TechWiki - User contributions [en-gb]

Brembo Caliper

2009-05-27T20:21:00Z

40mmBrakes:

1. Give me a little Brake

2. Ugly Duckling Brakes

3. The Little Brakes That Could

(The original article is here: http://40mmbrakes.auto.officelive.com/history.aspx)

What do a 1988 Renault Alliance, 1992 front wheel drive Dodge Monaco, a Lotus Elise, and a non-ABS Gen 1/2 Dodge Viper have in common? Would you believe the rear brakes?

[[Image:Brembo_Caliper_1.JPG]]

When Bob Lutz, Tom Gale and Francois Castaing created their vision of a supercar, they explored the contents of the Renault parts bin, where Castaing had been technical director for motorsport programs. Renault used a Brembo single piston disc brake caliper that cleverly incorporated the parking brake and eliminated the need and weight of an additional secondary brake. The unit is small and compact, and actually weighs less than the aluminum 4-piston Brembo caliper on the front of a Viper.

To reach over the much thicker Viper brake rotor, the casting was stretched almost a half inch, but otherwise the mounting hardware, internal parts, the 36 mm diameter brake piston, and all replacement rubber parts were the same.

Internal parts?

[[Image:Brembo_Caliper_2.JPG]]

There are quite a few internal mechanical parts to enable the parking brake to engage and disengage, clamp tightly on the rotor, and to advance the piston when the brake pads wear. For smooth operation and long life, the parking brake arm rotation advances the piston against a needle bearing supported thrust washer. Pulling on the parking brake handle rolls three ball bearings up internal ramps to provide tremendous mechanical leverage and act like small doorstops to keep the parking brake engaged. The rod that actually forces the brake piston against the pad and rotor is threaded so that each application also adjusts the system for pad wear. The rod rotates easily by rolling on a 6-ball caged bearing. All of these parts are internal, bathed in brake fluid, and held captive by a snap ring in the piston and another deep in the casting, requiring both the caliper and piston to be significantly deeper than a non-parking brake caliper.

The caliper is mounted to the upright with two bolts. The larger M10 hex head bolt (15mm socket) rides inside a greased, steel sleeve to keep the caliper floating perpendicular to the rotor and to absorb the torque when applying the brakes. A smaller M8 socket head cap screw (6mm allen) also runs through a steel sleeve, but with a rubber guide and an internal Teflon slide.

Together they align the caliper for even pad wear and allow the caliper to slide side-to-side as the brakes are applied and released.

There are some particular service concerns to pay attention to. The intricate internal parking brake parts are susceptible to rust and may experience some sticking when water inevitably sneaks into the system. Flush your brake fluid regularly.

Also, the rubber boot protecting the inner end of the greased steel sleeve is frequently abraded by brake pad material, and without protection from the elements, the side-to-side sliding action can get rough and cause unusual pad wear. As with any brakes, track use will often harden the piston dust boot, allowing road grit between the piston and seal. When the dust boot can’t protect the piston, leaks are only a matter of time.

[[Image:Brembo_Caliper_3.JPG]]

So what can you do if your calipers need a little TLC? Don’t look for help from the service manual, there are no instructions! Your friendly Dodge parts manager can’t help either, since individual parts are not available. Your only option through Dodge is to purchase the complete caliper, which carries a list price of around $450.

== Servicing ==

'''UK Parts'''

A Brembo slider repair kit is available from Renault dealers (part number 7701205496) for £30+VAT. A piston seal kit is also available (part number?) and complete kits that include everything. Bleed nipples are 10mm and common with most Ford calipers (available from most motor factors).

'''US Parts'''

The Do-It-Yourself secret is to ask for Renault parts! If you need a dust boot, look for Auto Specialties part KC-83017 (about $6). For the mounting bolts, slide boots, and other external rubber parts, ask for the Mopar brake attaching kit PN 4423504 (about $70.) The OEM 36mm piston seal is Brembo part number BRE05.5955.56 (around $11.) For internal parts, purchase a remanufactured Dodge Monaco caliper for around $100 and transfer the parts needed over to your Viper caliper. Make sure you get the side you want – the left and right calipers are mirror images inside and out!

If you drive with the spirit that the Viper was intended, you may have noticed how often one or both of the front tires lock up and slide. Unfortunately, for all the engineering that Brembo put into the rear brakes, the Renault-size brake piston leaves the brake bias excessively towards the front. Testing in a 1994 RT/10 showed that with the front tires doing most of the work, braking performance was limited to a tepid 0.8 G’s before skidding. Not very super performance, is it?

== Upgrades ==

To improve a Viper’s stopping capability, you don’t need to spend thousands of dollars on massive 4-piston rear calipers, permanently cut up the rear suspension upright to make them fit, adjust them with an add-on proportioning valve, and give up your parking
brake… although it would look great (and weigh more!) The OEM calipers can be bored out to a larger size (just like an engine block) and the pistons can be sleeved to fit (as is done in auto restoration efforts.) The casting accommodates a “plus two”-size larger 40mm piston (Brembo parts come in even sizes, so 36mm to 38mm to 40mm is two steps), which increases the rear brake clamping force by 23%.

[[Image:Brembo_Caliper_4.JPG]]

This nicely complements the front brakes and allowed the same ’94 RT/10 to improve to over 1.0 G’s braking using the same brake hoses, pads, and mounting hardware. It is an easy two-three hour job for the DIY owner and retains the stock look, fits under the original wheel sizes and is externally undetectable. Best of all, the testament to “this is how Viper brakes should have been from the factory” is that they do not add points in the Viper Days Clas Matrix.

[[Image:Brembo_Caliper_5.JPG]]

The oldest Vipers are now approaching their 15th birthday, so it’s time to start preparing for the inevitable round of gathering hard-to-find parts. If you have any caliper questions, need sources for those small missing or broken brake parts, or are considering a rebuild or resize, share your questions and answers on the Viper Club website forums. My display name is Tom, F&L GoR and I’ll be happy to help. And yes I wish they looked nicer, but as ugly ducklings they can still do the job!

Original article Tom Hayden 1Oct06

== External links ==
* http://www.brembo.com/ENG

[http://www.elise-shop.com/index.php?main_page=product_info&products_id=642 Rear Caliper Overhaul kit]

[http://www.elise-shop.com/index.php?main_page=product_info&products_id=533 Rubber Slider Seals]

[http://www.40mmbrakes.auto.officelive.com/default.aspx General Brembo Caliper Information]

[[Category:Brakes]]
[[Category:Lotus Elise]]
[[Category:S1]]
[[Category:S2]]

How to Rebuild a Brembo Caliper

2009-05-14T00:05:58Z

40mmBrakes: /* Pre-Warning */

Lotus Elise Rear Caliper Rebuild and Upgrade

This article originally contributed by 40mmBrakes ( http://40mmbrakes.auto.officelive.com/default.aspx )
===Pre-Warning===

'''Before you start taking things apart, first ensure that your calipers are servicable.'''
First make sure that you can remove the tiny grub screw that you can see in this photo. It needs a 4.5mm allen key which is a fairly unusual size.

[[Image:grubscrew.JPG]]

Unfortunately the grub screw sits deeply recesed in the boss of the caliper by 10-12mm. By the time your calipers reach an age where they would befefit from new seals, the thread in the boss has become so corroded that it's nigh-on impossible to remove the grub screw.

A no-harm solution is to fill the cavity with penetrating oil and come back tomorrow. The screw is in tight because the tapered end acts as a fluid seal; there is brake fluid on the opposite side. Once it breaks loose, it may not be that difficult to remove.

A brute force solution is to take an angle grinder to the boss and remove the excess material. Cut the boss flush with the top of the grub screw. The heat generated by this also helps to free up the screw.

The other part to check is the 13mm bolt that holds the handbrake arm to the caliper. Make sure that this loosens as it has a tendency to go soft and shear off. In any case you should not expect the internals of the caliper to support the torque needed to loosen the bolt! The small parts that are engaged with parking brake actuation are not strong enough to resist the torque of a stuck bolt. You should put the handbrake arm (only) in a vise and unscrew the bolt so that the resistance torque is only applied to the arm.

Bear in mind that it's a straightforward job to refurb the sliders but examine your calipers carefully before attempting to replace the piston seals.

===Repair===

The service manual claims the [[Brembo Caliper]]s fitted to the rear [[brakes]] of the Elise are not fully serviceable.

These instructions were developed by disassembling and reassembling many calipers and are not perfect.

The Lotus Elise rear caliper is sometimes criticised as being too small. The rear caliper can be machined to accept a 38mm or even a 40mm piston and sleeve.

For the 38mm piston, you will need a Brembo 38mm seal, part number 05.5955.57

For the 40mm piston, you will need a Brembo 40mm seal, part number 05.5955.58

This conversion still allows the use of all the other standard size parts that come in the KC-83017 kit.

[[Image:Brembo_Caliper_6.JPG]]

== Procedure ==
=== Disassembly ===

[[Image:Brembo_Caliper_7.JPG]]

Unscrew piston as far as it will go using either a windback tool or stout needle nose pliers, one tip in each hole. Push in and rotate counter clockwise.

[[Image:Brembo_Caliper_8.JPG]]

As the dust boot stretches, pull it out of the groove.
The piston can be pried out with two screwdrivers. An internal snap ring holds it tightly, so be prepared to try a few times and apply some effort. Before it pops, it will feel “springy.” When the snap ring does pop, the piston will go flying, so put a rag over it to keep it from falling. You can use a socket on each side to support the screwdriver.

[[Image:Brembo_Caliper_9.JPG]]

Here’s the prying position (without the dust boot and rag). From this image you can get a perspective of how far up the piston will rise without coming out. The piston can also be removed with air pressure into the brake line supply inlet.

[[Image:Brembo_Caliper_10.JPG]]

Once the piston is out, do not turn the caliper over. There are several loose pieces inside that may fall out.

[[Image:Brembo_Caliper_11.JPG]]

Remove the dust boot.
With a 4mm allen key, remove the screw. This screw has an O-ring around the head, so do not reach in and use pliers. It is also held in with thread lock glue, so it feels a little stuck before it comes loose. It may also drag the whole way out. Use the proper allen key, since the metal is soft and you’ll easily round the hole.

[[Image:Brembo_Caliper_12.JPG]]

After the screw is removed, the threaded disc can be unscrewed and removed. This disc pushes on the inside of the piston when pulling on the parking brake.

[[Image:Brembo_Caliper_13.JPG]]

Without the disc, a ball bearing race, a snap ring, and two washers will be visible in the bore. Turn the caliper over to remove them.

[[Image:Brembo_Caliper_14.JPG]]

Here’s what will fall out:-

Ball bearing

Flat washer

Wave washer

Snap ring

[[Image:Brembo_Caliper_15.JPG]]

Removing the worm thread shaft is next.
Look down into the bore for the internal snap ring. It has several tabs bent to point up at you. With a flat screwdriver, pry the tabs at the ends of the snap ring towards the center of the bore and disengage it from the groove in the wall.

[[Image:Brembo_Caliper_16.JPG]]

Now the worm shaft (and snap ring) can be removed. Notice the tabs.

[[Image:Brembo_Caliper_17.JPG]]

Unscrew the hex stop peg in the boss of the caliper. You will need a 4.5mm allen key which is an uncommon size.

[[Image:Brembo_Caliper_18.JPG]]

Remove the parking brake lever, parking brake shaft dust seal, and push the shaft into the caliper body.
The flat washer tends to stick in the caliper, be sure not to miss it.

[[Image:Brembo_Caliper_19.JPG]]

Remove the ball bearing drive plate, the needle bearing, and the flat washer.
Remove the old piston seal.

=== Reassembly ===

[[Image:Brembo_Caliper_20.JPG]]

Install a new parking brake drive plate shaft O-ring, if needed.
Reinstall the flat washer, needle bearing, and ball bearing drive plate of the parking brake in the caliper body. Make note of where the three ball bearings are; you will need to mate them with the driven plate later.

[[Image:Brembo_Caliper_21.JPG]]

The internal assembly will go back together in this order:-

Wave washer

Flat washer

Ball bearing

Cone screw

Use some thread lock on the O-ringed screw on reassembly.
Install a new O-ring on the screw.

[[Image:Brembo_Caliper_22.JPG]]

To reassemble the caliper, insert assembly into the piston and snap the {coat-hanger quality) internal snap ring into the piston.

[[Image:Brembo_Caliper_23.JPG]]

The snap ring groove is just inside the piston.

[[Image:Brembo_Caliper_24.JPG]]

Take the internal snap ring with the tabs, point the tabs downward, and use the tabs to clip the snap ring into the bottom
edge of the piston.

[[Image:Brembo_Caliper_25.JPG]]

Then screw the worm shaft into the piston as far as it will go.
Install the new piston seal.

[[Image:Brembo_Caliper_26.JPG]]

Stretch the new dust boot over the bottom of the assembled piston, leaving the lower edge of the boot to hang down. You will have to hold the piston over the bore and insert the boot lip into the groove all the way around before inserting the piston into the bore. The boot should look even (no bumps) if done properly.
Make note of where the ball bearing detents are.

[[Image:Brembo_Caliper_27.JPG]]

This is the tricky part. With the boot in the groove, centre the piston to begin pushing it into the bore. Use a c-clamp with a socket covering the parking brake shaft sticking out the bottom, making sure the clamp is pushing the piston straight down. Besides the normal problem of getting past the boot lip and the seal, the driven plate detents and the drive plate ball bearings must mate, otherwise you will not be able to push the piston down far enough for the internal snap ring to find it’s groove.
If the clamp seems to come to a stop and you have not heard the snap ring snap into place, try to rotate the clamp to rotate the piston and line up the ball bearing detents.
A second way is to temporarily attach the parking brake lever under the clamp to rotate the lever, which will move the drive ball bearings back and forth to line everything up.
Rotate the lever clockwise when facing the lever, as this also screws the threaded shaft into the cone shaped washer (ensuring that the piston is not bottoming on the parking brake adjustment.)
In any case, the piston will seem to be very low, lower than the dust boot wrinkles, before the snap ring engages. If the snap ring does not engage, the parking brake system has nothing to push on to “disengage.”

Hint 1: A G-clamp may not provide sufficient force to engage the snap ring. It may take 2-3 tons of pressure on a bench press before you hear the snap ring click into position.

Hint 2: Sometimes you can't push on the brake lever arm with the C-clamp to insert piston, you need to take off the arm and push on casting using socket.

Hint 3: Tons of force may not really be necessary. There are two ways to do it even without a G-clamp. The first way is to wind in the worm shaft in to compress the spring - if you're lucky there will be enough friction to hold the spring compressed. Listen whilst you reassemble it in case it comes un-sprung. If it stays sprung, you should be able to get the snap ring to snap by hand pressure on the piston. Alternatively, mount the caliper in a vice. Using a pair of circlip pliers or whatever tool you use to retract the piston, wind the piston clockwise while at the same time applying a reasonable amount of pressure to drive the piston into the caliper. You should hear the circlip click in place.

When the snap ring engages, reinstall the hex head stop peg.
Using the parking brake lever, rotate the parking brake shaft while looking down into the stop peg boss. You will see the detent in the foot of the worm shaft. Screw in the stop peg so it engages the detent.
You can check the proper operation by now rotating the parking brake lever again (which will push the piston out) and then rotating the opposite direction (which should slightly pull the piston back in.) With larger swings of the lever, this becomes a ratcheting action, so repeated back and forth with the lever will eventually move the piston further and further out; if the snap ring is engaged properly, the piston will slightly retract after each lever movement.

[[Image:Brembo_Caliper_28.JPG]]
[[Image:Brembo_Caliper_29.JPG]]

Once installed, the new 38mm calipers look exactly like the standard system.

Notes:
The brakes usually have to bled twice. It seems that air is trapped in the piston (the recess for the threaded parking brake adjustment rod) that isn’t flushed out during caliper installation.
The O-ring screw is a 10-32 thread. About 10% of the time it breaks when trying to remove it.

[[Category:Brakes]]
[[Category:Lotus Elise]]
[[Category:S1]]
[[Category:S2]]

How to Rebuild a Brembo Caliper

2009-05-14T00:03:09Z

40mmBrakes: /* Pre-Warning */

Lotus Elise Rear Caliper Rebuild and Upgrade

This article originally contributed by 40mmBrakes ( http://40mmbrakes.auto.officelive.com/default.aspx )
===Pre-Warning===

'''Before you start taking things apart, first ensure that your calipers are servicable.'''
First make sure that you can remove the tiny grub screw that you can see in this photo. It needs a 4.5mm allen key which is a fairly unusual size.

[[Image:grubscrew.JPG]]

Unfortunately the grub screw sits deeply recesed in the boss of the caliper by 10-12mm. By the time your calipers reach an age where they would befefit from new seals, the thread in the boss has become so corroded that it's nigh-on impossible to remove the grub screw.

A no-harm solution is to fill the cavity with penetrating oil and come back tomorrow. The screw is in tight because the tapered end acts as a fluid seal; there is brake fluid on the opposite side. Once it breaks loose, it may not be that difficult to remove.

A brute force solution is to take an angle grinder to the boss and remove the excess material. Cut the boss flush with the top of the grub screw. The heat generated by this also helps to free up the screw.

The other part to check is the 13mm bolt that holds the handbrake arm to the caliper. Make sure that this loosens ass it has a tendency to go soft and shear off.

Bear in mind that it's a straightforward job to refurb the sliders but examine your calipers carefully before attempting to replace the piston seals.

===Repair===

The service manual claims the [[Brembo Caliper]]s fitted to the rear [[brakes]] of the Elise are not fully serviceable.

These instructions were developed by disassembling and reassembling many calipers and are not perfect.

The Lotus Elise rear caliper is sometimes criticised as being too small. The rear caliper can be machined to accept a 38mm or even a 40mm piston and sleeve.

For the 38mm piston, you will need a Brembo 38mm seal, part number 05.5955.57

For the 40mm piston, you will need a Brembo 40mm seal, part number 05.5955.58

This conversion still allows the use of all the other standard size parts that come in the KC-83017 kit.

[[Image:Brembo_Caliper_6.JPG]]

== Procedure ==
=== Disassembly ===

[[Image:Brembo_Caliper_7.JPG]]

Unscrew piston as far as it will go using either a windback tool or stout needle nose pliers, one tip in each hole. Push in and rotate counter clockwise.

[[Image:Brembo_Caliper_8.JPG]]

As the dust boot stretches, pull it out of the groove.
The piston can be pried out with two screwdrivers. An internal snap ring holds it tightly, so be prepared to try a few times and apply some effort. Before it pops, it will feel “springy.” When the snap ring does pop, the piston will go flying, so put a rag over it to keep it from falling. You can use a socket on each side to support the screwdriver.

[[Image:Brembo_Caliper_9.JPG]]

Here’s the prying position (without the dust boot and rag). From this image you can get a perspective of how far up the piston will rise without coming out. The piston can also be removed with air pressure into the brake line supply inlet.

[[Image:Brembo_Caliper_10.JPG]]

Once the piston is out, do not turn the caliper over. There are several loose pieces inside that may fall out.

[[Image:Brembo_Caliper_11.JPG]]

Remove the dust boot.
With a 4mm allen key, remove the screw. This screw has an O-ring around the head, so do not reach in and use pliers. It is also held in with thread lock glue, so it feels a little stuck before it comes loose. It may also drag the whole way out. Use the proper allen key, since the metal is soft and you’ll easily round the hole.

[[Image:Brembo_Caliper_12.JPG]]

After the screw is removed, the threaded disc can be unscrewed and removed. This disc pushes on the inside of the piston when pulling on the parking brake.

[[Image:Brembo_Caliper_13.JPG]]

Without the disc, a ball bearing race, a snap ring, and two washers will be visible in the bore. Turn the caliper over to remove them.

[[Image:Brembo_Caliper_14.JPG]]

Here’s what will fall out:-

Ball bearing

Flat washer

Wave washer

Snap ring

[[Image:Brembo_Caliper_15.JPG]]

Removing the worm thread shaft is next.
Look down into the bore for the internal snap ring. It has several tabs bent to point up at you. With a flat screwdriver, pry the tabs at the ends of the snap ring towards the center of the bore and disengage it from the groove in the wall.

[[Image:Brembo_Caliper_16.JPG]]

Now the worm shaft (and snap ring) can be removed. Notice the tabs.

[[Image:Brembo_Caliper_17.JPG]]

Unscrew the hex stop peg in the boss of the caliper. You will need a 4.5mm allen key which is an uncommon size.

[[Image:Brembo_Caliper_18.JPG]]

Remove the parking brake lever, parking brake shaft dust seal, and push the shaft into the caliper body.
The flat washer tends to stick in the caliper, be sure not to miss it.

[[Image:Brembo_Caliper_19.JPG]]

Remove the ball bearing drive plate, the needle bearing, and the flat washer.
Remove the old piston seal.

=== Reassembly ===

[[Image:Brembo_Caliper_20.JPG]]

Install a new parking brake drive plate shaft O-ring, if needed.
Reinstall the flat washer, needle bearing, and ball bearing drive plate of the parking brake in the caliper body. Make note of where the three ball bearings are; you will need to mate them with the driven plate later.

[[Image:Brembo_Caliper_21.JPG]]

The internal assembly will go back together in this order:-

Wave washer

Flat washer

Ball bearing

Cone screw

Use some thread lock on the O-ringed screw on reassembly.
Install a new O-ring on the screw.

[[Image:Brembo_Caliper_22.JPG]]

To reassemble the caliper, insert assembly into the piston and snap the {coat-hanger quality) internal snap ring into the piston.

[[Image:Brembo_Caliper_23.JPG]]

The snap ring groove is just inside the piston.

[[Image:Brembo_Caliper_24.JPG]]

Take the internal snap ring with the tabs, point the tabs downward, and use the tabs to clip the snap ring into the bottom
edge of the piston.

[[Image:Brembo_Caliper_25.JPG]]

Then screw the worm shaft into the piston as far as it will go.
Install the new piston seal.

[[Image:Brembo_Caliper_26.JPG]]

Stretch the new dust boot over the bottom of the assembled piston, leaving the lower edge of the boot to hang down. You will have to hold the piston over the bore and insert the boot lip into the groove all the way around before inserting the piston into the bore. The boot should look even (no bumps) if done properly.
Make note of where the ball bearing detents are.

[[Image:Brembo_Caliper_27.JPG]]

This is the tricky part. With the boot in the groove, centre the piston to begin pushing it into the bore. Use a c-clamp with a socket covering the parking brake shaft sticking out the bottom, making sure the clamp is pushing the piston straight down. Besides the normal problem of getting past the boot lip and the seal, the driven plate detents and the drive plate ball bearings must mate, otherwise you will not be able to push the piston down far enough for the internal snap ring to find it’s groove.
If the clamp seems to come to a stop and you have not heard the snap ring snap into place, try to rotate the clamp to rotate the piston and line up the ball bearing detents.
A second way is to temporarily attach the parking brake lever under the clamp to rotate the lever, which will move the drive ball bearings back and forth to line everything up.
Rotate the lever clockwise when facing the lever, as this also screws the threaded shaft into the cone shaped washer (ensuring that the piston is not bottoming on the parking brake adjustment.)
In any case, the piston will seem to be very low, lower than the dust boot wrinkles, before the snap ring engages. If the snap ring does not engage, the parking brake system has nothing to push on to “disengage.”

Hint 1: A G-clamp may not provide sufficient force to engage the snap ring. It may take 2-3 tons of pressure on a bench press before you hear the snap ring click into position.

Hint 2: Sometimes you can't push on the brake lever arm with the C-clamp to insert piston, you need to take off the arm and push on casting using socket.

Hint 3: Tons of force may not really be necessary. There are two ways to do it even without a G-clamp. The first way is to wind in the worm shaft in to compress the spring - if you're lucky there will be enough friction to hold the spring compressed. Listen whilst you reassemble it in case it comes un-sprung. If it stays sprung, you should be able to get the snap ring to snap by hand pressure on the piston. Alternatively, mount the caliper in a vice. Using a pair of circlip pliers or whatever tool you use to retract the piston, wind the piston clockwise while at the same time applying a reasonable amount of pressure to drive the piston into the caliper. You should hear the circlip click in place.

When the snap ring engages, reinstall the hex head stop peg.
Using the parking brake lever, rotate the parking brake shaft while looking down into the stop peg boss. You will see the detent in the foot of the worm shaft. Screw in the stop peg so it engages the detent.
You can check the proper operation by now rotating the parking brake lever again (which will push the piston out) and then rotating the opposite direction (which should slightly pull the piston back in.) With larger swings of the lever, this becomes a ratcheting action, so repeated back and forth with the lever will eventually move the piston further and further out; if the snap ring is engaged properly, the piston will slightly retract after each lever movement.

[[Image:Brembo_Caliper_28.JPG]]
[[Image:Brembo_Caliper_29.JPG]]

Once installed, the new 38mm calipers look exactly like the standard system.

Notes:
The brakes usually have to bled twice. It seems that air is trapped in the piston (the recess for the threaded parking brake adjustment rod) that isn’t flushed out during caliper installation.
The O-ring screw is a 10-32 thread. About 10% of the time it breaks when trying to remove it.

[[Category:Brakes]]
[[Category:Lotus Elise]]
[[Category:S1]]
[[Category:S2]]

How to Rebuild a Brembo Caliper

2009-05-13T12:21:58Z

40mmBrakes:

Lotus Elise Rear Caliper Rebuild and Upgrade

This article originally contributed by 40mmBrakes ( http://40mmbrakes.auto.officelive.com/default.aspx )
===Pre-Warning===

'''Before you start taking things apart, first ensure that your calipers are servicable.'''
First make sure that you can remove the tiny grub screw that you can see in this photo. It needs a 4.5mm allen key which is a fairly unusual size.

[[Image:grubscrew.JPG]]

Unfortunately the grub screw sits deeply recesed in the boss of the caliper by 10-12mm. By the time your calipers reach an age where they would befefit from new seals, the thread in the boss has become so corroded that it's nigh-on impossible to remove the grub screw. The easiest solution is to take an angle grinder to the boss and remove the excess material. Cut the boss flush with the top of the grub screw. The heat generated by this also helps to free up the screw.

The other part to check is the 13mm bolt that holds the handbrake arm to the caliper. Make sure that this loosens ass it has a tendency to go soft and shear off.

Bear in mind that it's a straightforward job to refurb the sliders but examine your calipers carefully before attempting to replace the piston seals.

===Repair===

The service manual claims the [[Brembo Caliper]]s fitted to the rear [[brakes]] of the Elise are not fully serviceable.

These instructions were developed by disassembling and reassembling many calipers and are not perfect.

The Lotus Elise rear caliper is sometimes criticised as being too small. The rear caliper can be machined to accept a 38mm or even a 40mm piston and sleeve.

For the 38mm piston, you will need a Brembo 38mm seal, part number 05.5955.57

For the 40mm piston, you will need a Brembo 40mm seal, part number 05.5955.58

This conversion still allows the use of all the other standard size parts that come in the KC-83017 kit.

[[Image:Brembo_Caliper_6.JPG]]

== Procedure ==
=== Disassembly ===

[[Image:Brembo_Caliper_7.JPG]]

Unscrew piston as far as it will go using either a windback tool or stout needle nose pliers, one tip in each hole. Push in and rotate counter clockwise.

[[Image:Brembo_Caliper_8.JPG]]

As the dust boot stretches, pull it out of the groove.
The piston can be pried out with two screwdrivers. An internal snap ring holds it tightly, so be prepared to try a few times and apply some effort. Before it pops, it will feel “springy.” When the snap ring does pop, the piston will go flying, so put a rag over it to keep it from falling. You can use a socket on each side to support the screwdriver.

[[Image:Brembo_Caliper_9.JPG]]

Here’s the prying position (without the dust boot and rag). From this image you can get a perspective of how far up the piston will rise without coming out. The piston can also be removed with air pressure into the brake line supply inlet.

[[Image:Brembo_Caliper_10.JPG]]

Once the piston is out, do not turn the caliper over. There are several loose pieces inside that may fall out.

[[Image:Brembo_Caliper_11.JPG]]

Remove the dust boot.
With a 4mm allen key, remove the screw. This screw has an O-ring around the head, so do not reach in and use pliers. It is also held in with thread lock glue, so it feels a little stuck before it comes loose. It may also drag the whole way out. Use the proper allen key, since the metal is soft and you’ll easily round the hole.

[[Image:Brembo_Caliper_12.JPG]]

After the screw is removed, the threaded disc can be unscrewed and removed. This disc pushes on the inside of the piston when pulling on the parking brake.

[[Image:Brembo_Caliper_13.JPG]]

Without the disc, a ball bearing race, a snap ring, and two washers will be visible in the bore. Turn the caliper over to remove them.

[[Image:Brembo_Caliper_14.JPG]]

Here’s what will fall out:-

Ball bearing

Flat washer

Wave washer

Snap ring

[[Image:Brembo_Caliper_15.JPG]]

Removing the worm thread shaft is next.
Look down into the bore for the internal snap ring. It has several tabs bent to point up at you. With a flat screwdriver, pry the tabs at the ends of the snap ring towards the center of the bore and disengage it from the groove in the wall.

[[Image:Brembo_Caliper_16.JPG]]

Now the worm shaft (and snap ring) can be removed. Notice the tabs.

[[Image:Brembo_Caliper_17.JPG]]

Unscrew the hex stop peg in the boss of the caliper. You will need a 4.5mm allen key which is an uncommon size.

[[Image:Brembo_Caliper_18.JPG]]

Remove the parking brake lever, parking brake shaft dust seal, and push the shaft into the caliper body.
The flat washer tends to stick in the caliper, be sure not to miss it.

[[Image:Brembo_Caliper_19.JPG]]

Remove the ball bearing drive plate, the needle bearing, and the flat washer.
Remove the old piston seal.

=== Reassembly ===

[[Image:Brembo_Caliper_20.JPG]]

Install a new parking brake drive plate shaft O-ring, if needed.
Reinstall the flat washer, needle bearing, and ball bearing drive plate of the parking brake in the caliper body. Make note of where the three ball bearings are; you will need to mate them with the driven plate later.

[[Image:Brembo_Caliper_21.JPG]]

The internal assembly will go back together in this order:-

Wave washer

Flat washer

Ball bearing

Cone screw

Use some thread lock on the O-ringed screw on reassembly.
Install a new O-ring on the screw.

[[Image:Brembo_Caliper_22.JPG]]

To reassemble the caliper, insert assembly into the piston and snap the {coat-hanger quality) internal snap ring into the piston.

[[Image:Brembo_Caliper_23.JPG]]

The snap ring groove is just inside the piston.

[[Image:Brembo_Caliper_24.JPG]]

Take the internal snap ring with the tabs, point the tabs downward, and use the tabs to clip the snap ring into the bottom
edge of the piston.

[[Image:Brembo_Caliper_25.JPG]]

Then screw the worm shaft into the piston as far as it will go.
Install the new piston seal.

[[Image:Brembo_Caliper_26.JPG]]

Stretch the new dust boot over the bottom of the assembled piston, leaving the lower edge of the boot to hang down. You will have to hold the piston over the bore and insert the boot lip into the groove all the way around before inserting the piston into the bore. The boot should look even (no bumps) if done properly.
Make note of where the ball bearing detents are.

[[Image:Brembo_Caliper_27.JPG]]

This is the tricky part. With the boot in the groove, centre the piston to begin pushing it into the bore. Use a c-clamp with a socket covering the parking brake shaft sticking out the bottom, making sure the clamp is pushing the piston straight down. Besides the normal problem of getting past the boot lip and the seal, the driven plate detents and the drive plate ball bearings must mate, otherwise you will not be able to push the piston down far enough for the internal snap ring to find it’s groove.
If the clamp seems to come to a stop and you have not heard the snap ring snap into place, try to rotate the clamp to rotate the piston and line up the ball bearing detents.
A second way is to temporarily attach the parking brake lever under the clamp to rotate the lever, which will move the drive ball bearings back and forth to line everything up.
Rotate the lever clockwise when facing the lever, as this also screws the threaded shaft into the cone shaped washer (ensuring that the piston is not bottoming on the parking brake adjustment.)
In any case, the piston will seem to be very low, lower than the dust boot wrinkles, before the snap ring engages. If the snap ring does not engage, the parking brake system has nothing to push on to “disengage.”

Hint 1: A G-clamp may not provide sufficient force to engage the snap ring. It may take 2-3 tons of pressure on a bench press before you hear the snap ring click into position.

Hint 2: Sometimes you can't push on the brake lever arm with the C-clamp to insert piston, you need to take off the arm and push on casting using socket.

Hint 3: Tons of force may not really be necessary. There are two ways to do it even without a G-clamp. The first way is to wind in the worm shaft in to compress the spring - if you're lucky there will be enough friction to hold the spring compressed. Listen whilst you reassemble it in case it comes un-sprung. If it stays sprung, you should be able to get the snap ring to snap by hand pressure on the piston. Alternatively, mount the caliper in a vice. Using a pair of circlip pliers or whatever tool you use to retract the piston, wind the piston clockwise while at the same time applying a reasonable amount of pressure to drive the piston into the caliper. You should hear the circlip click in place.

When the snap ring engages, reinstall the hex head stop peg.
Using the parking brake lever, rotate the parking brake shaft while looking down into the stop peg boss. You will see the detent in the foot of the worm shaft. Screw in the stop peg so it engages the detent.
You can check the proper operation by now rotating the parking brake lever again (which will push the piston out) and then rotating the opposite direction (which should slightly pull the piston back in.) With larger swings of the lever, this becomes a ratcheting action, so repeated back and forth with the lever will eventually move the piston further and further out; if the snap ring is engaged properly, the piston will slightly retract after each lever movement.

[[Image:Brembo_Caliper_28.JPG]]
[[Image:Brembo_Caliper_29.JPG]]

Once installed, the new 38mm calipers look exactly like the standard system.

Notes:
The brakes usually have to bled twice. It seems that air is trapped in the piston (the recess for the threaded parking brake adjustment rod) that isn’t flushed out during caliper installation.
The O-ring screw is a 10-32 thread. About 10% of the time it breaks when trying to remove it.

[[Category:Brakes]]
[[Category:Lotus Elise]]
[[Category:S1]]
[[Category:S2]]

How to Rebuild a Brembo Caliper

2009-05-13T12:21:41Z

40mmBrakes:

Lotus Elise Rear Caliper Rebuild and Upgrade

This article contributed by 40mmBrakes ( http://40mmbrakes.auto.officelive.com/default.aspx )
===Pre-Warning===

'''Before you start taking things apart, first ensure that your calipers are servicable.'''
First make sure that you can remove the tiny grub screw that you can see in this photo. It needs a 4.5mm allen key which is a fairly unusual size.

[[Image:grubscrew.JPG]]

Unfortunately the grub screw sits deeply recesed in the boss of the caliper by 10-12mm. By the time your calipers reach an age where they would befefit from new seals, the thread in the boss has become so corroded that it's nigh-on impossible to remove the grub screw. The easiest solution is to take an angle grinder to the boss and remove the excess material. Cut the boss flush with the top of the grub screw. The heat generated by this also helps to free up the screw.

The other part to check is the 13mm bolt that holds the handbrake arm to the caliper. Make sure that this loosens ass it has a tendency to go soft and shear off.

Bear in mind that it's a straightforward job to refurb the sliders but examine your calipers carefully before attempting to replace the piston seals.

===Repair===

The service manual claims the [[Brembo Caliper]]s fitted to the rear [[brakes]] of the Elise are not fully serviceable.

These instructions were developed by disassembling and reassembling many calipers and are not perfect.

The Lotus Elise rear caliper is sometimes criticised as being too small. The rear caliper can be machined to accept a 38mm or even a 40mm piston and sleeve.

For the 38mm piston, you will need a Brembo 38mm seal, part number 05.5955.57

For the 40mm piston, you will need a Brembo 40mm seal, part number 05.5955.58

This conversion still allows the use of all the other standard size parts that come in the KC-83017 kit.

[[Image:Brembo_Caliper_6.JPG]]

== Procedure ==
=== Disassembly ===

[[Image:Brembo_Caliper_7.JPG]]

Unscrew piston as far as it will go using either a windback tool or stout needle nose pliers, one tip in each hole. Push in and rotate counter clockwise.

[[Image:Brembo_Caliper_8.JPG]]

As the dust boot stretches, pull it out of the groove.
The piston can be pried out with two screwdrivers. An internal snap ring holds it tightly, so be prepared to try a few times and apply some effort. Before it pops, it will feel “springy.” When the snap ring does pop, the piston will go flying, so put a rag over it to keep it from falling. You can use a socket on each side to support the screwdriver.

[[Image:Brembo_Caliper_9.JPG]]

Here’s the prying position (without the dust boot and rag). From this image you can get a perspective of how far up the piston will rise without coming out. The piston can also be removed with air pressure into the brake line supply inlet.

[[Image:Brembo_Caliper_10.JPG]]

Once the piston is out, do not turn the caliper over. There are several loose pieces inside that may fall out.

[[Image:Brembo_Caliper_11.JPG]]

Remove the dust boot.
With a 4mm allen key, remove the screw. This screw has an O-ring around the head, so do not reach in and use pliers. It is also held in with thread lock glue, so it feels a little stuck before it comes loose. It may also drag the whole way out. Use the proper allen key, since the metal is soft and you’ll easily round the hole.

[[Image:Brembo_Caliper_12.JPG]]

After the screw is removed, the threaded disc can be unscrewed and removed. This disc pushes on the inside of the piston when pulling on the parking brake.

[[Image:Brembo_Caliper_13.JPG]]

Without the disc, a ball bearing race, a snap ring, and two washers will be visible in the bore. Turn the caliper over to remove them.

[[Image:Brembo_Caliper_14.JPG]]

Here’s what will fall out:-

Ball bearing

Flat washer

Wave washer

Snap ring

[[Image:Brembo_Caliper_15.JPG]]

Removing the worm thread shaft is next.
Look down into the bore for the internal snap ring. It has several tabs bent to point up at you. With a flat screwdriver, pry the tabs at the ends of the snap ring towards the center of the bore and disengage it from the groove in the wall.

[[Image:Brembo_Caliper_16.JPG]]

Now the worm shaft (and snap ring) can be removed. Notice the tabs.

[[Image:Brembo_Caliper_17.JPG]]

Unscrew the hex stop peg in the boss of the caliper. You will need a 4.5mm allen key which is an uncommon size.

[[Image:Brembo_Caliper_18.JPG]]

Remove the parking brake lever, parking brake shaft dust seal, and push the shaft into the caliper body.
The flat washer tends to stick in the caliper, be sure not to miss it.

[[Image:Brembo_Caliper_19.JPG]]

Remove the ball bearing drive plate, the needle bearing, and the flat washer.
Remove the old piston seal.

=== Reassembly ===

[[Image:Brembo_Caliper_20.JPG]]

Install a new parking brake drive plate shaft O-ring, if needed.
Reinstall the flat washer, needle bearing, and ball bearing drive plate of the parking brake in the caliper body. Make note of where the three ball bearings are; you will need to mate them with the driven plate later.

[[Image:Brembo_Caliper_21.JPG]]

The internal assembly will go back together in this order:-

Wave washer

Flat washer

Ball bearing

Cone screw

Use some thread lock on the O-ringed screw on reassembly.
Install a new O-ring on the screw.

[[Image:Brembo_Caliper_22.JPG]]

To reassemble the caliper, insert assembly into the piston and snap the {coat-hanger quality) internal snap ring into the piston.

[[Image:Brembo_Caliper_23.JPG]]

The snap ring groove is just inside the piston.

[[Image:Brembo_Caliper_24.JPG]]

Take the internal snap ring with the tabs, point the tabs downward, and use the tabs to clip the snap ring into the bottom
edge of the piston.

[[Image:Brembo_Caliper_25.JPG]]

Then screw the worm shaft into the piston as far as it will go.
Install the new piston seal.

[[Image:Brembo_Caliper_26.JPG]]

Stretch the new dust boot over the bottom of the assembled piston, leaving the lower edge of the boot to hang down. You will have to hold the piston over the bore and insert the boot lip into the groove all the way around before inserting the piston into the bore. The boot should look even (no bumps) if done properly.
Make note of where the ball bearing detents are.

[[Image:Brembo_Caliper_27.JPG]]

This is the tricky part. With the boot in the groove, centre the piston to begin pushing it into the bore. Use a c-clamp with a socket covering the parking brake shaft sticking out the bottom, making sure the clamp is pushing the piston straight down. Besides the normal problem of getting past the boot lip and the seal, the driven plate detents and the drive plate ball bearings must mate, otherwise you will not be able to push the piston down far enough for the internal snap ring to find it’s groove.
If the clamp seems to come to a stop and you have not heard the snap ring snap into place, try to rotate the clamp to rotate the piston and line up the ball bearing detents.
A second way is to temporarily attach the parking brake lever under the clamp to rotate the lever, which will move the drive ball bearings back and forth to line everything up.
Rotate the lever clockwise when facing the lever, as this also screws the threaded shaft into the cone shaped washer (ensuring that the piston is not bottoming on the parking brake adjustment.)
In any case, the piston will seem to be very low, lower than the dust boot wrinkles, before the snap ring engages. If the snap ring does not engage, the parking brake system has nothing to push on to “disengage.”

Hint 1: A G-clamp may not provide sufficient force to engage the snap ring. It may take 2-3 tons of pressure on a bench press before you hear the snap ring click into position.

Hint 2: Sometimes you can't push on the brake lever arm with the C-clamp to insert piston, you need to take off the arm and push on casting using socket.

Hint 3: Tons of force may not really be necessary. There are two ways to do it even without a G-clamp. The first way is to wind in the worm shaft in to compress the spring - if you're lucky there will be enough friction to hold the spring compressed. Listen whilst you reassemble it in case it comes un-sprung. If it stays sprung, you should be able to get the snap ring to snap by hand pressure on the piston. Alternatively, mount the caliper in a vice. Using a pair of circlip pliers or whatever tool you use to retract the piston, wind the piston clockwise while at the same time applying a reasonable amount of pressure to drive the piston into the caliper. You should hear the circlip click in place.

When the snap ring engages, reinstall the hex head stop peg.
Using the parking brake lever, rotate the parking brake shaft while looking down into the stop peg boss. You will see the detent in the foot of the worm shaft. Screw in the stop peg so it engages the detent.
You can check the proper operation by now rotating the parking brake lever again (which will push the piston out) and then rotating the opposite direction (which should slightly pull the piston back in.) With larger swings of the lever, this becomes a ratcheting action, so repeated back and forth with the lever will eventually move the piston further and further out; if the snap ring is engaged properly, the piston will slightly retract after each lever movement.

[[Image:Brembo_Caliper_28.JPG]]
[[Image:Brembo_Caliper_29.JPG]]

Once installed, the new 38mm calipers look exactly like the standard system.

Notes:
The brakes usually have to bled twice. It seems that air is trapped in the piston (the recess for the threaded parking brake adjustment rod) that isn’t flushed out during caliper installation.
The O-ring screw is a 10-32 thread. About 10% of the time it breaks when trying to remove it.

[[Category:Brakes]]
[[Category:Lotus Elise]]
[[Category:S1]]
[[Category:S2]]

Brembo Caliper

2009-05-13T12:16:50Z

40mmBrakes: /* External links */

1. Give me a little Brake

2. Ugly Duckling Brakes

3. The Little Brakes That Could

What do a 1988 Renault Alliance, 1992 front wheel drive Dodge Monaco, a Lotus Elise, and a non-ABS Gen 1/2 Dodge Viper have in common? Would you believe the rear brakes?

[[Image:Brembo_Caliper_1.JPG]]

When Bob Lutz, Tom Gale and Francois Castaing created their vision of a supercar, they explored the contents of the Renault parts bin, where Castaing had been technical director for motorsport programs. Renault used a Brembo single piston disc brake caliper that cleverly incorporated the parking brake and eliminated the need and weight of an additional secondary brake. The unit is small and compact, and actually weighs less than the aluminum 4-piston Brembo caliper on the front of a Viper.

To reach over the much thicker Viper brake rotor, the casting was stretched almost a half inch, but otherwise the mounting hardware, internal parts, the 36 mm diameter brake piston, and all replacement rubber parts were the same.

Internal parts?

[[Image:Brembo_Caliper_2.JPG]]

There are quite a few internal mechanical parts to enable the parking brake to engage and disengage, clamp tightly on the rotor, and to advance the piston when the brake pads wear. For smooth operation and long life, the parking brake arm rotation advances the piston against a needle bearing supported thrust washer. Pulling on the parking brake handle rolls three ball bearings up internal ramps to provide tremendous mechanical leverage and act like small doorstops to keep the parking brake engaged. The rod that actually forces the brake piston against the pad and rotor is threaded so that each application also adjusts the system for pad wear. The rod rotates easily by rolling on a 6-ball caged bearing. All of these parts are internal, bathed in brake fluid, and held captive by a snap ring in the piston and another deep in the casting, requiring both the caliper and piston to be significantly deeper than a non-parking brake caliper.

The caliper is mounted to the upright with two bolts. The larger M10 hex head bolt (15mm socket) rides inside a greased, steel sleeve to keep the caliper floating perpendicular to the rotor and to absorb the torque when applying the brakes. A smaller M8 socket head cap screw (6mm allen) also runs through a steel sleeve, but with a rubber guide and an internal Teflon slide.

Together they align the caliper for even pad wear and allow the caliper to slide side-to-side as the brakes are applied and released.

There are some particular service concerns to pay attention to. The intricate internal parking brake parts are susceptible to rust and may experience some sticking when water inevitably sneaks into the system. Flush your brake fluid regularly.

Also, the rubber boot protecting the inner end of the greased steel sleeve is frequently abraded by brake pad material, and without protection from the elements, the side-to-side sliding action can get rough and cause unusual pad wear. As with any brakes, track use will often harden the piston dust boot, allowing road grit between the piston and seal. When the dust boot can’t protect the piston, leaks are only a matter of time.

[[Image:Brembo_Caliper_3.JPG]]

So what can you do if your calipers need a little TLC? Don’t look for help from the service manual, there are no instructions! Your friendly Dodge parts manager can’t help either, since individual parts are not available. Your only option through Dodge is to purchase the complete caliper, which carries a list price of around $450.

== Servicing ==

'''UK Parts'''

A Brembo slider repair kit is available from Renault dealers (part number 7701205496) for £30+VAT. A piston seal kit is also available (part number?) and complete kits that include everything. Bleed nipples are 10mm and common with most Ford calipers (available from most motor factors).

'''US Parts'''

The Do-It-Yourself secret is to ask for Renault parts! If you need a dust boot, look for Auto Specialties part KC-83017 (about $6). For the mounting bolts, slide boots, and other external rubber parts, ask for the Mopar brake attaching kit PN 4423504 (about $70.) The OEM 36mm piston seal is Brembo part number BRE05.5955.56 (around $11.) For internal parts, purchase a remanufactured Dodge Monaco caliper for around $100 and transfer the parts needed over to your Viper caliper. Make sure you get the side you want – the left and right calipers are mirror images inside and out!

If you drive with the spirit that the Viper was intended, you may have noticed how often one or both of the front tires lock up and slide. Unfortunately, for all the engineering that Brembo put into the rear brakes, the Renault-size brake piston leaves the brake bias excessively towards the front. Testing in a 1994 RT/10 showed that with the front tires doing most of the work, braking performance was limited to a tepid 0.8 G’s before skidding. Not very super performance, is it?

== Upgrades ==

To improve a Viper’s stopping capability, you don’t need to spend thousands of dollars on massive 4-piston rear calipers, permanently cut up the rear suspension upright to make them fit, adjust them with an add-on proportioning valve, and give up your parking
brake… although it would look great (and weigh more!) The OEM calipers can be bored out to a larger size (just like an engine block) and the pistons can be sleeved to fit (as is done in auto restoration efforts.) The casting accommodates a “plus two”-size larger 40mm piston (Brembo parts come in even sizes, so 36mm to 38mm to 40mm is two steps), which increases the rear brake clamping force by 23%.

[[Image:Brembo_Caliper_4.JPG]]

This nicely complements the front brakes and allowed the same ’94 RT/10 to improve to over 1.0 G’s braking using the same brake hoses, pads, and mounting hardware. It is an easy two-three hour job for the DIY owner and retains the stock look, fits under the original wheel sizes and is externally undetectable. Best of all, the testament to “this is how Viper brakes should have been from the factory” is that they do not add points in the Viper Days Clas Matrix.

[[Image:Brembo_Caliper_5.JPG]]

The oldest Vipers are now approaching their 15th birthday, so it’s time to start preparing for the inevitable round of gathering hard-to-find parts. If you have any caliper questions, need sources for those small missing or broken brake parts, or are considering a rebuild or resize, share your questions and answers on the Viper Club website forums. My display name is Tom, F&L GoR and I’ll be happy to help. And yes I wish they looked nicer, but as ugly ducklings they can still do the job!

Original article Tom Hayden 1Oct06

== External links ==
* http://www.brembo.com/ENG

[http://www.elise-shop.com/index.php?main_page=product_info&products_id=642 Rear Caliper Overhaul kit]

[http://www.elise-shop.com/index.php?main_page=product_info&products_id=533 Rubber Slider Seals]

[http://www.40mmbrakes.auto.officelive.com/default.aspx General Brembo Caliper Information]

[[Category:Brakes]]
[[Category:Lotus Elise]]
[[Category:S1]]
[[Category:S2]]