There seems to be some confusion about the need for cryo treatment for performance rotors. I am not an expert but do haves some knowledge of the treatment. Some of us like the appearance of the cross drilled slotted rotors. They also like the idea that they dispate heat better. The trouble lies in during this process of drilling holes all over the rotor and milling slots greatly weakens the rotor. What can you do to assure the maximum strength and safety for your brake rotors?
First you can start of with a quality rotor. A common process is to pour or cast rotor using a short grained metal in a gravity settleling process. The problem with this metod is it leaves micro pockets and fissures in the casting which make them weak. By starting with a better long grain casting you can alighn the grains, reducing the pockets and fissures. Next is to compact the grains to eliminate any remaining pockets. This is done by Cryogenetics.
In the Forum there has been some arguement over the value of the cryo treatment. I'm sold on the process and own a set myself. Of couse it cost more. About $50 per rotor more. As to the need for the cryo treatment I asked Pete what he thought of those who said it was a waste of money..including Baer Brakes:
"Anyone that has any interest in educating themselves on liquid nitrogen cryogenic processing can simply do a couple of things: go to the library, take a master's level course in physics and metallurgy or simply educate themselves via the internet. Hal Baer is certainly entitled to his "opinion", but I can assure you that there is not a single strand of truth in the statement that there is no "hard data". There is more hard scientific data that it is beyond description that "anyone" would make the comment....."show me the data". Every single vehicle that runs at NASCAR NEXTEL Cup,, etc runs cryogenically treated rotors. In fact, most of the entire drive train has been cryo-treated." Pete Raimondo
Auto Racing is a major user of Cryogenics:
First you can start of with a quality rotor. A common process is to pour or cast rotor using a short grained metal in a gravity settleling process. The problem with this metod is it leaves micro pockets and fissures in the casting which make them weak. By starting with a better long grain casting you can alighn the grains, reducing the pockets and fissures. Next is to compact the grains to eliminate any remaining pockets. This is done by Cryogenetics.
In the Forum there has been some arguement over the value of the cryo treatment. I'm sold on the process and own a set myself. Of couse it cost more. About $50 per rotor more. As to the need for the cryo treatment I asked Pete what he thought of those who said it was a waste of money..including Baer Brakes:
"Anyone that has any interest in educating themselves on liquid nitrogen cryogenic processing can simply do a couple of things: go to the library, take a master's level course in physics and metallurgy or simply educate themselves via the internet. Hal Baer is certainly entitled to his "opinion", but I can assure you that there is not a single strand of truth in the statement that there is no "hard data". There is more hard scientific data that it is beyond description that "anyone" would make the comment....."show me the data". Every single vehicle that runs at NASCAR NEXTEL Cup,, etc runs cryogenically treated rotors. In fact, most of the entire drive train has been cryo-treated." Pete Raimondo
Auto Racing is a major user of Cryogenics:
Extremely low-temperature treatments boost the performance and service life of critical components.
By Roger Schiradelly and Frederick J. Diekman*
R
acing pushes engine and drive train components to the absolute limits
of their durability. Extending those limits means more speed, better safety, and more races won. For this reason cryogenic processing is becoming a necessary part of the manufacturing process for racing components. This racing experience will serve as an example to manufacturing industries — now similarly engaged in their own competition against manufacturing costs and waste, and the challenge to provide high quality products with superior performance. Using extremely low temperatures to make permanent changes in metal. Cryogenic processing is not the typical -84°C (-120°F) cold treatment most heat treaters use. It essentially involves exposing materials to temperatures below -184°C (-300°F). If done correctly, it creates a permanent change to the material that alters many wear characteristics.
The concept of changing metal through the use of low temperatures is relatively new and not well understood. Yet it is certain that exposure to very low temperatures does make permanent changes in virtually all metals and to some plastics. Observed changes include:
• Increased resistance to abrasion
• Increased resistance to fatigue.
• Transformation of austenite to martensite in ferrous metals.
• Change in vibrational damping.
• Anecdotal evidence of changes in heat transfer.
• Stabilization of metals to reduce warping under heat, stress, and vibration. In practice, cryogenic processing affects the entire mass of the part. It is not a coating. This means that parts can be machined after treatment without losing the benefits of the process. Additionally, cryogenics apply to metals in general, not just ferrous metals. For many years, it was assumed the only change caused by extreme cold was the transformation
of their durability. Extending those limits means more speed, better safety, and more races won. For this reason cryogenic processing is becoming a necessary part of the manufacturing process for racing components. This racing experience will serve as an example to manufacturing industries — now similarly engaged in their own competition against manufacturing costs and waste, and the challenge to provide high quality products with superior performance. Using extremely low temperatures to make permanent changes in metal. Cryogenic processing is not the typical -84°C (-120°F) cold treatment most heat treaters use. It essentially involves exposing materials to temperatures below -184°C (-300°F). If done correctly, it creates a permanent change to the material that alters many wear characteristics.
The concept of changing metal through the use of low temperatures is relatively new and not well understood. Yet it is certain that exposure to very low temperatures does make permanent changes in virtually all metals and to some plastics. Observed changes include:
• Increased resistance to abrasion
• Increased resistance to fatigue.
• Transformation of austenite to martensite in ferrous metals.
• Change in vibrational damping.
• Anecdotal evidence of changes in heat transfer.
• Stabilization of metals to reduce warping under heat, stress, and vibration. In practice, cryogenic processing affects the entire mass of the part. It is not a coating. This means that parts can be machined after treatment without losing the benefits of the process. Additionally, cryogenics apply to metals in general, not just ferrous metals. For many years, it was assumed the only change caused by extreme cold was the transformation
CRYOGENICS
HEAT TREATING PROGRESS
Racing applications Cryogenic processing is currently in use in every form of racing imaginable. It is used in virtually every class of NASCAR racing, IRL, CART, NHRA, IHRA, SCCA, IMSA, and ARCA, not to mention tractor pulls, go-karts, motorcycles, boats, and even lawn mower racing. Controlled Thermal Processing (CTP) has even done a fair number of axles for soap box derby cars. Over half of the cars competing at any given NASCAR NEXTEL Cup race run parts that are cryogenically treated by CTP alone. Cryogenic processing can have a positive affect on virtually every engine, transmission, and drive line part, as well as many chassis parts.
The challenge of designing engine and chassis components that will survive long enough to win a race, but will not have any excess weight as a consequence. Put in too much mass, and a car will be slow and handle poorly. Make components too light, and they will not survive the race. There is always this delicate balance: weight versus reliability. The great thing about cryogenic processing is that it allows an increase in durability without an increase in weight or major modifications to component design. This is especially true during road races and endurance racing, where brake rotors can get so hot they glow visibly at night. Cryogenic processing can be applied to both rotors and pads. The net result is two to three times the life of untreated components even under severe racing conditions. As a side benefit, the rotors are less prone to crack or warp.
Postal Service specifies cryogenic processing for their rotors and is experiencing up to three times as many miles as they were getting on the unprocessed rotors. Similarly, many police fleets are starting to adopt treated rotors and pads. They, too, are experiencing large maintenance savings on both parts and labor. part of their production.
The challenge of designing engine and chassis components that will survive long enough to win a race, but will not have any excess weight as a consequence. Put in too much mass, and a car will be slow and handle poorly. Make components too light, and they will not survive the race. There is always this delicate balance: weight versus reliability. The great thing about cryogenic processing is that it allows an increase in durability without an increase in weight or major modifications to component design. This is especially true during road races and endurance racing, where brake rotors can get so hot they glow visibly at night. Cryogenic processing can be applied to both rotors and pads. The net result is two to three times the life of untreated components even under severe racing conditions. As a side benefit, the rotors are less prone to crack or warp.
Postal Service specifies cryogenic processing for their rotors and is experiencing up to three times as many miles as they were getting on the unprocessed rotors. Similarly, many police fleets are starting to adopt treated rotors and pads. They, too, are experiencing large maintenance savings on both parts and labor. part of their production.
