![]() ![]() For a moment, it looks like a Star Wars lightsaber is firing around the disc. The interlayer acts like a flexible bond to relieve the differential thermal extension of gray iron and tungsten carbide, which is then applied in a spectacular manner: a high-velocity oxy-fuel spraying process shoots tungsten carbide particles at the disc at supersonic speeds. A gray-iron disc was laser-processed to offer structure, then galvanized with an interlayer. But following a lengthy series of tests in close collaboration with Bosch/Buderus, Porsche made a breakthrough. Moreover, the technology wasn’t sufficiently advanced to bind tungsten carbide to a substrate-such as gray iron. Simply put, a brake disc made entirely of tungsten carbide would cost as much as several sets of ceramic brakes. For why shouldn’t tool steel with a century-long track record work just as well for a brake disc? The solution was obvious to Leber and his team: a carbide coating. But there was a need for a hybrid of these two types-for those especially powerful Porsches that don’t necessarily hit the racetrack every day. Modern gray-iron brakes are no slouch either. One example would be the Porsche Ceramic Composite Brake (PCCB), which is a master at deceleration and the absolute benchmark in its field. New technology developed for racing is often transferred to road vehicles. They’re the product of dedicated development work. Amazing developments don’t just fall from the sky. Otherwise we would have offered it ages ago,” says Leber. “But believe me, it was a long road getting here. What would happen if there were a brake that functioned nearly as well as a ceramic brake and had the same thermal stability but cost only about one-third as much, didn’t need racing pads, showed much less wear than a conventional gray-iron brake, produced hardly any brake dust, and didn’t rust? That sounds like alchemy-yet it’s serious technology from Porsche. Tungsten carbide is one of the hardest materials in the world after diamond, and around ten times harder than gray cast iron-which is precisely what makes it so interesting to brake engineers. Tungsten and carbon form a mixed crystal so hard that it can be used to cut glass. Its surface consists of tungsten carbide (chemical formula: WC). The Porsche Surface Coated Brake (PSCB), which is celebrating its debut as a standard feature in the new Porsche Cayenne Turbo, is nothing less than a worldwide first. But regardless of how attractive this brake is, the most important thing about it is its performance. Tungsten carbide doesn’t rust or tarnish. Even though it’s used, it could be mounted on the wall like a mirror. He gazes proudly at an impeccably clean and sparkling brake disc. The name is an acronym for wie Diamant, which is German for “like diamond.” Leber is very well versed in materials and their properties. ![]() Developed in the early twentieth century, this was the trade name for an amazingly hard material with a crucial main component: tungsten carbide. As a mechanical engineer and brake expert at the Porsche Development Center in Weissach, he’s able to develop future-oriented products precisely because he’s familiar with the past. The Porsche Surface Coated Brake (PSCB) will debut as a standard feature of the new Cayenne Turbo.Įver hear of WIDIA? Dr. ![]() It doesn’t rust and produces hardly any brake dust. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |