Archive for Hayes

2014 Manitou Mattoc is here!!

2014 Manitou Mattoc Pro
The Mattoc is a nod to all the trailbuilders who make this sport possible, and Manitou set out to design a fork that is as exacting as it’s namesake. They built it for riders who like to earn the right to use gravity . A fork that provides efficient pedaling and yet can handle any terrain you throw at it, making it an ideal platform for enduro riding.

TPC (Twin Position Chamber): Providing 4-Dimensional Compression Damping; The velocity dependant circuit responds to the terrain while the Pressure Dependant Circuit flattens the bumps, the Energy Dependant Circuit activates on big hits while providing unmatched small bump sensitivity and the Position Dependant Circuit creates a bottomless feel.
Dorado Air Spring: Features a single air input on top of the fork and a large volume air spring to give a linear spring feel. Combined these give the ultimate sensitivity for any rider in any condition.

Grab yours in store now!

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Hayes Prime Hydraulic Disc Brake Review at Singletracks!!

This summer I finally got a chance to thoroughly give these brakes a go and this is my review.

The Prime Pro brakes represent somewhat of a departure from other Hayes components with a host of new features not found in the rest of the current line-up. The poppet cam technology inside the brake master and the re-designed lever / detented adjuster really sets the Primes apart from simple piston / reservoir systems. Here you’re getting a complex, scaled down version of a braking system that you would find on some sport bikes.

Checkout the video from Hayes below to see the poppet cam and how it adjusts the dead stroke.

Poppet cam

In addition to the poppet cam, Hayes includes a bunch of other great features that make the Prime a truly premium brake. For starters, the Pro kit features titanium and anodized aluminum bolts to shave weight plus you get a two piece rotor (with the Pro sets) made from an aluminum center and stamped stainless steel brake surface.

The caliper is a redesign that is very user-friendly with an easy-to-remove bridge pin holding the two pads in place. With this system you can remove the pin and pull out the pads for a quick service or change without having to pull the caliper off. The higher placement of the two caliper bridge bolts and corresponding placement of material also makes for a stiffer caliper design.


These Prime brakes screamed out for abuse so I installed them on my DH rig. The brakes feature burly construction which makes them a natural choice on AM – DH bikes.

Installing the Primes on my Banshee Legend took about 40 minutes. Both hoses were long enough on my medium frame that I still needed to trim the brake lines a good 6 – 8 inches each. Don’t worry – Hayes supplies you with hose ends to do this operation. All you need is a proper brake housing cutter (a Park CN-10 or similar) and you’re golden.

After trimming the hose I installed the levers and calipers. It’s important to tighten the lever clamp top bolt so that there is no space left; torque the bottom clamp bolt at 3.4Nm. The caliper itself takes a bit more work to dial in but a tool like the Hayes Feel’R gauge makes life easy. Set the caliper squarely over the rotor and check the spacing using a gauge or two business cards on each side of the rotor; with the brake applied, tighten the caliper down to 9Nm.

Double check for leaks and proper torque before burnishing the pads with some safe stops (about 30-50) at medium speed. After that it takes a little more riding to really get the lever reach and contact points adjusted properly. I found sitting on the bike standing still is not good enough – I needed to hit the slopes to get a realistic feel for the levers. With the levers dialed I adjusted the contact points.


How well did the Prime brakes perform? After some serious trail time I have to say these are right up there with the other brands I have played with. Hayes comes out on top in terms of adjustment characteristics and the poppet cam works very well. The detents on the reach adjuster are easy to dial with positive feedback with a nice click between settings. All of the adjustments can be done with gloves on and without any tools needed to make things move.

The Primes offer roughly the same power as the Avid Codes and modulation that’s comparable to the ONE from Formula. I did notice that I needed a bit more finger force on my end to stop the bike than with other brakes I’ve tested. But stop they did. Even on the hardest courses at Blue Mountain, which are notorious for burning up brakes (Shot Glass and O-Chute), the Primes fared well. I did get some noise near the bottom of the runs but I didn’t get any fade. I definitely got these brakes super hot, so much so that the rotors changed to a blue color, which is a good indication of the amount of heat involved.

The Primes modulate very well and by playing with the contact point you can adjust how they engage. The brakes will ramp up faster if your contact point is closer to the bar, more slowly as you move away from the bar. By moving the lever out at the same time you can get the brake to work virtually any way you want it to work. I tend to set up my brakes to have the maximum pressure (fully engaged) with the levers parallel to the bar with about an inch in between the two. I have seen other people set their brakes so the lever touches the bar on maximum pressure (a big no no but who am I to say), and although I am sure you can do that, I didn’t. Throughout my tests with the Primes I always had consistent feel and no change in force through the braking stroke.

Having tanked my bike more than once (I broke my ankle and played ping pong with the bike down a slope), the Hayes Primes didn’t show any signs of damage – the levers survived and nothing was bent. As with any bike part, you will have to service these brakes. After every few rides or so I tend to pull the pads (easy with the Primes) and retract and extend them, just to make sure the pads don’t stick due to accumulated dirt and dust (doing this also keeps the seals moist). Checking up on your equipment also gives you a good indication of how much pad is left, leaving you enough time to order a new set if necessary.

All in all I think Hayes did a great job bringing a powerful and reliable brake to a highly competitive market. So for about $260 a wheel, try out a set and I think you too will be impressed.

Thanks to Joel Richardson and the folks at Hayes for sending down the brakes for review.

Grab yours today at Tionghin now!

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Hayes Prime Brakes are here!!!

Hayes Prime Pro 2011
It’s here. And it’s the first of its kind. PRIME hydraulic disc brakes feature industry-first technologies and offer more power, new components and a better ride. PRIME’s tool-free reach and contact adjustment, improved braking torque and feel and outstanding ergonomics are just a few of its many attributes. Plus, its ground-breaking, high-flow reservoir venting system has never been seen before. PRIME disc brakes are available in Pro and Expert configurations. If you thought Stroker was cool, you’re not gonna believe this.

  • Improved Reach Adjust: Tool-free design that is independent of the contact adjustment. This feature has improved durability and aesthetics over the existing Stroker design. Additionally, mechanical advantage is fixed regardless of lever home position. This means you get the same power and feel with the lever set close to the grip as you do with it set further away.
  • Mechanical Leverage Ratio: Increased throughout the entire lever stroke, resulting in a high power level later in the stroke. This promotes progressive braking that is more predictable (modulation).
  • Hydraulic Power Ratio: 20% increase in hydraulic ratio over the Stroker Trail. Higher clamp force on the rotor is reached with the same given input at the lever blade.
  • Dead stroke adjustment: Tool free
  • Hose material: Premium
  • Clamp screws, bridge bolts, & mount bolts: Titanium
  • Mount washer, banjo, banjo bolt, pivot bolt, and pad pin: Anodized aluminium
  • Laser etched graphics: Laser etched
  • Lever bushings: Titacon
  • Pad material: Sintered metallic
  • Hose grommets: Standard
  • Push rod: Titanium

Hayes Prime Expert 2011
It’s here. And it’s the first of its kind. PRIME hydraulic disc brakes feature industry-first technologies and offer more power, new components and a better ride. PRIME’s tool-free reach and contact adjustment, improved braking torque and feel and outstanding ergonomics are just a few of its many attributes. Plus, its ground-breaking, high-flow reservoir venting system has never been seen before. PRIME disc brakes are available in Pro and Expert configurations. If you thought Stroker was cool, you’re not gonna believe this.

  • Improved Reach Adjust: Tool-free design that is independent of the contact adjustment. This feature has improved durability and aesthetics over the existing Stroker design. Additionally, mechanical advantage is fixed regardless of lever home position. This means you get the same power and feel with the lever set close to the grip as you do with it set further away.
  • Dead stroke adjustment: Tool free
  • Hose material: Standard
  • Clamp screws, bridge bolts, & mount bolts: Steel/Aluminium
  • Mount washer, banjo, banjo bolt, pivot bolt, and pad pin: Steel
  • Laser etched graphics: Pad printed
  • Lever bushings: Titacon
  • Pad material: Semi-metallic
  • Push rod: Steel

Hayes Prime Gold Floating Rotor
Two piece stainless steel floating rotor.

  • 160mm (6”): 114g
  • 180mm (7”): 156g – not available
  • 203mm (8”): 204g – not available

Hayes Prime Black Floating Rotor
Two piece stainless steel floating rotor.

  • 160mm (6”): 114g
  • 180mm (7”): 156g – not available
  • 203mm (8”): 204g – not available

Grab them fast at Tionghin!!

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Hayes Prime Pro Disc Brake review at Bike Rumor!

An amazing thing happened this week. It stopped raining. Now, it would be incredibly selfish of me to complain about the delay of the start of mountain bike season, while there are those who are truly affected by the flooding in the Midwest, and my heart goes out to them. With record breaking rainfall for Ohio in the month of April, things are still plenty wet, but finally starting to dry out a bit.

In order to get my first real trail time in on the new Hayes Primes, we decided to make the drive to the guaranteed dry trails of Brown County State Park, though the dry trails were a stark contrast to the flooded lowlands of the nearby Monroe reservoir. The drive was well worth it though, as Brown County’s fast, dry trails are an excellent testing ground for brakes due to its many long, fast descents.

After the initial buzz of being back on the trails for the first time in ages wore off, I was surprised as I overcooked it into a corner, and had a hard time slowing down, but this turned out to be a good thing. How is that possible?

The new 7 inch post mount adapter is much more slim than older designs.

While riding the trails at Brown county was my first experience with the Primes on dirt, it wasn’t my first time riding the Primes. Previously, I had ridden a few training rides on some gravel, pavement, and dirt paths along a local bike trail. It definitely wasn’t mountain biking, but I was able to get in some good miles and break in the Primes at the same time. The fact that I had gotten the Primes to the point that I thought were broken in, and working great was what confused me as I blasted into that first corner at Brown County, feeling as if the brakes were fresh out of the box.

As mile after mile ticked away, it hit me that I had changed wheels just before the ride, meaning I had new brake rotors on the bike now, that hadn’t been broken in as the ones on my other set of wheels had. Shortly after this realization, I noticed that the brakes were now working much better and by this point had plenty of power.

Why is this a big deal? Well, just about every brake manufacturer has a recommended break-in procedure that doesn’t involve actually mountain biking. In fact, by riding new brakes immediately on trails, more often than not you can glaze the pads and rotors, semi-permanently affecting their performance. When it comes to break-in procedure, most companies recommend riding at a moderate pace, and using one brake at a time to slow the bike down, but not bring it to a complete stop, with the idea being not to overheat the brakes during the process. Even though just about every brake will benefit from this procedure, it is not always communicated effectively to the end user resulting in poor performance. Some brakes seem to be affected by poor break-in more than others, especially when compared to riding the Primes on brand new rotors.

Honestly, I completely forgot about the new rotors on the wheels, which apparently was easy to do with the excitement of the first big ride of the season. What’s important here, is that even without breaking in the brake rotors properly, the brakes appear not to have suffered at all. While I wouldn’t recommend skipping the break-in on your set of Primes, it does give you the idea that these brakes are not finicky. They just work.

Towards the end of the ride, braking power was stellar while easily kept in check via the Prime’s silky smooth modulation. Even though my handlebar set up only allows the tip of each index finger a perch on the lever, I never once felt that I could use more power after the brakes were up to speed. Speaking of handlebar set up, the Primes were extremely easy to find a position on the bar to my liking and could easily be set up for one or multiple finger operation. Also, due to the fact that the reach adjuster and the Poppet Cam adjusters work extremely well, fine tuning the Primes to your particular liking is a simple affair. Just in case you are wondering, my Primes came out of the box with a near perfect factory bleed. No need to mess around with bleeding that should have already been done, just bolt on and go!

Even with great power, awesome modulation, and easy set up, perhaps one of the best features of the Primes is their silence. Slam on the brakes from high speed, and the only sound you’re greeted with is the comforting whir of the rotor coming to a stop. Even after multiple creek crossings with plenty of flowing water, the only time the Primes ever made a peep, was before the new rotors were broken in and after a particularly muddy creek crossing. Regardless, there was never any “turkey gobble” sound that so many people seem to complain about on some brakes. Keep in mind that my Primes are being tested with one stamped 7 inch rotor up front, and a two piece floating 6 inch rotor on the back, neither of which seem to make any more noise than the other.

While a few rides are certainly not enough to validate the Primes 100%, they are already proving to be much improved over my last pair of Hayes brakes, the El Caminos. In fact, it was the very first ride on my El Caminos, that the reach adjuster started coming apart leading to a long and drawn out repair process while in the middle of a road trip. I’m happy to say that the Prime’s reach adjust is completely different and shows no signs of any issues.

Overall, I am extremely impressed with the new Primes, and I am really excited for there to be what appears to be another top quality brake on the market. If you are looking for a new set of brakes to keep things in check, I would highly recommend the Primes.

Available soon at Tionghin! Stay tune for the arrival news ahead.

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Hayes Dyno Brakes at Sea Otter

The new Dyno brake from Hayes not only comes with a lifetime leak proof warranty, but will also retail for an impressive $79 USD per end when they become available.

Learn more about Hayes’ new Dyno brakes :  In Video Click here..

The new Dyno brake from Hayes is an economical stopper that not only retails for an impressive $79 USD per end, but also comes with a lifetime leak proof warranty. The lever is a simple and study unit that features adjustable reach.

The Dyno caliper and lever uses the same fittings to bleed, as well as the same simple process as previous Hayes models. While the new brake will be an original equipment model only for the upcoming year, you can expect it to be packaged for retail sales by 2012.

Those who have been patiently waiting for Hayes to release the Prime to the public should be happy to hear that that day is now here. The Prime’s poppet cam technology lets the user adjust the dead stroke (otherwise known as bite point) easily and without tools. The poppet cam allows riders to bring the bite point farther out or closer to the bar depending on their preference simply by rotating the small aluminum lever 180 degrees. This, combined with the anodized aluminum reach adjustment dial, should allow every rider to find a lever position that they feel comfortable with.

Check out the Hayes website for more information.

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Hayes Prime Pros, Out of the box, Weighed and on the bike at Bikerumor!

They say that good things are worth waiting for, and if that has any truth to it at all, the Hayes Prime disc brakes should be really good. Just over a year ago, Hayes first took the wraps off their newest disc brake design and unveiled the Hayes Prime. Here is the proof that the Primes actually exist, and despite the delay are sure to start appearing on bikes near you.

How do the Primes stack up on weight?

Find out after the break!

A lot of talk was generated due to their supposedly revolutionary Poppet Cam lever stroke adjustment, which serves to increase or decrease the amount of dead throw (how much travel there is in the lever throw before it starts moving the pads) in the lever even while you are riding. In the photos above, the left photo represents the setting with the least dead throw, while the right shows the setting for the most. Personally, I can’t see myself adjusting my brakes mid ride, but I do like the fact that the brake has multiple adjustments, and best of all, they actually work! Both the reach adjust and the Poppet Cam adjustments are tool free and extremely easy to use, even with gloves on, and the make a noticeable difference right away.

While the top hat reach adjuster is a welcomed carryover from the Stroker line of brakes, as it makes dialing in your levers quick and easy and requires no tools. My last pair of Hayes happened to be the El Caminos, and after a few runs the reach adjuster would start backing out, which I don’t see as a possibility here. The top hat features some pretty heavy detents, but nothing that would make it hard to turn.

Inside the caliper, lurking just behind the brake pads, are some fairly massive 26mm pistons. Increasing the size of the piston should effectively increase power. You may have also noticed the lack of the standard Hayes bleed nipple, which in a move seemingly right out of Avid’s book, the nipple has been replaced with threaded fittings on both ends of the brake. The fitting allow the installation of new bleed fittings that based on what I have read about the new bleed procedure, should make bleeding easier and less messy. Hopefully we can get our hands on one of the new bleed kits to find out!

If you notice, the top of the caliper is wide open, which means Hayes has finally embraced the top loading disc pad design. Not only do this make changing pads easier as you don’t have to remove the wheel, but it also makes aligning the caliper on the rotor easier since you can see it better and it improves the brakes cooling, acting as a massive vent. A new disc brake design means a new brake pad, which is what you see in the photos above. According to Hayes the new pads are made of a different material which should mean less noise and better heat dissipation. Like many other top loading designs, the Prime uses a 2.5mm allen screw to hold the pads in place, but unlike other brake designs, the Prime does not rely on a tiny c-clip or spring clip to keep the pin from backing out. The pin comes pre-treated with blue LocTite which should keep it in place, which means you don’t have to worry about losing those tiny clips anymore!

Rotors also receive a major overhaul as they are now, clearly, a two piece floating design with the “Sweeping Fin” venting pattern. Not to be excluded here are the excellent Ti rotor bolts along with all of the rest of the hardware. It very well may be the nicest hardware I’ve seen included with a brake. Keep in mind that this is all for the Prime Pro, as the Prime Expert has stamped rotors and steel hardware.

Obviously, Ti hardware isn’t just for looks, so what does everything weigh? For starters, the rotor alone comes in at 113g on my Park Scale which definitely isn’t the lightest 6 inch rotor, but the stiffness and performance from the two piece design may be worth it (we’ll see). On the right we have the rotor along with 6 rotor bolts, which by process of some grade school arithmetic means the Ti rotor bolts weigh in at 10g per set.

When it comes to the weight of the brake system, the front brake weighs 283g with pads and no hardware, while the rear adds 25g (with the exception of the two caliper bolts I threw in for some reason).

With everything together (both brakes, pads, all hardware, two160 rotors, and one 160 rear adapter), the grand total comes to 862g. Clearly, this isn’t the lightest set of brakes that you will find, but that’s ok, they’re not supposed to be. When it comes to the Primes, they are more about power and control than light weight. However, I did weigh my bike before and after the installation, and my bike set up with full Shimano XT brakes was actually about 85 grams less with the Primes installed. Not bad.

All I can say at this point, is that if the Primes have the performance to back up their looks and performance, Hayes really has gotten it right.

Available soon at Tionghin!

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Hayes 2011 brakes are here!

Hayes Stroker Gram Rear Brake 2011
The Stroker Trail and Carbon were already tremendously capable across a range of applications, but we knew we could make an even better brake for weight-obsessed cross-country racers and pedal-up/ pedal-down all-mountain types. The result is the Stroker Gram. What sets the Gram apart from all the other models in the Stroker family is the removal of non-structural material from the master cylinder (confirmed by finite element analysis), leaving behind a form that is as strong as it is sexy. We’ve also dressed up both the master cylinder and the caliper in titanium hardware, and thrown in our lightweight aluminium-backed pads. Sure, there are lighter brakes out there, but none match the Stroker Gram’s combination of weight, power, modulation, serviceability, durability, and value.

Hayes Stroker Trail Brake 2011
The Stroker Trail improves on the Ryde in a number of ways, beginning with an indexed, tool-free reach-adjust dial that makes setup a snap. The caliper features an adjustable banjo for tight, snag-free hose routing, plus Hayes’ signature tool-free pad removal. The Stroker Trail also boasts a greater hydraulic ratio than the Ryde, for enhanced stopping power and modulation. No wonder the Stroker Trail has already been ridden to numerous World Cup championships.

Available at Tionghin now while stock last!

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New Manitou, Sun Ringle and Hayes – Taipei Cycle Show 2011

Manitou debuts their QR15 HexLock axle equipped Marvel trail fork inside, and you can also check out Sun Ringle’s brand new Carbon SRD wheels.

2012 sees Manitou make the leap to a 15mm thru-axle on their Marvel trail/XC fork, although one can only assume that it is just a matter of time until we see it on other models that currently use 9mm QR dropouts.

Manitou Marvel Pro details:

  • 100mm/120mm of travel
  • Iso Air spring
  • ABS+ Damper
  • Adjustments: air pressure, compression to lockout, rebound
  • QR15 HexLock thru-axle
  • Tapered steerer tube
  • 3.3lbs (100mm travel w/ QR15 HexLock axle)

Hayes Prime Expert

  • Tool Free Dead Stroke (essentially pad contact point adjustment)
  • Hayes standard disc hose
  • Stamped stainless disc rotor
  • Steel/aluminum hardware (clamp screws, bridge bolts, mount bolts)
  • Steel hardware (mount washer, banjo, banjo bolt, pivot bolt, pad pin)
  • Pad printed graphics
  • Titacon lever bushing
  • Semi-metallic pads
  • No hose grommets
  • Steel push rod
  • Claimed 415g

The Prime is designed to offer tool free contact/reach adjustment and increased braking power over their Stroker brake.  They’ve developed a new rotor as well to match this new brake.

Hayes Prime Pro

  • Tool Free Dead Stroke (essentially pad contact point adjustment)
  • Hayes premium disc hose
  • Two piece floating rotor standard
  • Titanium hardware (clamp screws, bridge bolts, mount bolts)
  • Anodized aluminum hardware (mount washer, banjo, banjo bolt, pivot bolt, pad pin)
  • Lazer etched graphics
  • Titacon lever bushing
  • Sintered metallic pads
  • Standard hose grommets
  • Titanium push rod
  • Premium finish
  • Claimed 385g

Manitou have adapted their proven HexLock axle system – the axle has a hex shape in the clamping zones as opposed to being round – to the 15mm standard, incorporating a quick release lever into the design. There are updates to the 2012 Marvel Pro hidden inside as well, with the fork using their new Iso Air design that is said to be more compliant than other air sprung systems, especially at the top of the travel – the achilles heel of many air springs. The fork uses TPC+ internals to control damping. The Marvel is available in two travel options; 100mm and 120mm, and you can choose between black or white lowers.

Hayes announced the coming of the PRIME brake some time ago and it looks like things are finally falling into place.  Check inside for a video overview as well as product highlights on the Prime Pro and Prime Expert disc brakes.

Manitou’s QR15 HexLock thru-axle uses a 90 degree quick release lever to disengage the axle from the lowers. The gold dial adjusts the tension once the QR lever is tightened down. Adjust it once and it is set from then on in.

Sun Ringle also showed Pinkbike their new Carbon SRD trail bike wheels are sure to have many riders drooling. The non-tubeless rims are 26mm wide, perfect for the high volume 2.35 inch tires that many trail riders use, and are strung together with straight pull double butted Wheelsmith spokes (24 per wheel) and anodized red aluminum nipples. Total claimed weight is 1555 grams, although the goal is also to be much stiffer than aluminum rimmed options that also approach the weight.

The Carbon SRD trail bike wheels are sure to have many riders drooling. The non-tubeless rims are 26mm wide, perfect for the high volume 2.35 inch tires that many trail riders use, and are strung together with straight pull double butted Wheelsmith spokes (24 per wheel) and anodized red aluminum nipples. Total claimed weight is 1555 grams, although the goal is also to be much stiffer than aluminum rimmed options that also approach the weight.

Sun Ringle Carbon SRD details:

  • Carbon 26mm wide rims
  • 24 straight pull spokes per wheel
  • Sealed bearings
  • Front hub options: 9mm QR/15mm/20mm
  • Rear hub options: 9mm QR/12x135mm/12x142mm

Manitou offers wide after market colour forks to match your bikes!

Be prepared for the New 2012 upcoming products from the Hayes Bicycle Group that will be available at Tionghin! Stay tune….!

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The Secret Life Of A Hayes V-series Rotor

We take a closer look at how a Hayes V-series rotor begins life as a massive roll of steel, and becomes the finished product that their new Prime brake system uses.

The Secret Life series lets you look beyond the packaging and flash to see what it takes to bring to life the products that we use.

  • The stainless steel is purchased in a large continuous roll; like toilet paper, but without the perforations or 2 ply thickness.
  • The stamping press straightens the strip through rollers, then stamps out the shape. It’s a progressive die, meaning the rotor geometry is created by stamping the part multiple times with various dies. One hit removes material in the center for the hub, one punches out the cooling holes in the rub area, one creates the ‘spokes’ in the center, etc. The last hit is the one that punches the rotor out of the strip. Like making cut-out cookies, the rotor goes on for further processing and the rest of the strip is recycled.

The Hayes V-series rotor in various stages of production. If you thought that making a rotor was a quick and simple process, you thought wrong.

  • Then the critical dimensions of the rotor are machined. Things like the mounting holes and the lobes that locate the hub.
  • After that the rotor is ED coated. The whole rotor is essentially painted black. This keeps the “as-stamped” surfaces (those created from the stamping process that do not get machined or ground afterwords) from oxidizing.
  • The stainless steel we use is called martensitic stainless steel. It has very high strength, is heat treatable and machinable, but does not have the best corrosion resistance, compared to other grades of stainless steel. The ground and machined surfaces of the rotor have a very smooth surface finish, almost mirror-like, which keeps oxidation (rust) to a minimum, but the rougher as-stamped surfaces will begin to show red rust over time if not protected as the high amounts of iron in the stainless begin to oxidize or rust.
  • The rotors are ground to the proper thickness and flatness. This removes the ED coating off the part, except for the as-stamped edges.

Two pieces become one when the steel braking surface is riveted to the aluminum carrier

  • Then the rub area of the rotor is heat treated to increase hardness and reduce the wear rate. The heat treat is a special, proprietary process that maintains the flatness of the rotor.
  • The rotors are then ready for use. Bicycles are of course lighter than most all other vehicles with disc brakes, but in the ultra weight conscious bike industry, the mass of the rotor is minimized creating extreme usage conditions that match or exceed the harshest motor racing environments.
  • Temperatures reach over 1000 deg F in the rub area, but remain much cooler at the hub. This creates a thermal stress as the rub area expands with heat, but the hub area doesn’t. The rotor needs to be able to allow this expansion, but still remain flat and return to its original form when cool. All this in addition to the brake torque loads.

After a lot of work, this is the finished product. This V-series floating rotor is used on the new Hayes Prime brakes and is available in 140, 160, 180, 203, 224 mm

A brake rotor is a simple looking part, but presents a formidable design challenge.

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Hayes Disc Brakes Stroker Ace review at Bike Radar!

“Super-reliable mid-weight all-rounder; lacks lever adjustability and fine feel” – By Guy Kesteven, Mountain Biking UK

Hayes’ big four-pot brake is a very reliable, controlled and durable all-rounder. The lever feel is blunt though, and full kit isn’t cheap.

Hayes use the same fat bodied, L-shaped flip-flop lever across the whole Stroker range. The hooked blade gets a reach adjuster wheel and two-part clamp, but there’s no bite point adjust and it’s wobbly from new.

It’s mid-weight, despite the big four-pot calliper, and sets up easily with only occasional rub after heavy braking. Power is good with average modulation in the dry, but the lever feel is wooden and it’s significantly less controlled and noisy in the wet.

The massive pads last really well and overall reliability of Hayes brakes is excellent.

Dry brake test graph

Wet brake test graph

Available now at Tionghin!

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