@maxx
du hast es immer noch nicht verstanden
es geht hier im verringerung des BREMSWEGES - B R E M S W E G E S
nicht um verringerung das fadings das durch bessere wärme abfuhr geschieht (wie bei anderen belägen/scheiben)
selbst ein andere bremsbelag verringert NICHT den bremsweg eines fahrzeuges
und das mit den reifen ist keine theorie, sondern ein fakt
und informier doch vorher mal, wie sich dein mehrkolbensattel beim bremsen verhält im gegensatz zu einem einkolben sattel
das einzige was sich ändert ist das feedback zum fahrer, das wars
nochmal, damit auch maxx das kapiert
"womit koommt ein auto zum stehen?
durch reibung des bremsbelages zur scheibe? NEIN
durch reibung des rades zum fahrbahnuntergrund JA
ums aus dem englischen whitepaper zu zitieren
"As the brake pedal force is gradually increased, the deceleration rate will also increase until the point at which the tires lock. Beyond this point, additional force applied to the brake pedal does nothing more than make the driver’s leg sore. The vehicle will continue to decelerate at the rate governed by the coefficient of friction between the tires and the road"
"You can take this one to the bank. Regardless of your huge rotor diameter, brake pedal ratio, magic brake pad material, or number of pistons in your calipers, your maximum deceleration is limited every time by the tire to road interface. That is the point of this whole article. Your brakes do
not stop your car. Your
tires do
stop the car. So while changes to different parts of the brake system may affect certain characteristics or traits of the system behavior, using
stickier tires is ultimately the only sure-fire method of
decreasing stopping distances."
jeder der genau wissen will, wie eine bremse genau funktioniert, und wie die grösse der scheibe, bremsbeglag und bremszange sich zueinander vehalten, sollte sich das mal zu gemüte führen
in diesem text sind FAKTEN dargelegt, keine wilden behauptungen
(achtung, lesen schadet der dummheit)
http://www.teamscr.com/grmbrakes.html
ich hoffe nun, das selbst maxx das thema verstanden hat, obwohl er scheinbar zu stolz ist, zuzugeben das er diesesmal unrecht hat
ich bitte einen mod, diesen thread zu schliessen, bevor noch mehr unwahrheiten und wilde thesen über bremsen dargelegt werden
PS: nur damit hier klargestellt wird, wieso man änderungen am bremssystem durchführt
So Why Would Anyone Want to Modify Their Brakes?
So, if changing braking system components does not provide "increased stopping power" or "shorter stopping distances", why even consider changes in the first place? Why not just leave the brakes alone and buy new tires? Quite simply, making changes to your braking system can have a very real, very significant impact on four other areas of brake system performance other than stopping distance:
1.
Driver tuning. Modifying your brake system component sizing (brake pedal ratio, master cylinder piston diameter, caliper piston diameter, rotor diameter) can be performed to adjust the feel of the car to suit the driver’s tastes. Some drivers prefer a high, hard pedal while others prefer a longer stroke. In this regard, tuning your brakes is a lot like tuning your shocks – every driver likes something different, and there is no right answer within certain functional limits. These components can be adjusted in small steps to achieve a feel that the driver prefers.
2.
Thermal control. Modifying your brake system mass (rotor weight) can be utilized if there is a thermal concern in the braking system. If your brakes work consistently under your driving conditions, then adding ‘size’ to the braking system will accomplish nothing more than increasing the weight of your vehicle. But if high temperatures are having an adverse effect on braking system performance, or other components in general (wheel bearings for example), then you should consider "super-sizing". Of course, brake cooling ducts can really help out here as well!
3.
Temperature sensitivity. Modifying your brakes to address the presence of high temperatures (brake pad material and brake fluid composition) should only be considered if your thermal concerns cannot be resolved by "super-sizing". This is really just a Band-Aid for undersized systems…like those found on Showroom Stock racecars that are not permitted by their rules to upsize or cool their brakes. One might argue that it is more cost-effective to install ‘better’ brake pads and brake fluid than it would be to upsize the rotors, but all that heat still needs to go somewhere – and more often than not it will find the next weak link in the system.
4. Compliance. Any changes that you can make to your braking system to reduce compliance will increase the overall efficiency of the system – improving pedal feel, wear, and stop-to-stop consistency. Think of it as ‘balancing and blueprinting’ your braking system.
In summary, brake system modifications have their place to help make your ride more consistent, predictable, and user-friendly; however,
if your ultimate goal is to decrease your stopping distance, look no further than the four palm-sized patches of rubber connecting your ride to the ground
ist halt so....
Was ja heute gar keiner mehr will - siehe ABS! 
Manche glauben eben, was sie glauben wollen... mit Wissen hat das allerdings nichts zu tun! 
)