Detailed Brakes |AP Racing CP5060

Complete list of complete AP Racing CP5060 Brake Kit (front CP5060/355)

· A pair of AP Racing CP5060 6 piston calipers

· A pair of AP355x32mm arc disc/fish plate

· A pair of caliper mounting heads and bridges

· A pair of HEL brake tubing

Features: AP Racing CP5060, six-piston caliper, 355X32mm brake disc. Lightweight design with fewer springs. Each part is high temperature resistant and stretch resistant. It is suitable for most of the front wheels of the market to upgrade the braking system.

Hard surface oxidation

      The AP Racing CP5060 kit's calipers are ultra-light, rigid, and durable. They were originally designed to fit all race conditions, and are therefore called athletic calipers. Because of this, the surface is hard anodized. When the alumina raw material reacts with oxygen in the air, a layer of alumina is formed on the hard surface film to prevent further corrosion degradation. This process is called For oxidation. You can think of it as rust, and the anodizing process takes advantage of this natural phenomenon and when it encounters an acidic environment it further forms alumina and forms a hard protective layer again. Therefore, AP Racing CP5060 series products will not encounter light touch will paint or dregs. As to whether we can take the streets, we first analyze the suit.

Brake Pads

     AP Racing pioneered the creation of bush-shaped brake pads for most calipers, which are widely used in the market today as shown in the following basic brake pad shapes:

Size = 152.1x54x18mm Brake Pads (CP5060)

The top edge of the brake pad is factory-shaped (above the red line in the above figure). This ring is needed in some calipers to hold the brake pad and caliper in place.

Stainless steel piston

Some people will tell you that the aluminum piston is a track caliper. They will tell you that the expansion rate of the piston and caliper body needs to be the same when heated. This argument is completely ineffective and unproven.

The thermal expansion of the stainless steel piston is much better than that of the aluminum piston. They keep the heat of your brake fluid flowing and prevent the pedal from feeling too soft. This fact has proved to be much better than the aluminum piston at all levels of event application. Although most calipers use aluminum pistons, the CP5060 currently uses expensive, machined stainless steel pistons.

        The stiffness of the piston increases, which at first glance appears to be a trivial design element. This is not the case, and the driver feedback response is direct and positive. The back of the piston dome has added considerable rigidity and can be felt through the pedal. Now this process has become the industry standard to determine the quality of the caliper.

        The higher heat resistance, ventilation of each piston, and the air gap around the piston edge allow more cooling around the air circulation of the piston. These functions greatly reduce the heat, thus preventing the brake fluid from boiling and discoloring.

Rebound prevention

      Not just piston stainless steel, they are also equipped with a repulsive spring. Stainless steel pistons can also be fitted with anti-vibration springs. The springs can indeed be mounted on the pistons. Although we have not driven the "S" bends and have not stepped on the brakes when entering the brake band, you have not experienced and experienced vibrations. Many old drivers will depress the brakes in advance before entering the brake band because they need to avoid the braking force. Vibration force is common for stationary brake calipers. When turning, there will be vibrations on the wheels, the inclination of the axles, bearings, etc. This whole building separates the brake discs from your brake discs, causing the calipers to be forced back into place. The piston seal itself does not have enough tension to return the piston to its original position. This causes the brakes to fail. When you step on the brake pedal, the pedal will continue to press down until the gap is filled. This can be mitigated by spreading the tension on the piston back against the shock spring. When the brake disc is deflected, it will come into contact with the piston, and the spring will push the piston back to the correct position, reducing brake slack. Once the brake slack is corrected, there is no need to excessively step on the pedal, and it can also reduce the vibration time when entering the emergency brake area. As long as the calipers are suitable, there will hardly be any downward trend in efficacy for the lightweight AKB springs. More precisely, as long as the piston seal remains intact, the AKB spring will not have any additional resistance to the disc or disc.

AP high temperature piston seal

       Many people confuse the caliper piston seals with dust, and all calipers seal them with a small rubber ring inside the piston bore (see figure below). If a caliper does not form a seal, your brake fluid will spill around the piston! OEM seals are not designed to handle constant corrosion and leakage. Our calipers use special high-temperature seals designed for racetracks, which means they are less likely to get the same high-temperature seals used in the fragile and high-heat raceway conditions. They need to be replaced regularly And maintenance.

      Most calipers are designed for use on roads throughout the year and are therefore equipped with an external dust cover as shown below. The rubber sleeve extends as the piston extends, and its purpose is to prevent contaminants from exiting the piston bore.

OEM dust cover track before use

OEM dust cover track after use

         AP high-temperature piston seals, OEM dust cover rails used before and after OEM dust cover use simple pad change with two bolts. The CP5060 hardly exists. If problems occur, replace the corresponding CP5060 repair kit as appropriate. Therefore, it will give you more time to drive and not have to waste time dealing with these trivial matters.

Brake Disc - AP Racing Hook Brake Disc

        The AP brake discs in our system are the epitome of endurance racing components. These brake discs have proved to be the brake discs used by professional racing cars again and again. Has won many matches.

Double disc design

      As is the case with most metals, the iron brake discs increase significantly when heated. Because it is heated, the disk expands radially, increasing in diameter and circumference. This situation occurs when the integrated disk design encounters a problem. Take a look at the picture below and imagine that the disc is heating on the track. As the disk expands, the outer edge of the disk is pulled away from the center of the disk, but there are also no built-in provisions that allow this expansion. Therefore, the edge of the disk is pulled, lifted, or deformed, which is called a cone. Now imagine that the car is on the plate and is vertical. When you run the caliper, the direct cone affects the pad's contact with the disc, causing uneven wear and tapering.

       On the other hand two discs compensate for the expansion of the disc as it heats. This is accomplished by creating a "floating" disc itself, at the disc's screw. In the case of this brake disc, if you look closely at the picture below, you can see that the mounting holes for the screws are not round. They are an oval shape. These channels allow the screw mounting hardware to slide as the disk is heated and expands the space so that the disk operates without distortion in the caliper. This means less distortion, stress cracks and pad taper.

Installation anti-return spring clip

      If you look closely at installing hardware using our athletic toolkit, you will find several details that are often used in smaller products that are ignored. These components are made for their intended purpose. These are not cheap screws found in the local hardware stores, but AP custom parts, professional racing products exactly the same parts. As discussed above with respect to piston springs, repulsion can track problems encountered when the vehicle is braking. To help control the disk, which pushes the piston back into lateral motion of the caliper, we use every other disk attachment point (ten spring bolts with five spring clips on the back spring and six on a 12 bolt disk). These spring clips help keep the alignment plate screws and iron rings while still allowing the disk to unfold and float radially. His main role was to stop the noise caused by the stumbling and shaking of the disk.

Coupling design

      Dual discs also have the effect of reducing heat transfer to the hub and bearings, thereby reducing wear and tear on these expensive components. As the important part of the brake assembly, the joint head itself is made of a 7075 heat-treated aviation material made of aluminum, with a hard anodized coating. This material can withstand high temperatures because it will come into direct contact with the hot iron disc. The quality of this kind of closure ensures that it can be tightly integrated with the disc and maintain its excellent heat dissipation after installation.

Internal blade number and quality

        The blade design inside the AP fish hook disk is quite different from that of different brands of OEM disks. Many OEM discs have a stanchion blade design, which can be viewed as a set of articles or two semi-coils connected together (see picture below). The struts do not linearly organize from the outside to the inside of the disc and act as air flows through and create turbulence between them. The pillar blade disc is therefore not particularly suitable for thermal evacuation. The goal of the prop blade design is low NVH (noise, vibration, smoothness) disc surface stability and low production costs. Pillar blades are non-directional, and the same part number is used on both sides of the car (reducing costs again). Other OEM discs have straight, non-directional internal vanes. While this type of blade flows more air than the struts, it does not move almost as much air, and the AP disk features oriented blades. Having a directional blade means that the AP disks flow, there is a single left plate for the right plate, and they cannot be swapped from one side to the other. The orientation of the blades is optimized to rotate in a certain direction through the maximum possible amount of disk air pump. The shape of these internal blades is also optimized to promote smooth airflow.

In addition to having an excellent internal directional fluid design, AP disk other properties have also far exceeded many brands in many markets! Most of the market has 30 to 48 blades. After a lot of CFD and thermal stress analysis, the AP disk design has a high number of blades (usually 60 to 84 depending on the application). Having multiple blades increases airspeed and heat transfer through the disc, reducing inter-blade air recirculation and reducing disc deflection. Compared to OEM discs or competitors' 48-blade discs, the 60+ vane discs are less prone to distortion and cracking, while providing less brake fading and reduced jitter, resulting in longer life.

      Below is a comparison of a single-piece OEM prop blade disc and an AP two-piece fish hook disc. There are several important points to note in these pictures: The AP disk has a much wider air gap between the disk surfaces, allowing considerable airflow to enter and pass through the disk. Uniform, directional blade design also contributes to a large extent For excellent airflow.

Most of the cooling air entering the brake disc comes from the back of the disc, especially when the brake pipe is being used. The top disc is an OEM weather vane. The second plate is an OEM double-cast disc (this is technically a two-piece disc). The bottom plate is the AP fish dish. When the OEM disk has a narrow inlet port and/or obstacles to block the disk blades, the AP disk provides for the passage of cooling air into and through the disk, resulting in a fast cooling and cooling of the disk, which is not susceptible to cracking and wear.

AP Exclusive Fishhook Slot Mode

     When you cut grooves or drill holes in the disk to affect heat transfer, the surrounding grooves or holes serve as cooling points, and the disk is heated and unevenly distributed. Ideally, the heat is evenly distributed around the disk, and radiation creates stress from cold spots that move away from the disk, and increases the possibility of cracking the disk. They also make the surface of the disk unevenly distorted, resulting in non-uniform vibration and vibration of the brake pads.

     Competitive market products often have straight slots, which often leave a cold spot through the plate between the slots. Numerous R&D tests have shown that AP's hook plate design was found to create a constant path of uniformly distorted material on the surface of the disc. The hooks are uniformly spaced around the circumference of the disk, and from the inner edge (where the cap is attached) to the outer edge, with slight overlap to promote uniform heat distribution/distortion. In addition to reducing cracking, the uniform heating of the disc helps provide a layer of transfer liner material as you transfer it over the disc. When the disk is applied with a brake, the benefits of a more even heat distribution tend to be less cracking noise, better transfer of brake debris, and a slight increase in NVH.

50 years of manufacturing technology experience

      AP has a history of designing and manufacturing brake components for nearly 50 years. Counting the Shanghai Formula 1 in 2016, they have had 768 successful applications for automotive brake components! In particular, the application of the AP fish hook plate is more than 75%.

Bridge code

     Our kit caliper bridge code is heat treated 7075 hard oxide material to ensure the strength and durability of processing, all hardware is aerospace material, racing using process standards.

Brake steel hose (oil pipe)

Our brake kit includes a set of the highest quality HEL brake tubing. As the general agent of British HEL brake (steel hose) tubing in China, our brake kit provides the most complete and richest brake tubing database information to match the market. Model data. Therefore, there is no need to worry too much about the data matching of brake parts.