Ford said:
Without a doubt, most everyone with a pulse knew that the upcoming 2016 GT350 would come with Brembo brakes in one form or another. They have become an OEM favorite. But what of the rotors? Would they come from Brembo as well or another Ford supplier? During last week's release most seemed to gloss over the source but were quick to note the cross-drilling on each one at all four corners. That source is SHW and they have seriously elevated the capability of this car to a level Ford faithful had yet to witness (my apologies to the Ford GT). So who is SHW and why were they chosen?
SHW Automotive
"The SHW Group is one of the leading automobile suppliers offering products that contribute substantially to a reduction in fuel consumption and consequently also CO2 emissions. Our two business segments of Pumps and Engine Components and Brake Discs supply well-known automotive manufacturers, manufacturers of commercial, agricultural and construction vehicles and other automotive suppliers."
SHW, while primarily German, is looking to expand across the globe. China, Brazil, and North America weigh heavily in their sights. At current, SHW produces brake components in two locations in Germany, a foundry in Tuttlingen and production of composite brake discs and machining in Neuhausen. SHW's brake disc segment produces/develops monobloc ventilated brake discs (primarily cast iron) in addition to composite brake discs (an aluminum pot/bell with an iron friction ring). In the case of the GT350, we are concerned with the latter. Note that we are in good company here...
Also not the projected sales growth in this segment, particularly between 2014-2015. Are we to partially thank stringent emission/CAFE regulations for much of this (as much as it pains me to ask
)?Regardless of the origin, everyone can agree that the GT350 shows promise in the braking department thanks to the hardware. A front tire/wheel/caliper/rotor combination prior chassis owners would kill for...
The "Tech"
Ford engineers were given nod to equip the latest GT350 iteration with hardware that previously would have never made the cut. The engine, suspension, and thankfully the brakes, deviate quite a bit from even the best of Ford's 2014/2015 performance offerings. The media noticed test mules that had zip tied covers over their wheels so that the hardware that lurked beneath couldn't be identified. We did catch a glance at some carbon ceramic rotors but those aren't part of the plan for the standard GT350 (we all know where they R going). So what's so special about the rotors that will be on this car?
Front rotors will be 15.55" in diameter and the rears will be 14.96" in diameter. As SHW puts it "The composite discs made by SHW consist of a grey cast iron friction ring and an aluminum bell. Both parts are linked together by means of steel pins, where the friction ring can freely glide on those pins in radial direction. Thus it is guaranteed that the friction ring can expand independently from the bell while heated under force. Heat tensions of the disc and the risk of cracks can be minimized. By this way, the composite disc combines extreme durability with highest safety. In addition, a composite disc has less weight than conventional brake discs made from iron. By use of aluminum, a possible weight reduction of up to 8 kg per vehicle can be reached."
The "pin" method that SHW uses is quite a bit different than what we typically see on two piece floating rotors. Many here may be familiar with the use of bobbins, dogs, plates, etc, but not radial pins. The pins are fused to the bell at the foundry. The following is a general depiction of the system components.
In essence, this design separates or isolates the aluminum pot/bell from the iron friction ring. The pin design allows the ring to expand radially as heat saturates it while limiting how much can be transferred into the aluminum bell (as well as wheel hubs, etc). Excessive heat can induce distortion into the friction ring and result in unpredictable braking performance and pad wear. This helps to reduce stress in the rotor which is major concern if cross-drilling is a design objective.
Note the detail in the following cutaway. If the GT350 specific rotors share the same construction as this SHW Audi rotor, replacement will most likely consist of the entire assembly. It'll be interesting to see how much Ford Parts and Service will charge for these.
In my view, Ford has definitely turned a page here. Quite a bit of attention has been given to unsprung mass reduction and it won't be limited to this car. If stringent legislation and performance vehicles are going to peacefully coexist, weight management will be an ever increasing constraint upon specific design goals. Hopefully, economies of scale can ease the pain of the commensurate increase in cost. This car marks the beginning of a new era and I'm excited to see how far it will progress in terms of performance throughout its life cycle. Thumbs up to everyone involved in this effort, including SHW for some serious brake hardware.
