"Maverick was left without brakes due to an overheating of the hydraulic system"

Juan Martínez, former World Championship mechanic chief and head of Andreani MHS Ibérica, explains the failure in the Yamaha that forced Viñales to jump at 220 km / h

The image of Maverick Viñales throwing himself at 220 per hour from his Yamaha at the end of the Red Bull Ring straight has been around the world. Fortunately, the Spaniard was unharmed for the second Sunday in a row, but in his box they are very concerned about a mechanical failure that also condemned the career of Fabio Quartararo, another with Yamaha. Valentino Rossi, who had previously had problems in this regard, this time he did not, probably because he chose to mount the larger pads that Brembo brought for this occasion. Speaking with Juan Martínez, former World Championship mechanic chief (Gibernau or Hayden, among others, and suspension technician for Doohan or Rossi), head of Andreani MHS Ibérica and commentator for Dazn, he gives a masterclass for all audiences with which understand what happened: "In short, Maverick was left without brakes due to an overheating of the hydraulic system."

But Martínez has time to elaborate: “The Maverick men were the only ones who had no problems and that is what made things difficult for them, because they led them to mount different brakes and it became difficult for them in the race, because riding with others and others the brake reached more temperature than usual. When Maverick says he runs out of touch on the brake that's overheating. It is not due to oxidation of the material or anything. Passing the oxidation point of the material can cause the brakes to disintegrate. But here it seems that this has not happened but something else and is that, for whatever reason, the brake system has not cooled. In other words, it has been having an excessively high residual temperature, which has affected the hydraulic system, which, as the cam has re-inflated, touched Maverick on the semi-handlebar, and did not brake. ”

Temperatures… Let's go with figures: “To find stable performance with carbon brakes, they need to have a temperature above 300 degrees. Until Márquez recently did it, carbon discs were not used in the wet, because there was a very wide difference between the maximum temperature peak and the minimum temperature peak. This meant that they did not give stability to the behavior and the pilots preferred to use the steel discs. When Marc made it fashionable to use carbon ones in the wet, then disc covers appeared to keep the temperature of the discs a bit more stable and already guarantee that even in the wet they can be around that temperature. To go over the temperature, you would have to go above 800 degrees continuously, but I don't think that's what happened to Maverick, because that leads to a material resistance problem and the discs or pads exploding " . Y

What happened then? Juan Martínez's theory is: “What happened to Maverick is that the hydraulic system overheated, and that happens because the calipers and the rest of the braking components do not dissipate the temperature. They do not dissipate means that they do not help to lower the average operating temperature. It is not the peak of 800 degrees of the discs, but if you are making the hydraulic system work above 100 degrees, the fluid plus the calipers, the hose ... When you get to the box the hydraulic system is at 100 degrees, because that is its residual temperature more or less. The problem is that when you go over the residual temperature and all of that heats up excessively, because that way the system doesn't help the pads grip the disc and can slow down the bike. That happens with a street motorcycle on a mountain road if you practice sport riding, and you end up noticing that the touch is spongy. That's what happened to Maverick. ”

According to Juan, the system sometimes works even above those 100 degrees on average: “At Brembo I have seen temperatures above 130 or 140 degrees from the system and the brakes kept working. That means that here they have gone above that average temperature figure. The average working temperature of the Maverick brake system has been very high and this has caused the components to not work correctly. ”

The key is the system as a whole: “The pads and calipers are the friction material. There are increasingly larger air ducts to the calipers and that is to lower the average temperature of the hydraulic system. It is not for cooling the pills. What you want with that is to cool the caliper more than the pickup. When the system heats up, the calipers are too hot, causing them to fail and the hose to re-inflate. If the hose re-inflates due to excess temperature, no matter how much you force the brake lever, you take it to the semi-handlebar and it does not press on the brake. ”

His summary is that, “from Maverick's observations, saying that the cam reaches the semi-handlebar, this is an overheating of the hydraulic system. When can it be given? When the friction elements, and the pads and discs enter there, they are subjected to more demanding working conditions than usual. If this heats up, an excess temperature is transmitted to the brake system, and what saturates is the absorption capacity of that temperature of the brake system, not of the pads or discs. ”

And there is a question that arises to this Catalan with more than two decades of experience in racing. Why did this only happen to Yamaha in Austria: “What is strange is why only Yamaha and not the others. In the past it happened sometime with the Tech 3 team and it was attributed to the fact that the owner of the team was a bit tight-fisted and changed the discs little. The more worn the discs are, the less mass they have to absorb the temperature, but that's not the case with factory equipment. And another thing to keep in mind is that, if Yamaha is having engine problems and they are working differently to help the life of their engines, what could be by focusing on tuning the engine brake of the motorcycle , to have less load and that the valves suffer less and others, for whatever. If this is the case, it forces all the work to stop the motorcycle to be done with the brakes and its components are exposed to overwork. ”

In the Marco Simoncelli of Misano this problem should not be repeated, because it is a much less aggressive circuit for the brakes than the one in Austria, considered a scale 5, the maximum, for Brembo.

Photos from as.com
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