INSTRUCTIONS FOR
INSTALLATION AND USE
OF BRAKING SYSTEMS
FOR RACING MOTORBIKES

SCOPE

To show the correct procedures for
the mounting and use of BREMBO
front braking systems for racing
motorcycles.

RESERVOIR

2.1. Choice of the reservoir

The capacity of the reservoir must be
such that when the brake fluid is
between the MIN and MAX levels (with
the cover in a horizontal position) the
volume is at least equal to that
required by the brake pistons in case
of maximum pad and rotor wear.
2.2. Mounting the reservoir
• The reservoir must be mounted
on the motorcycle in such a way
that with the motorcycle in a
vertical position, the reservoir’s
top edge is horizontal.

Installation Instructions

• With the motorcycle in a vertical
position, the MIN level indication
on the reservoir must be higher
than the master cylinder fluid inlet
fitting.

2.3. Inspections

Verify that the brake fluid can flow
freely within the reservoir, from the
max. level down to the min. level.
This happens when air can flow
from the exterior to the inside of the
reservoir membrane (if this air flow
is hampered, a vacuum could be
created and this would not allow fluid
to flow downwards).The popular
bands that are usually wrapped
around brake fluid reservoirs (if they
are too close to the reservoir cover)
could hamper this “breathing” of the
reservoir and thus the master-cylinder
would not be fed properly.


MASTER-CYLINDER

3.1. Mounting
• Mount the master-cylinder to the
handlebar keeping in mind that it
can be positioned in any manner
requested by the rider;
• Adjust the lever distance from the
handlebar by turning the adjusting
nut either clockwise or counter
clockwise according to the rider’s
requirements; it must be noted
that the lever positioning must
allow the rider to generate the
pressure necessary to stop the
motorcycle.
3.2. Inspections
Pull the lever until it touches the
handle grip on the handlebar and
verify that the master-cylinder piston
stroke is smooth.

STEEL ROTORS

4.1. Mounting
• Verify that the rotor bell and wheel
mounting faces are free from
burrs and dents, otherwise these
surfaces should be reconditioned.

INSTRUCTIONS FOR
INSTALLATION AND USE
OF BRAKING SYSTEMS
FOR RACING MOTORBIKES

• The rotor must fit onto the wheel
easily.
• The rotor must be mounted onto
the wheel by using bolts having a
diameter which corresponds to
the holes in the mounting bell; the
bolts must be of the quantity and
length as prescribed by the
motorcycle manufacturer and
must be tightened at the
appropriate torque.
• It is suggested to apply thermal
paints on the rotor outer
circumference in order to monitor
operating temperatures.
4.2. Inspections
The rotor must be “floating” even after
it has been mounted onto the wheel:
axial clearance between rotor and bell
must be 0.2 mm MIN.
4.3. Note
The rotors must not be subjected to
mechanical shock, and must not be
contaminated with liquids, oil and
grease.

CALIPERS

5.1. Mounting
• Mount the caliper onto the fork
such that the arrow marked on
the outer caliper-half corresponds
to the forward direction of rotation
of the brake rotor (the rotor must
enter the caliper through the side
corresponding to the smaller
piston and exit through the other
side corresponding to the larger
piston).
• The caliper must be mounted in a
symmetrical position with respect
to the rotor center line:
Misalingment must be 0.15 mm
MAX.
• The clearance between rotor
outer circumference and caliper
bridge must be 2 mm MIN, with a
difference between the two sides
of 0.4 mm MAX.
• The caliper mounting bolts must
be tightened to the prescribed
torque.
• Apply thermal tape on the internal
half-caliper in order to monitor
operating temperatures: these are
supplied by BREMBO under part
number R 02.5168.11/12 (in the
application section).

PADS FOR STEEL ROTORS

6.1. Mounting
• The pads must be inserted inside
the caliper without any
interference and without requiring
any excessive force. The pads
must not protrude past the rotor’s
outer diameter; the rotor may
protrude past the pad’s outer
edge by 0.5 mm MAX; to obtain
the correct positioning of the
caliper, as described above.
The caliper can be moved relative
to the fork by using the existing
clearance between the fixing
holes and the caliper bolts.
6.2. Inspection
Verify that the pad pin and cotter pin
have been correctly installed; it is
suggested to tie the pad pin to the
caliper and pads with safety wire
through the appropriate holes.

RESERVOIR TO MASTERCYLINDER
CONNECTION

7.1. Choice of tubing
Black rubber tubing, compatible with
brake fluid, could be used; transparent
plastic tubing could also be used: The
rubber tubing is the better solution,
but it is not possible to see through it,
and so you could not see possible air
bubbles; the transparent plastic tubing
is better in this sense but since it is not
compatible with brake fluid, sweating
could occur and so it would have to
be changed periodically.
7.2. Mounting
The tube must connect the reservoir
outlet with the master-cylinder inlet;
the appropriate hose clamps must be
used at both ends.

MASTER-CYLINDER/
CALIPER CONNECTION

8.1. Choice of Brake Lines
• It is suggested to use teflon
flexible teflon lines with steelbraided
covering.
• The flexible lines must have an
internal diameter of 3 mm MIN.
8.2. Mounting
• Fittings must be tightened to the
prescribed torque.
• The copper or aluminium crush
washers can only be used once.

BRAKE FLUID

9.1. Choice
• Use only high boiling point DOT 3
or DOT 4 brake fluids.
• Use only brake fluid from a new,
sealed container.
• Change brake fluid before each
race.
9.2. Notes
Use of liquids other than brake fluids
will damage the braking system
components.

BLEEDING BRAKE SYSTEM

10.1. Procedure
To bleed the brakes proceed as
follows:
• Turn the handlebar until the top
edge of the reservoir is horizontal.
• Fill the reservoir with brake fluid ;
during bleeding avoid letting the
brake fluid level go below the MIN
level.
• Apply the brakes several times to
fill the braking system partially.
• Insert a flexible transparent tube
to the bleed screw.
• Bleed through one bleed screw at
a time:
pull the brake lever all the
way and keep it in this
position;
unscrew the bleed screw, let
some brake fluid flow out
(initially only air will come out)
and then tighten the bleed
screw (lightly);
let go of the brake lever, wait
a few seconds and repeat
the above steps until no air
bubbles come out of the
bleed screw;
• Tighten the bleed screw to the
prescribed torque and fill up the
reservoir with brake fluid.;
• Verify that there are no leaks
from the various fittings and
connections. If the braking
system has been bled properly,
following the lever dead travel,
you will feel the direct action of
the fluid without any sponginess;
if this is not so, repeat the
bleeding procedure.

NOTE
• Brake fluid corrodes paints
• Bleeding will not completely
eliminate the air that is present
in the braking system; the small
residual air bubbles that remain
in the braking system will be
eliminated automatically during
the initial brake applications: this
will result in a shorter lever travel
and less elastic feeling.

10.2. Notes

If the lever seems too elastic following
the bleeding procedure, proceed in
the following manner:
• Remove one brake pad from a
caliper.
• Apply the brakes several times so
as to push-out the pistons about
3 - 4 mm.
• Push back the pistons (avoid
damaging the rotor and the
pistons).
• Put the brake pad back into the
caliper.
• Repeat the above steps on the
other(s) pad(s) and/or caliper(s).
• Verify whether brake lever travel
has improved.

BEDDING PROCEDURE WITH
STEEL ROTORS

• Except for particular instructions
for specific friction materials,
running-in may be done after 5
laps at average speed; at least
90% of the pad surface must be
in contact with the rotor surface
for running-in to be considered
complete.
• Avoid running under power with
the brakes applied; this will cause
sudden temperature increases
which may change the friction
characteristic s of the pads.
• It is important that after running-in
the pads and rotors are only used
together as a set.

BRAKE SYSTEM FINAL
INSPECTIONS

After running a few laps, it is
necessary to carry out the following
checks:
• The wheels must rotate freely
without any residual torque.
• There must not be any
interference between rotor and
caliper.
• The caliper temperature must not
exceed 130 C (verify through the
thermotapes of the caliper).

BRAKE EXAMINATION
FOLLOWING USE

13.1. Fittings

Verify that there are no leaks from
the various components, connections,
or fittings. If a leak is found on one of
the fittings, either increase the
tightening torque, or replace the
defective component.
13.2. Steel rotors
• The rotors must be free from
cracks of any kind (either
originating from the holes or from
the borders) and must not show
anomalous wear or scratch marks.
• Thickness of the braking surfaces
cannot be reduced by more than
0.4 mm with respect to the original
thickness (0.2 + 0.2 mm for each
of the two braking surfaces).
Defective or excessively worn
rotors should be changed; keep in
mind that when a rotor has to be
changed, the whole rotor-bell
assembly must be changed.
13.3. Pads
• 13.3.1. Pad wear inspection
Pads for steel rotors should not
have a friction material thickness
lower than 2 mm MIN.
• 13.3.2. Abnormal wear
Pads must not show abnormal or
uneven wear; the following must
be checked:
Difference in wear between
internal and external pads
must not exceed 1 mm MAX.
Pad tangential wear
difference must not exceed 1
mm MAX.
Pad radial wear difference
must not exceed 1 mm MAX.
Defective or excessively worn
pads must be changed.
• 13.3.3. Backplate deformation
Backplate flatness must not
exceed 0.2 mm MAX; in case
of excessive warpage of the
backplate, the pads must be
changed.

13.4. Residual torque

Verify that the wheels may rotate freely,
without residual torque; in case of
residual torque, check the pads as
indicated in sections 13.4.1. and 13.4.2.
and if it is the case change them.

GENERAL NOTES

14.1. Overhauling and replacement
MASTER-CYLINDER:
• These must be replaced after 2
racing seasons MAX, or when
problems arise; In case of
accident, check all the mastercylinder
components and replace
those that have been damaged;
verify that the master-cylinder
functions properly even if there
are no apparent damages.

CALIPER FOR STEEL ROTORS
• These must be replaced after 2
racing seasons MAX;
• These must be overhauled after 1
racing season MAX; Overhauling
must be performed as soon as
problems arise.
14.2. Miscellaneous
• Cleaning of the master-cylinder
and calipers can only be done
with water-based detergents; do
not use solvents or paint thinners,
these could damage the seals
and other rubber components.
• During warehousing the inlet and
outlet holes should be protected
with the appropriate caps.
• Master-cylinder and calipers
cannot be disassembled or
taken-a part (removing pistons,
seals....).
• Half-caliper union bolts cannot be
re-torqued.
• Replacement of components with
non-BREMBO parts is not
permitted.
• Overhauling of racing products
must be carried out exclusively by
BREMBO.