While we do our best to keep inventory in stock, some pads may need to be special ordered from Japan. Delivery times can vary from 2 weeks to 4+ weeks depending on stocking location and inventory.
ME22 was developed from the ME20 base compound for sprint race, rally and semi-endurance applications. The material offers an average friction co-efficient slightly lower than ME20. ME22 exhibits a flat predictable torque curve for optimum modulation. Very good pedal feel with good initial bite. ME22 will suit drivers that prefer to use relatively high pedal pressures while maintaining good control and modulation. ME22 has a good heat range with brake performance and pedal feel remaining superb even at disc temps of 550-700 deg C. The material works from cold and reaches its optimum working temperature after just a few brake applications. A good choice for light to medium weight race cars that run OE brake boosters.
- Pad Composition: Ceramic-carbon-metallic
- Category: Track/Circuit/Rally
- Heat range: 302 - 1472F (150 - 800C)
- Friction rating: 0.33-0.38µ
Info corner - How friction materials work:
Brakes convert the kinetic energy of a moving vehicle into heat. The simplest way for a brake system to absorb kinetic energy is to break mollecular bonds in the rubbing surfaces of the brake pads and rotor. This is called "abrasive friction" (think sand paper). As the pads act on the rotor as an abrasive, both the rotor and pads wear agressivly, turning the pad and rotor into brake dust.
A more sophisticated way to absorb kinetic energy is "adhesive friction" (think sticky). In order to achieve adhesive friction, a proper bedding procedure must used to heat up the brake pads enough to transfer/smear a thin film of friction material from the brake pad to the surface of the rotor. Typically a properly bedded pad/rotor will exibit a darker hue on the rotor surface (a blueish look) which is actually a thin layer of brake pad material. As the rotor is squeezed between the cold rotor and pad, heat generated causes the thin layer of pad material to become sticky. Now instead of grinding the pad away at the surface of the rotor, the pad actually drags on the sticky layer of material on the surface (like dragging a post-it across a table). Adhesive friction relies on the surface properties of the friction material and transfer film buildup. The pads wear relatively slowly (just enough to keep a supply of adhesive materials at the surface) as they are not being ground away like typical brake pads. While in some ways more finicky than standard abrasive-type pads (requiring a maintained transfer layer to work optimally), they are in nearly every way superior from lower brake dust, to less pad and rotor wear.