Brake know-how: pads, brake fluid, discs & setup.

Bedding in brakes properly: the bedding-in protocol

20 gentle decelerations from 80 km/h, then 5 hard ones from 120 - and absolutely do not come to a stop while the discs are hot. The complete guide to bedding in.

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Understanding brake balance: brake force distribution front / rear

Why MX87 up front and a harder compound at the rear stops better than the same pad all round. A short introduction to dynamic axle load distribution.

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Brake fluid: DOT 4 or DOT 5.1?

DOT 5.1 has the higher minimum boiling points - but that does not automatically make it the better choice. When each class is the right one, and why track days follow their own rules.

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Drilled vs. slotted brake discs: what does it really do?

Drilled discs look the part fast - slots last longer thermally. What Endless pros recommend for road and track day, and why.

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Understanding and avoiding brake fade

Why your pedal goes soft after three laps - and which compound is the right one for your use. Pad fade and fluid fade explained.

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Endless compounds at a glance: MX87, ME22 and N39S compared

MX87, ME22, N39S and more: the whole Endless pad range from road to GT racing - coefficient of friction, temperature window and a direct comparison of the three most-asked-for compounds.

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Brake upgrade: when it's worth it and what's involved

Sport brake pads, larger brake discs, multi-piston calipers and braided steel lines: when a brake upgrade is worth it and in which order it brings the most.

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Hot spots on brake discs: causes and prevention

Blue-violet patches, pulsation, judder: how hot spots form on brake discs - and how proper bedding-in and cooling protect the disc.

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Sport brake pads squealing: causes and what helps

Squealing is physically more normal with hard sport compounds than with soft production pads. What causes lie behind it and what really helps.

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Which brake pads for your first track day and the Nordschleife?

First track day planned and the production brake worries you? This is how you find the right brake pads for track day and Nordschleife - without being oversold.

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When do I have to change the brake fluid?

Every two years - that's the rule of thumb. But how do you know it's time, and why do track day and sport follow entirely different intervals?

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Brake pads worn? How to tell when you need to change them

Squealing, grinding, a longer braking distance: the typical signs of worn brake pads - and at what remaining thickness you really should change them.

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Finding matching brake pads by HSN/TSN - here's how

How do I know which brake pads fit my car? With the HSN and TSN from your registration document you find the matching parts in seconds - this is how to read the key numbers.

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Sport brake pads with road approval: what is allowed?

Can I drive sport brake pads in everyday use? What ABE and StVZO mean for brake pads - and which sport compounds are road-capable and which are pure motorsport products.

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Carbon-ceramic or steel brake discs: which is worth it?

Carbon-ceramic lasts longer and produces almost no brake dust - but costs many times more. When ceramic is really worth it over classic steel brake discs.

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Seized brake caliper: symptoms, causes and what to do

A wheel gets hot, the car pulls, there's a burnt smell: typical signs of a seized brake caliper. Causes and what you can do about it.

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Car pulls to the side when braking: causes and solutions

If the car pulls left or right when braking, something is wrong with the brake or suspension. The most common causes - and how serious they are.

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Bleeding brakes: why, when and what matters

Air in the brake system makes the pedal soft. Why bleeding is part of every fluid change and what you have to watch for.

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Changing brake pads yourself: what you need to know

A pad change is doable - but safety-relevant. What it takes in tools, care and follow-up work so the brake grabs safely afterward.

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Stahlflex braided brake lines: pressure point, ABE and installation

Braided steel brake lines do not swell under pressure or heat - the pressure point stays consistent, even on track days. Technology, the legal side (Fischer-Hydraulik always ships with an ABE, so no registration is needed), colour configuration and installation at a glance.

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Brake judder and warped brake discs: recognizing the causes

Judder and steering wheel vibration when braking rarely means 'warped disc'. What's really behind it - hot judder, cold judder and pad deposit.

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Endless: the brand behind pads, fluid and brake systems

Endless has been developing and manufacturing brake technology in-house for over 30 years - from the everyday-capable sport pad to the GT brake system, with its own compounds for the European market.

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GiroDisc: two-piece brake discs from the USA

GiroDisc builds two-piece brake discs with an aluminum hat and a replaceable friction ring - lighter than OE and cheaper to maintain in the long run.

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fri.tech.: Italian friction technology for sport and race track

fri.tech. from Piedmont supplies sport brake pads from road to formula - with a strong price-performance ratio. What defines the brand.

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Pagid Street+: street-legal performance pads with racing DNA

Pagid Street+ is the road program of Pagid Racing (TMD Friction): brake pads homologated for street use with motorsport know-how - daily-drivable, low-copper and track-day compatible.

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Zimmermann brake discs: Sport Z, Black Z and the Formula lines

Otto Zimmermann has been building brake discs in Sinsheim since 1947. What sets the five sport lines apart, what ECE R90 means and which disc suits which use.

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