Pentosin Super DOT 4 Brake Fluid
I recently switched to this fluid and have been imprerssed so far, excellent pedal feel....
With a wet boil of under 340 degrees it is an average brake fluid.
Brembo LCF600 Wet: 204°C (399°F)
MOTUL RBF600 Wet: 216°C (421°F)
CASTROL SRF Wet: 270°C (518°F)
It is best to buy brake fluid by wet boil temp.
thanks, did not know that, that was the only DOT 4 fluid in my small town. Will have to find some better fluid elsewhere.
DOT 3 VS. DOT 4 and 5.1
AFCO's 570º brake fluid is a DOT 3 type fluid. However, it has a dry boiling point that is 52º higher than DOT 5.1 specifications, 124º higher than DOT 4 specifications and 169º higher than DOT 3 specifications. AFCO's 570º fluid meets or exceeds all DOT 3, 4, and 5.1 lubrication, corrosion protection and viscosity specifications.
WET VS. DRY BOILING POINT
The term boiling point when used regarding [COLOR=blue !important][COLOR=blue !important]brake[/COLOR][/COLOR] fluid means the temperatures that brake fluid will begin to boil.
WET BOILING POINT
The minimum temperatures that brake fluids will begin to boil when the brake system contains 3% water by volume of the system.
DRY BOILING POINT
The temperatures that brake fluid will boil with no water present in the system.
MOISTURE IN THE BRAKE SYSTEM
Water/moisture can be found in nearly all [COLOR=blue !important][COLOR=blue !important]brake [COLOR=blue !important]systems[/COLOR][/COLOR][/COLOR]. Moisture enters the brake system in several ways. One of the more common ways is from using old or pre-opened fluid. Keep in mind, that brake fluid draws in moisture from the surrounding air. Tightly sealing brake fluid bottles and not storing them for long periods of time will help keep moisture out. When changing or bleeding brake fluid always replace [COLOR=blue !important][COLOR=blue !important]master [COLOR=blue !important]cylinder[/COLOR][/COLOR][/COLOR] caps as soon as possible to prevent moisture from entering into the master cylinder. Condensation, (small moisture droplets) can form in lines and calipers. As caliper and line temperatures heat up and then cool repeatedly, condensation occurs, leaving behind an increase in moisture/water. Over time the moisture becomes trapped in the internal sections of calipers, lines, master cylinders, etc. When this water reaches 212º F the water turns to steam. Many times air in the brake system is a result of water that has turned to steam. The build up of steam will create air pressure in the system, sometimes to the point that enough pressure is created to push caliper pistons into the [COLOR=blue !important][COLOR=blue !important]brake [COLOR=blue !important]pad[/COLOR][/COLOR][/COLOR]. This will create brake drag as the rotor and pads make contact and can also create more heat in the system. Diffusion is another way in that water/moisture may enter the system.
Diffusion occurs when over time moisture enters through rubber [COLOR=blue !important][COLOR=blue !important]brake [COLOR=blue !important]hoses[/COLOR][/COLOR][/COLOR]. The use of hoses made from EPDM materials (Ethlene-Propylene-Diene-Materials) will reduce the amount of diffusion OR use steel braided brake hose with a non-rubber sleeve (usually Teflon) to greatly reduce the diffusion process.
THINGS TO REMEMBER
Passenger cars very rarely will undergo a brake fluid change making the wet boiling point more important.
Racing brake system fluid is changed often and a system with fresh fluid will most likely not contain water Because of this, racers should be concerned with the dry boiling point.
Arranged by Dry L
Arranged by wet boiling point:
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