory stereo integration with vehicle ignition controlled playback, constant charging, stereo head unit control, album/artist stereo text display and steering wheel control, something FM modulators and cassette adapters cannot do.

You need protection and convenience for your precious investment as well. Rather than letting your iPod lay in the glove box or on the passenger seat waiting in peril of being jettisoned onto the floor from a hard brake, where rocks and dirt from your shoes embedded in the floor mats await to scratch your iPod and its glorious finish; you need ProClip iPod cradles and vehicle mounting solutions that you can install yourself and do not require special tools, dismantling of the dash or damage the interior.

I've researched these TRUE integration solutions. Universal iPod Car Kits start around $99. For 'Full Integration' including vehicle ignition controlled playback, constant charging, stereo head unit control, album/artist stereo text display and steering wheel control (on most vehicles) kits are available for Acura, Audi, Bentley, BMW (motorcycle too), Chevrolet (beta), GMC (beta), Honda, Hummer (beta), Infiniti (coming soon), Lexus, Lamborghini, Mazda, Mercedes Benz, Mini Cooper, Nissan (coming soon), Porsche, Scion, Toyota and Volkswagen.

So to treat yourself with the gift that truly keeps on giving, go to the best iPod & iPhone Vehicle Integration Source I've found http://www.mypodcarkit.com. There you will find the most current and innovative iPod or iPhone factory and universal car stereo integration kits. I installed one for my niece for her first year of college last fall and I still get text messages from her telling me how much her VW iPod kit ROCKS! Having your iPod or iPhone hard-wired in your car is the way it was intended to be. It's the gift that keeps on giving!

I want to take the guess work out of integrating your iPod or iPhone with your vehicles car stereo. I've done that by first finding you the best integration modules that are easy to install. Then I've combined them with iPod and iPhone car cradles and simple vehicle mounting solutions. My goal is to lead consumers to the #1 choice when it comes to the most current and innovative iPod or iPhone factory and universal car stereo integration kits. I want you to share the enjoyment of having your iPod or iPhone hard-wired in your car, the way it was intended to be. It's the gift that keeps on giving!

http://www.mypodcarkit.com
The best iPod & iPhone Vehicle Integration Source I've found.

Brakes Demand on NASCAR Super Speedways

It might seem counter-intuitive but there are so many details that these NASCAR teams take into account when it comes to choose the proper brake package to run at Daytona and Talladega. The brake demand is of course less as opposed as Intermediates and Short Tracks in terms of pressure and temperature but there are other variables and parameters that come into play and every team must be aware of.
The main target for a speedway car is the aerodynamics, they even clear coat the decals, every little thing counts.
As far as the brakes are concerned, the brake package that includes the caliper/rotor combination must be as light as possible but still strong enough to come down pitroad and slow those 3600lbs cars from 195 to speed in pit road safely and in the shortest amount of time. Over the past years the brake makers have made huge efforts to come up with a proper engineered brake package and the state-of-the-art has come a long way. As mentioned, the weight is crucial for every component that is on a race car, especially for the COT where the teams have been left in a little box to work within, the weight of the brakes and unsprung weight can give them an edge to be more competitive than the next car. Some pads prototypes had been developped, with full thickness but party made out of carbon and few mm of real friction material to reduce the pad weight.
Second important requirement is to reduce the drag of the brake pads "rubbing" on the rotor faces. Of course turning left only, the pads facing inward the race track inevitably rub the inner rotor faces due to lateral G, we see this especially at Daytona rather than Talladega that has got higher bankings. To overcome this dragging issue the calipers and pads are usually equipped with a sort of pad retraction device such as springs to keep the pad off the rotors.
Plus, still related to reducing the brake drag, is the instantenous release, that is the capability of the seals to pull the pistons back everytime the driver gets on the brakes and releases them. It's just a split second but it makes the difference between win the race and finish mid-pack at Talladega. The release can be measured at the dyno or by performing speed coast down test sessions at the proving grounds - it is of course crucial for this type of test to quantify the influence of external factor such us wind, temperature, tires, track conditions, ecc... To improve the release the calipers come with special seals called High Roll Back. The other thing they can do is to run brake pad materials which are softer than std for better release.
In actuality, the driver gets on the brakes on speedways in the following instances:
1. Heavy, to come down pitroad for a greenflag pitstop. It's important the pedal is there. Most times the spotter comes on the radio to remind the driver to pump the brakes.
2. Heavy, to avoid the wrecks "the Big One". At the time I am writing this article, todays race at Talladega had to 2 big ones one involved R Newman, the other one M Martin and Talladega is statistically known to have at least one
3. At Daytona, the car handling comes into play. The tires get old or the car gets tightened up so the driver might just tap the brakes to help the handling.
4. The leader might tap on the brakes a little bit to cause the chasers to step on the brakes. Absolutely never lift off the throttle on speedways, not to kill that momentum, with NASCAR mandating the carburator restrictor plates, it takes too long to the engines to gain RPMs back.
5. Drafting and avoing to get bumper to bumper. With the new rule NASCAR established, they want to see day light between bumpers over the corners, so again the might just get on the brakes a little bit but never lift the throttle.
Getting back to point #1, it takes a lot of clamping force to slow down these cars so the caliper piston size is bigger than std. This is because of 3 reasons mainly: a. The brakes are cold so the pads are not within their operating temperature, as a result the grip is mechanical only not thermo-chemical. b. The pad materials for speedways are usually less grippy than those ones for Short Tracks and Road Courses. c. The rotors are usually of smaller diameter - and as a result the brake effective radius is smaller - to save weight and reduce the inertia due to rotating mass.
The Master Cylinder size is also bigger than a std size. This is because of 3 reasons: a. To run with a bigger caliper but at the same time keeping same BIAS, pedal ratio, etcc.. b. To compensate the volume of fluid due to the rotor runout and vibrations pushing the pads back, this happens running at big tracks for many laps without never hitting the brakes then suddently on the brakes, the pedal feels now longer. c. To get more modulation coming down in the pits and reduce the possibility of locking up the front wheels and get past the pitstall - the speedway brake package is typified by a brake BIAS towards the fronts as opposed as Short Tracks.      
Brakes problems can happen on speedways most times due to rotor thermal shock coming down pitroad with cold brakes.
The hardest part is to get the brake package to work in harmony with the whole car. 
  
 
   

About the Author

Riccardo DiSilvestro, Mechanical Engineer out of University of Rome "La Sapienza" with 10yrs experience in Motorsports is Engineering Manager in Charlotte, NC

need the junk yard $ for main computer module for the abs brakes on a 96 merc mystique near Penticton BC.?

when abs fuses are out brakes work fine,with fuses in&brakes applied there is a chatter in the R front wheel,had brakes checked,they told me the main computer module was gone suppose to be up under dash,dealer asking to much for module.don't really want to drive car without abs working if possible.

from your brief description it sounds to me more likely that you have a tone ring or sensor that is damaged or otherwise screwed up on that RF wheel. Did the technician do a full electronic diagnosis of the computer? IF so, did they show you or at least tell you what the trouble code(s) was that led to the diagnosis of a bad control module ?
I've dealt with diagnosing ABS systems for years and only two times can I remeber where the computer module needed replaced and never because the ABS was being activated prematurely on one wheel. The only times I've seen where the control module did need replaced was due to the ABS not funtioning at all or because the customer noticed the ABS light flashing abnormally.
All ABS are designed by government mandate to disable themselves completely anytime there is a detected problem. If you have a bad tone ring or sensor on a wheel it may not necessarily show up to the computer to trip the default mode.

I wish you the best of luck and would suggest you get a second opinion with a full electronic diagnosis.

The Audi R8 GT: Extreme Lightweight Construction and Tremendous Performance
ZETLAND, AUSTRALIA – May 3, 2010: During the early hours of Sunday morning 2 May, 2010 (Australian time), the Audi R8 GT was revealed in Ingolstadt. Now even more powerful, lighter and faster: Audi presents a limited-production version of it R8 high-performance sports car, the R8 GT.

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