StopTech

1805 South Wilmington Ave

Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Centric/Stoptech Link Brake Dynamometers

Overview:
Centric and Stoptech currently operate three Link Brake Dynamometers, each built with state-of-the-art
technology for performing input and output tests on hydraulically actuated brake assemblies. Two
dynamometers are fully-contained NVH enclosures, while the 3rd dynamometer is a smaller setup focusing on
simulated inertia tests. The dynamometers’ designs along with preset test parameters provide optimal
correlation to actual field operating conditions. All primary operating functions are performed at the
dynamometer computer station, including selection of test parameters, control modes, display of pertinent
data, monitoring of all test functions, and execution of desired test protocols.

The Model 3900 NVH brake dynamometer is able to monitor noise and vibration data during testing of corner
and axle type brake fixtures. Simulating a wide range of brake noise issues is made possible by the
dynamometer’s technology which allows for optimal correlation to actual operating conditions. The brake test
cell is completely separate from the dynamometer drive and support systems to isolate any outside noise and
vibration, making the dynamometer ideally suited for brake noise testing. Low frequency noise testing is
made possible by the double-wall enclosure which provides a high transmission loss, and the walk-in style
chamber can accommodate full vehicle corner sections and axle fixtures as well as conventional corner
groups.

Link 3900 NVH Dynamometers:

Link 3900 NVH Dynamometer Link 3900 NVH Dynamometer

Serial Number 261786 Serial Number 281965
Dyno #1 Dyno #2

StopTech Testing Department Page 1 3/23/2016

 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Link 3900 NVH Dynamometers:

Two of the dynamometers used by Centric and Stoptech are Link 3900 NVH Dynamometers.
• Dyno #1 – Link 3900 NVH Dynamometer – Serial Number 261786

• Dyno #2 – Link 3900 NVH Dynamometer – Serial Number 281965

Dynos #1 and #2 are very similar in that they are identical NVH enclosures, however Dyno #2 incorporates
several additional features over Dyno #1:
• Dyno #2 has a low-speed Static Torque system powered by a 6200 Nm motor capable of maintaining
consistent low shaft speeds between 0-17 rpm.

• Dyno #2 has parking brake testing capabilities, and can be coupled with the Static Torque system to
test parking brake hill-hold scenarios.

• Dyno #2 has additional inertia capabilities allowing larger corner groups such as a Ford F250 or
F350, LC200 armored platforms, Sprinter Vans, and even drum brakes and full rear axles to be
tested. Refer to the comparison table on the following page for itemized technical specifications for
each dynamometer.
Link 3000 Inertia Dynamometer:

Link 3000 Inertia Dynamometer

Serial Number 310713
Dyno #3

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Brake Dynamometer Technical Specifications:

The following is a list of technical specifications for the three Centric/Stoptech Link Brake Dynamometers:
Parameter Dyno #1 Range: Dyno #2 Range: Dyno #3 Range:
Pressure Control 0 – 206 bar 0 – 206 bar 0 – 206 bar
Rotating Torque 0 – 5650 N-m 0 – 11297 N-m 0 – 5600 N-m
Cooling Air Speed 0 – 150 mph 0 – 150 mph 0 – 45 mph
Fluid Displacement 0 – 32 cm3 0 – 32 cm3 0 – 32 cm3
Rotational Speed 2800 rpm 2800 rpm 2000 rpm
Stationary Temperature (qty. 4) 1000°C 1000°C 1000°C
Rotating Temperature (qty. 4) 1000°C 1000°C 1000°C
Cooling Air Temperature 100°C 100°C 100°C
Cooling Air Humidity 100% RH 100% RH 100% RH
Dynamometer Inertia 10.033 – 180.23 kg•m2 10.033 – 271.16 kg•m2 10.033 – 127.96 kg•m2
Parking Brake Force -- 3350 N --
Parking Brake Stroke -- 100 mm --
The NVH configuration of the Dynamometer provides six (6) channels for noise and vibration measurement.
The NVH module is tied in to the ProLink software package to allow noise and vibration events to be logged
simultaneously with stop data.

Inertia Simulation Feature Explained:

In order to accommodate a range of inertias representing specific vehicle corner groups, the Link 3900 and
3000 Dynamometers are equipped with a feature called ISIM, or Inertia Simulation. This feature utilizes two
powerful AC motors that work to take up a given portion of vehicle inertia by force addition or subtraction of
the inertia load. This system accounts for the fact that inertia force is a result of both angular velocity and
moment of inertia of the plates directly installed on the dynamometer shaft. Past inertia strategies
incorporated many plates in ranges of thicknesses representing small increments for the best approximation.
Now, only 3 plates of equal thickness and weight are needed, and the AC motors are able to correct to the
calculated required test inertia, provided this inertia is within machine specifications.
• For example:
o Calculated Required Inertia for Ford Taurus D601 platform – 84.71 kg•m2
o Actual Installed Dyno Inertia for Ford Taurus D601 platform – 81.23 kg•m2 (1 plate)
o ISIM requirement – 3.48 kg•m2 (to be dynamically added to installed inertia)

• Testing of corner groups in one of the specific dynos is determined based on the final inertia required
for the specific platform.
o Additional Dyno #2 inertia allows for testing of larger, heavy-duty platforms such as a Ford
F250 or F350, LC200, or other armored vehicle platforms.

Calibration Schedule:
All three brake dynamometers are calibrated with Link on a yearly basis, and these calibrations cover every
sensor on the dynos. The last calibration was performed in July 2015, and these reports can be made
available upon request. Additional dyno calibrations for the 2016 year are scheduled to occur in July pending
Link technician availability.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Additional Dynamometer Photos:

HVAC ducts that supply fresh

ambient air to the dyno as well
as exhaust fumes and
particulates from the dyno cell.
Exhaust ducts are passed
through 12 micro-particle filters
prior to exhausting to
atmosphere to ensure air being
exhausted is clean. Adjustable
dampers can allow for air to be
recirculated as well.

A typical corner group assembly

installed in the dyno. This
particular corner group uses an
OE upright to locate the caliper
and rotor relative to one another,
and provides a closer simulation
of braking performance when
compared with the universal
fixtures.

The versatile test sled is able to

accommodate a full vehicle axle
in the test cell. Here a rear axle
is shown prior to performing
testing on the parking brake
system.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Parking Brake test fixture used

to activate parking brake. Cable
is attached to load cell, and
pneumatic linear actuator
applies controlled parking brake
stroke. Linear potentiometers
measure the stroke and the load
cell measures the cable force.

A dual-ended test fixture that

allows testing of two corner
groups simultaneously.
Universal 2-piece fixtures can be
made to accommodate various
caliper designs and
manufacturers, as well as rotor
sizes. Split ducts provide
cooling air to each corner
separately.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

A close-up view of the universal

2-piece caliper fixture. These
can be designed for specific
applications, in this case a
Stoptech ST60 caliper and 2-
piece AeroRotor.

The dyno consists of one fixed

inertia plate, and 3 additional
inertia plates that can be added
if more inertia is required. The
powerful AC infinitely variable
speed motors are capable of
adding and/or subtracting force
on the inertia load to account for
the differences between the
plates, making it possible to test
any specific inertia between the
minimum and maximum
allowable inertias.

Static Torque drive system

installed on Dyno #2. System is
used for low-speed testing
typically applied to Parking
Brake systems. Motor is a 6200
Nm motor capable of
maintaining constant dyno shaft
speeds of 0-17 rpm.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Fixture Types Used:

Two distinct fixture types are employed in Centric / Stoptech friction couple testing:
• 2-piece Tailstock Adapter
• Vehicle-specific Upright

2-Piece Tailstock Adapter:

This fixture type utilizes a universal tailstock adapter in combination with a specific rotor hub and caliper
bracket designed for a specific application. Both components can be designed to suit specific vehicle
applications, and Stoptech oversees the design and production of these fixtures. Example photos of
representative rotor hubs and caliper brackets can be seen below.

Rotor Hub and Caliper Bracket for use with a Ford Taurus D601 application.

Rotor Hub and Caliper Bracket for use with a Ford F250 D756 application.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Vehicle-Specific Upright:
This fixture type utilizes a complete vehicle upright combined with structural members to provide a rigid fixture
most closely resembling an on-vehicle application. Vehicle uprights provide the most accurate representation
of NVH characteristics during testing, and also allow parameters like residual drag torque to be factored in
due to upright bearing design or geometry. Stoptech possesses the ability to design and oversee the
manufacture of vehicle-specific upright fixtures for an array of applications, including street and race.
Example photos of representative vehicle-specific upright fixtures can be seen below.

Vehicle-Specific Upright for Stoptech STR60GT Caliper development testing.

Vehicle-Specific Upright for Corvette Z06 D1247 pad shape applications.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Common Test Scripts:

The charts below illustrate some of the common test scripts utilized during testing at the Stoptech facility.
These tests make up the majority of testing performed by Stoptech and Centric, however additional scripts
can be written to tailor testing to specific applications or purposes.

Brake Pad / Rotor Testing

Test Estimated
Test Purpose: Data Output: Test Requirements:
Description: Dyno Time:
A noise matrix to identify high
frequency squeal-type noise Number of
occurrences for passenger car Noise
SAE J2521 - and light truck vehicles. Events; Avg
30 hrs
Noise Matrix Squeal is defined as a noise Pad Wear;
event greater than 70dB Max Rotor
occurring between 2000 and Wear --The SAE J2521 must utilize an NVH
16,000 Hz for disc brakes. dyno to isolate testing NVH. The Drive
Cycle and SAE J2522 and 2707A tests
A simulated city-traffic test can be run on a standard friction dyno.
consisting of a Pre-Wear ramp
section, and ten 100 stop
Avg Mu; Avg
sections. This sequence is
4000 Stop Pad Wear; --Each test requires definition of a
repeated 4 times. The 100 80 hrs
Drive Cycle Max Rotor caliper, rotor, and brake pad. Part
stop section is a set of random
Wear numbers should be submitted to the
stops from different speeds
and set points, taken directly testing department at the time of the
from a vehicle. test request submittal.

An effectiveness evaluation to
assess specific friction
material characteristics when --Vehicle parameters (form to fill out
Avg Mu Fade available upon request) for the desired
subjected to a series of
1; Avg Mu friction couple need to be submitted.
different pressures, speeds,
SAE J2522 w/ Fade 2; Avg
and temperatures. The MOT
MOT 22 hrs Mu Full Test;
test is performed at the
(AK Master) Avg Pad
conclusion of the SAE J2522,
Wear; Max --All test sample components are
and serves to define the
Rotor Wear measured for overall thickness before,
Maximum Operating
Temperature of the friction during, and after tests per the specific
material. test requirements. This data is used to
calculate wear rates on both the friction
and rotor samples.
A wear test at various Avg Pad
temperatures. Pads are Wear Full
subjected to 100°C-500°C Test; Avg
SAE J2707A 150 hrs
stop sections to qualify the Pad Wear by
pad material's behavior at Section; Max
elevated temperatures. Rotor Wear

Note: The above 4 tests represent the Centric / StopTech Friction Testing Suite for brake pads and rotors. Friction
materials tested are typically subjected to all 4 tests (new friction couples used in each test). D601, D562, D756, D931
are the most common fixtures used by StopTech. Fixtures for pad shapes or corner groups not satisfying these pad
shapes will need to be investigated by the Testing and Engineering teams, along with the testing requirements.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Brake Shoe / Drum Testing

Estimated
Test Test Purpose: Completion Data Output: Test Requirements:
Description: Time:
A noise matrix to identify high
Number of
frequency squeal-type noise
Noise
occurrences for passenger car
SAE J2521 - Events; Avg
and light truck vehicles. 30 hrs --The SAE J2521 must utilize an NVH
Noise Matrix Shoe Wear;
Squeal is defined as occurring dyno to isolate testing NVH. The Drive
Max Drum
between 500 and 17,000 Hz Cycle and SAE J2522 tests can be run
Wear
for drum brakes. on a standard friction dyno.

A wear test performed at

various Initial Brake
Avg Beff; Avg
Temperatures. 1000 stops --Each test requires definition of a
Shoe Wear;
SAE J2707 are performed at 100C, 200C, 144 hrs drum, and brake shoe. Part numbers
Max Drum
250C, and finally 500 stops should be submitted to the testing
Wear
are performed at 300C, 100C department at the time of the test
and 200C (4500 total stops). request submittal.
A friction comparison study
that describes the influence of
Avg Beff
pressure, temperature, and --All test sample components are
Fade 1; Avg
linear speed on the coefficient measured for overall thickness before,
Beff Fade 2;
of friction of a specific friction during, and after tests per the specific
Avg Beff Full
ISO 26867 couple. Initial brake 20 hrs test requirements. This data is used to
Test; Avg
temperature is used as the calculate wear rates on both the friction
Shoe Wear;
control in the Fade sections to and drum samples.
Max Drum
ensure repeatable results
Wear
across various dynamometer
cooling systems.

Note: The above 3 tests represent the Centric / StopTech Friction Testing Suite for brake shoes and drums. Friction
materials tested are typically subjected to all three tests (new friction couples used in each test). StopTech currently only
has the capability for the S514 shoe to be tested.

Vehicle System Validation Testing

Estimated
Test Test Purpose: Completion Data Output: Test Requirements:
Description: Time:
Brake corner assemblies are
tested for overall brake output,
friction material effectiveness,
FMVSS Varies by
and corner performance. This 28 hrs Varies by test.
105/135 test.
procedure is applicable to all
passenger cars and light
trucks up to 3500kg of GVWR.
Simulations can be derived
from various TUV test
protocols/standards and
implemented in the
Simulations of Varies by Varies by
dynamometer. Vehicle corner Varies by test.
TUV Tests Test test.
assemblies are typically tested
to ensure better data
correlation with real-world
applications.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Police Vehicle Friction Screening

Estimated
Test Test Purpose: Completion Data Output: Test Requirements:
Description: Time:

A noise matrix to identify high

frequency squeal-type noise Number of
occurrences for passenger car Noise
SAE J2521 - and light truck vehicles. Events; Avg
30 hrs
Noise Matrix Squeal is defined as a noise Pad Wear;
event greater than 70dB Max Rotor
occurring between 1000 and Wear
18,000 Hz for disc brakes.

A friction comparison study

that describes the influence of
--The SAE J2521 must utilize an NVH
pressure, temperature, and Avg Mu Fade
dyno to isolate testing NVH. The Drive
linear speed on the coefficient 1; Avg Mu
Cycle and SAE J2522 tests can be run
of friction of a specific friction Fade 2; Avg
on a standard friction dyno.
ISO 26867 couple. Initial brake 20 hrs Mu Full Test;
temperature is used as the Avg Pad
control in the Fade sections to Wear; Max
ensure repeatable results Rotor Wear
--Each test requires definition of a rotor,
across various dynamometer
and brake pad. Part numbers should be
cooling systems.
submitted to the testing department at
the time of the test request submittal.
A block wear evaluation
performed at various Initial
Brake Speeds, Temperatures,
and Deceleration rates. Test --All test sample components are
Avg Mu; Avg
sections are derived from measured for overall thickness before,
Pad Wear;
SAE J2707B various driving scenarios such 100 hrs during, and after tests per the specific
Max Rotor
as Town, Highway, and test requirements. This data is used to
Wear
Country Road. Components calculate wear rates on both the friction
are analyzed for wear and and rotor samples.
Friction Coefficient
characteristics.

A dyno simulation of the

FMVSS 135 vehicle test. Avg Mu; Avg
Results provide a laboratory Pad Wear;
simulation of the corner group Max Rotor
SAE J2784 8 hrs
tested, and can be used to Wear;
predict vehicle performance Stopping
for the specific rotor and Distances
friction type tested.

Note: The above 4 tests represent the Centric / StopTech Friction Testing Suite for screening friction for Police
applications. Friction materials tested are typically subjected to all four tests (new friction couples used in each test).
StopTech currently has the capability to test a wide array of specific Police vehicle applications.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Miscellaneous Dyno Testing

Estimated
Test Test Purpose: Completion Data Output: Test Requirements:
Description: Time:
Noise
Events; Avg --Must utilize an NVH dyno to isolate
Mu Fade 1; testing NVH for the SAE J2522 test.
Avg Mu Fade
Used primarily on race friction
2; Avg Mu
materials to classify how the
AK; Avg Pad --Requires definition of a caliper, rotor,
coefficient of friction varies
Wear AK; and brake pad. Part numbers should be
SAE J2522 w/ across temperatures and
Max Rotor submitted to the testing department at
NVH; RF apply intensities. An MOT test 36 hrs
Wear AK; the time of the test request submittal.
Master; MOT is performed at the conclusion
Avg Mu RF
to identify the friction
Master; Avg
material's Maximum Operating
Pad Wear --Vehicle parameters (form to fill out
Temperature.
RF; Max available upon request) for the desired
Rotor Wear friction couple need to also be
RF; MOTi; submitted.
MOTe
A maximum stopping intensity
test used to verify the friction
couple's ability to withstand
repeated stops at maximum --Requires definition of a caliper, rotor,
intensity. 20 Stops are Visual and brake pad. Part numbers should be
performed from the inspection of submitted to the testing department at
application's maximum speed rotor and/or the time of the test request submittal.
at a 1.3G decel rate. A drive array
High Load 12 hrs
second section performs two hardware for
stops from the application's deformations,
maximum speed at a 1.0G cracks, and --Vehicle parameters (form to fill out
decel rate; stop 1 has an IBT damage. available upon request) for the desired
of 100C, and the 2nd stop is friction couple need to be submitted.
performed immediately
following stop 1. This cycle is
repeated 20 times (40 stops)
--Requires definition of a caliper, rotor,
and brake pad. Part numbers should be
submitted to the testing department at
the time of the test request submittal.
Simulated braking events are
created based on vehicle data
taken from various tracks --Vehicle parameters (form to fill out
across the U.S. Linear speed, available upon request) for the desired
Track Varies by
application intensity, and 4 hrs friction couple need to be submitted.
Simulations test.
deceleration are recorded
from a vehicle and exported
into custom dynamometer --Typically vehicle data collected from
scripts. test sessions at a race track is needed.
StopTech does have data from various
circuits across the United States
however, and can use this data for
certain tests.

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 StopTech
1805 South Wilmington Ave
Compton, CA 90220
Phone: (310) 933-1100
Fax: (310) 933-1108

Miscellaneous Dyno Testing Continued

Estimated
Test Test Purpose: Completion Data Output: Test Requirements:
Description: Time:
--Must utilize an NVH dyno for setup of
the Capacitec sensing system.
Capacitive sensors are used to
Quantifies the amount of
measure the position of the rotor
deflection present in the rotor
surface relative to the fixed sensor
during a stop event. 5 stops
Deflection of during braking events.
are performed from 286-20kph
rotor during
at 0.5G, with an IBT of 50C for
stops; max
Rotor each stop. A second section
12 hrs deflection of --Requires definition of a caliper, rotor,
Deflection of 15 stops is repeated 3 times
rotor during and brake pad. Part numbers should be
(45 stops). Stop 1 has an IBT
testing; Max submitted to the testing department at
of 50C, and stop 2 has a cycle
rotor temp the time of the test request submittal.
time of 60 sec. Both stops are
performed from 100-20kph at
0.5G.
--Vehicle parameters (form to fill out
available upon request) for the desired
friction couple need to be submitted.

Quantifies the relationship

between caliper internal
pressure and fluid --Must retain pistons in caliper and
displacement (pressure vs prevent them from extending under
PV Curve PV Curve of
volume). Helps identify 1 hr pressure. Custom blocks that fill the
Testing caliper
internal performance caliper pad cavity can be made for
characteristics of calipers specific calipers not previously tested.
(seal groove and seal
designs).

Various tests can be Hill Hold,

performed on parking brake Grade, Brake --Requires use of Parking Brake
Parking Brake Varies by
assemblies, such as hill hold Torque in Fixture, and can be used with full
Testing Test
tests and maximum grade Reverse / vehicle axles if necessary.
calculations. Forward

--Requires definition of a caliper, rotor,

and brake pad. Part numbers should be
Visual
Subjects rotor to thermal submitted to the testing department at
inspection of
shock through high energy the time of the test request submittal.
Rotor Crack rotor
input stops and cooling cycles. 80 hrs
Testing throughout
Demonstrates rotor’s ability to
test for signs
resist cracking. --Vehicle parameters (form to fill out
of cracking
available upon request) for the desired
friction couple need to be submitted.

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