Gorilla Performance™ - Cool-Flow™

Bal-Bar™ and Cool-Flow™ Systems shown herein are Patent-pending and protected by US and International Patent Laws.

Gorilla Performance™

Gorilla Performance was formed to fill the needs of gearheads that strive for perfection. You no longer have to wait for quality brake related parts. We have filed our patents on only a few inventions. As our patents are filed, the parts will be available to the public. All parts by Gorilla Performance™ are made and assembled in the USA by American citizens. Black anodized parts are first polished before being anodized and are guaranteed show quality.

Gorilla Performance™ Cool-Flow™

All items named herein are Patent-pending
All instructions, drawings, parts, terminology, design and method are subject to
copyright and patent laws. Herein is sole property of Gorilla Performance 2010.

Disclaimer: For Racing Application Only.
Warning: Do not drive on untested brakes. Periodically check system
after initial installation. If you are unsure on the proper installation
or testing, seek professional advise. 
info@gorillaperformance.com™

Purpose: To lower the temperature of the brake fluids in a brake system by recycling and cooling the fluid. Extreme braking will cause excessive heat in the rotors. This heat is transferred to the brake pads, calipers, and brake fluid. Brake failure is caused by excessive heat, causing the pads to melt and the boiling of brake fluid in the calipers. Recycling the brake fluid to a remote reservoir and increasing the amount of brake fluid that is recycled allows the fluid additional cooling. This reduces the temperatures of the calipers, which then reduces the temperature of the pads. End result is the brake fluid will act as a coolant for the rotors. Controlling individual rotor temperatures controls heat to tires, thereby controlling tire pressures and handling in a race car.

In non-race applications additional cooling can be produced by pumping the brakes. The amount of brake fluid recycling is based on the amount of travel each caliper pistons travels. Piston travel is directly related to pad wear. I.E. A newer pad has less piston travel.

Standard master cylinders use a reservoir that is anywhere from 8 to 14 oz. The capacity of the reservoir is figured by the maximum use age of the caliper and the brake pads. I.E. Typical 4 piston fixed caliper system with 1.75" diameter piston in front and 1.38" diameter pistons in back have a volume requirement of 10.34 oz:

Front Calipers: 4 Piston Design 1.75" diameter pistons, uses 0.600" thick pads;
0.875" radius x 0.875" radius x 3.14 = 2.40 square inches per piston;
2.40 si x 4 piston caliper = 9.60 square inches per caliper;
9.60 si x 2 front calipers = 19.20 square inches;
19.20 si x 0.600" thick pads = 11.52 cubic inches front 2 calipers.

Rear Calipers: 4 Piston Design 1.38" diameter pistons, uses 0.600" thick pads
0.69" radius x 0.69" radius x 3.14 = 1.49 square inches per piston;
1.49 si x 4 piston caliper = 5.96 square inches per caliper;
5.96 si x 2 rear calipers = 11.92 square inches;
11.92 si x 0.600" thick pads = 7.15 cubic inches back 2 calipers.

11.52 cubic inches (front) + 7.15 cubic inches (back) = 18.67 cubic inches;
Conversion rate 1 oz = 1.8047 cubic inches
18.67 cubic inches ÷ 1.8047 = 10.34 oz. minimum brake fluid required for the reservoir.

The above is how much brake fluid was required for this braking system.

Design: By recycling the brake fluid so it moves directionally into one end of the caliper, and exits out the opposite end, it circulates the fluid so the heated brake fluid is removed from the calipers. This is done by using directional flow valves and directing the fluid to a large reservoir instead of directly back to the master cylinder.

Fluid temperatures will be reduced by:
1. Heat loss on return lines;
2. Volume of fluid in reservoir;
3. Increasing the total amount of fluid by volume;
3a. The addition of return lines;
3b. Optional pressurized reservoir plumbed into the close circuit;
3. External cooling of fluid by passing fluid through a finned cooler before it enters the reservoir;
4. Cooling of the brake lines by AC system;
5. Reducing the temperature of the fluid in the reservoir and brake lines by refrigeration.

Reservoir Design: Capacity is based on the severity of brake temperatures. The higher the brake temperatures the more capacity will need to be engineered into the reservoir. The number of reservoirs can be 1 to 4 depending on the cooling requirements. Additional cooling can be done by external finned coolers, AC refrigerant or another larger remote tank with fluid levels controlled by micro switches.

Flow Valves: The direction of the flow of fluid is control with flow valves.

Brake Line Design: With the use of flow valves the brake fluid is directed into the calipers and out of the calipers. The return line system can be routed with one (1) or two (2) lines from the front and rear brake system to the master cylinder(s). Individual lines from the calipers or the two front calipers and two rear calipers combined. For optimum heat loss the four line system is recommended. Each caliper would be routed from the master cylinder to the caliper, then back to the master cylinder completing a closed loop individually. All engineering of lines sizes would be based on friction lost, and the extreme brake temperatures.

External Finned Cooler: Optional external finned cooler may be used anywhere in the system.

External Cooling by Air Conditioning: The purpose is to be able to control the temperature of the brake fluid. This does several things: 1. Lowers the temperature of the brake fluid. Brake fluid acts as a cooling fluid to reduce the temperature of the calipers, thereby reducing the temperature of the calipers, pads and rotors; 2. Controlling the temperature of the rotors has a direct relation to the tire temperatures, which controls tire pressure. By being able to control individual tire pressures
it can change the handling of the car such as over and under steering.

AC Method: Air Conditioning (AC) Lines are plumbed over both inlet and outlet lines to the calipers. This is done with the use of a special stainless fitting that has an adapter (Drawing Cool-Joint™) to connect a brake lines inside the AC line. Each caliper is plumb (routed) separately and is controlled with individual micro switch valves. By plumbing the AC lines over sector controlled brake lines, it controls the temperature of the brake fluid going to the individual calipers. A compressor micro switch attached to the gas or brake pedal will activate when the car is decelerating. The AC compressor will only be activated when there is no need for power. In addition to the ground activated micro switch on the accelerator pedal there can be on and off switches on the dash when horse power is not needed. Toggle switches would control the electric valves in the AC/brake line circuit for the individual caliper brake sectors.

Schematic shows typical installation with dual tanks. The external finned cooler, and/or temperature controlled reservoir and lines is not shown.

Benefits: Up until now, the thought of taking horse power away was unthinkable. Because there is no horse power lost other than to drive a pulley, the benefits are unlimited.

1. Additional cooling of the rotors helps prevent tire and brake failure;
2. Provides additional adjustment of over steer/under steer;
3. Additional braking under deceleration from the compressor;
4. Allow the car to be plumbed for AC to cool other parts of the car and driver. (Plumbing the cold air
for the driver though the helmet, suit or vents.

Patent-pending - This is our answer to reducing the temperature of the rotors and thereby control tire pressure in the middle of a race. Please make written inquires and we will then send you information about the Cool-Flow System™. Guaranteed to revolutionize racing.

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