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Using GPS Data to Determine Braking Performance

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In this post I'm gonna dive into a few things I looked into on my Aim Solo to determine how much of a braking performance increase my new PowerBrake kit was for my car. If you want some more back story and a product review, read this post here> PowerBrake Kit for 94-04 Mustangs. This post is more about diving into the data and seeing how much of an improvement there can be had. I think screen captures of the exact data with notations should be the easiest to explain whats going on. If you want to check out the kit, go to Vorshalg.com

Here is a picture of my braking G's (GPS_LonAcc) of my car at Pitt Race on May 19th, 2017 vs. braking G's on June 18th, 2017 at NJMP. The suspension setup was the exact same at these races. I had my old brake setup at Pitt and the new brakes at NJMP. Now the old brake setup "could" get to the 1.2-1.3 G range, but it was torture on them, and I would go through pads at the rate of about a new set every other weekend. The cars total grip didn't really change, but the ability to brake harder and more consistently is apparent as all the braking G's, aside from the in and out lap are over 1G while the old setup, they seldom were.

Now lets compare the same exact brake zone on the same exact track under very similar track conditions on the same tires. I did have a slightly softer spring setup on the car on the earlier tests. Now I know the extreme enthusiasts out there will cry "But its not an exact back to back test!" Sorry, budget and time constraints kept me from doing exact back to back test, but it will still highlight a good point. This is a track that I have probably close to 1000 laps around. So I know it like the back of my hand. I was surprised how much I could extend my brake zones. I used the Delta function to see how much of a gain can be had between my approximate old brake zone to what is my new brake zone. Also its worth noting that the piston sizes in the new front calipers are slightly smaller, thus sending the bias rearward, which in my case the car needed. This works the rears a little harder, thus increasing braking capacity above the old setup.

The last thing we are going to look at is how much time can be had from braking a little harder and or later. Here is the zoomed in view of the brake zone in NJMP's turn 1 of two random laps. The one lap I actually braked a little later since I was heading into the turn a little slower. What I can learn from this is that I can still extend my brake zones more, especially if I don't get a good run out of the turn leading onto the straight. My corner entry speed will be slower so can extend my zones probably even further. I drew a delta from roughly between the point of braking, to the point between the slowest speeds. In just one brake zone going into turn one, the orange lap was .338 of a second quicker! Multiply that across a few brake zones per lap, and you can pick up some serious time. The confidence I have in the new brake setup allows me to push harder and deeper into brake zones where I couldn't with the old setup.

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