CALIPER SERVICE:

Pro-System will inspect and rebuild calipers to factory specifications on request. We have a program to measure and test calipers after crashes to determine if they are damaged beyond repair. Calipers should have seals replaced after hard braking races or tests. If high pad wear has occurred the pistons should be inspected and cleaned before pushing back into the caliper body to avoid damage to the seals. Seals should be replaced anytime caliper body temperature measured with temp stickers has exceeded 360ºF. If caliper body temperature goes above 410ºF it is necessary to improve cooling. The Brembo factory seals are a result of years of development based on severe high heat racing applications. Use only Brembo factory seals. Pistons should be removed from the calipers using air pressure. Pro-System manufactures a set of tools for this purpose. It is also a good practice, when removing the calipers from the car, to disconnect and remove the S.S. braided lines with the calipers so that they can be inspected at the same time the calipers are serviced. During service re-assembly, caliper seals should get a thin coating of Dow 111 silicon assembly lubricant. The Dow 111 assembly lube does not cause swelling of the seal as does some other types of rubber lube. Use a thin film as any build up of lubricant can mix with brake dust and dirt causing premature piston wear outside of the seal groove. After assembly clean away any residual silicone from the piston area with a paper towel. Do not use solvents or sharp instruments as damage to the piston, bore, or seal may occur. Dow 111 does not affect the brake fluid. 

SUMMARY: 

• Check rotor and caliper mounting including all rotors and calipers to be used in the event being prepared for to insure proper installed float and clearances as described above. This leaves no surprises at the track. 
• Check installed caliper and rotor alignment including in all planes relative to the rotor as described above. 
• Check pad fit in the caliper including all the sets of pads for the particular event being prepared for as described above. 
• If used rotors and pads are to be installed check for cracks in rotors and flatness in pads. A tapered pad or one that is .020" out of flat can give a very spongy feel in the pedal. Do not re-use tapered pads. 
• Use temperature paints on the rotors and temp stickers on the calipers. 
• Check all pedal and balance bar adjustments and clearances as described above. 
• Set and record initial pressure bias during set up. 
• Keep a record of pressure bias checks to avoid surprises and so you can always know a specific setting to go back to. 
• Torque all bleed screws, fasteners and fittings according to the torque table. 
• If the Brembo 1-3/8" front rotors are to be used make sure that the short titanium piston inserts are installed. All other rotor combinations require the tall inserts. Inserts are fitted relative to the rotor to be used, not the pad. 
• Make sure the master cylinder reservoirs are not overfilled (especially if used pads are fitted in the shop with the intention of fitting new ones at the track at some point during the event). 
• Thoroughly clean the pistons with brake clean before pushing back to install pads. 
• Check pedal stops and return springs for adjustment and fit. 
• The use of the Stewart Components delay valve (PN # SCO-LBS) in the rear line will help if the car has two much rear brake. Two or more valves can be installed in series for more effect. This is particularly helpful with the single Ford type master cylinder and on short tracks with sweeping turn entry (i.e. Richmond). 
• The best way to check rotor runout is to wipe the rotor to be checked clean of brake dust (especially in the grooves) and place it against a new rotor. Squeeze the edges of the two rotors together and any runout will be easily noticeable. This test can be done with the hat mounted. If runout cannot be identified by this method, there is not enough to make a noticeable difference. Checking with a dial indicator is unnecessary and too time consuming. A well worn rotor cannot accurately be checked for runout by any means. 
• Most brake problems can be traced to incorrect installation and maintenance, ineffective cooling, or faulty and worn components. 
• Technical assistance from Pro-System is always available. We will work to help you solve any problem.