Installation :  

Brakes Index  |  Home
 B&T Super Deluxe Brake installation
Super Deluxe kit contents
4 - Remove the two stock screws(& washers) marked with the arrows (pic 4). Insert headless long screw into top hole (pic 5), placing stock black washer just removed, and lock nut to rear side of hub (pic 6)
Insert long cap screw, C, and stock washer in bottom hole, from rear and place washer E & cyclindrical spacers on projecting part of the two screws (pic 7). Place rotor blade onto wheel hex.
Offer up caliper assembly (pic 9) to the screw ends, after loosening the brake pad screws to allow free fit of rotor.
Thread cable through brake arm on caliper and screw/sping set up (pic 13)
What you may notice is that if you tighten the wheel nuts, the brake rotor/wheel may bind with the hub and not turn freely as expected.
This is because there is not enough play between the wheel hex and hub housing (pic 11) and may occur, particularly if you’ve done the e-clip mod. In this case you may need to shim it away from the housing using FE Pro series shim kit (pic 12) - probably not as many as Ive shown here diagrammatically.
Place cable sheath H on cable G (pic 14, 15)
A hole dremelled out of the centre of the front body piece (pic 16) is what I found to work best for free mocement of the cables, eg when full lock steering etc.
The configuration shouldn't be excessively stiff that it hinders the turning motion. Also the cables should be long enough so that they don't pop out of the screw holders at the caliper end (may occur as I trimmed the red ones when test fitting).
My preference was for red coloured calipers though did not want to use the red sheaths that came with the kit. These were changed for black 'Jagwire' ones(pic 17). Readily available from bike shops etc - just make sure they are of the internal lined type (pic 19).
Position the cable mount part J and replace the stock screw with the supplied cap headed screw M in the base of the right side shock tower support (pic 20).
You will note that the spacer K may need cutting to the right height, depending on what set up you have, eg whether a TR is in place, and in my case the Mielke bracket (dim x required in my instance - dim Y standard)
Spacer K cut to size. Spacer fitted with supplied button headed screw L.
Insert the two sheath end into the cable mount J and push cable through (pic 24). Thread through the clamp N. Attach one end of the servo arm link wire P to the servo arm and insert the other into the central hol;e of the clamp. The link wire will need to be curved to suit (pic 26) and the clamp end trimmed.

Once the set up is near correct, trim the two cables (each are 2m in length!) and crimp end cap protectors in place (from a bike shop).
The clamp seemed to catch on the edge of the mount (even with bending the wire at various angles) at full throttle - so I made a skid plate to keep it level and motion smooth at all positions (pic 27,28,29)

Below - Simplified diagram of front set up
 
Completed installation (above)
Some fine tweaking will inevitably be required for correct set up.
Custom cover panel to the pads -thin aluminium sheet, primed, painted and stickered up as required.
Additional set up notes - 

COLLAR FITMENT OPTIONS

OPTION A - (Credit - My1st)
Under full throttle, the brake cable will naturally move outward toward the inside of the wheel rim, similar to the position shown in pic 35 (green) – and as a result may rub against the rim, hindering wheel movement – not ideal if your at full throttle position.
The placing of two collars on the cables at the mount location (pic 36, 37, 38 ) will restrict the movement of the cable at the caliper end, resulting in a position similar to that at the neutral position (pic 33), thereby preventing any wheel rub.

Different set ups may be required, depending on what wheels are being run at the time.

Experience to date is with Ramtech billet rims and stock HPI wheels.
The reason for the differing set ups is down to the spoke design / wheel section.

In section, the Ramtech spokes radiate from the centre (obviously) and gently curve backward toward the inside of wheel, ie they have more reveal (recess) between the spoke end and beadlock. This creates a reduced dimension between the outer face of the calliper assembly and the inner face of the spoke.

In section, the stock wheel spokes radiate from the hub but curve outward toward the outer edge of the rim, effectively touching the beadlock, ie they have no reveal.
This then creates a greater dimension between the caliper and spokes.

Where stock wheels are being used, if the linkage and cable set up is fine tuned, there should be sufficient room that collars should not be necessary. My preference is to run with collars regardless to allow free choice of wheel type.

If Ramtech billet wheels of the type illustrated are used, the set up will more than likely need modifying with collars to prevent this outward movement and any rub issues.

The now restricted movement of the two cables will cause them to bend sideward more. Compare pics 29 and 38. This may cause part of the mount assembly / cables to touch the inside of the body at full throttle.
The mount height itself may also result in the body having a more snug fit, particularly in my case where the Mielke bracket raises the height somewhat (pic 21).

OPTION B (Credit - Allanach Racing)

A collar variation -  which will help reduce excessive cable flex / clamp movement (N, part shown with the three grub screws, labelled 1,2,3 in pic 41) is described below;

The image below shows this option under the various conditions of brake / throttle / neutral.



IHere grub screw 2 (pic 41) is left loose / removed, to allow the servo link wire (highlighted in red) to slide forward on full throttle.

The ideal condition would be to have the clamp remain at the same position at full thottle (pic 43) as that at neutral (pic 41).

OPTION C - 

A similar condition would exist if one collar was placed on each cable at position b, but this time with grub screws 1 & 3 left loose to allow the cables themselves to slide through the clamp at full throttle.

After testing this mod - my only comment on option B & C compared to the original Option A - is that, if at any time the cable or servo link wire cannot slide freely in the clamp (eg. due to dirt, sand build up etc), then the cables will be pushed outward (pic 35) at the caliper end - resulting in possibly wheel rub.

With some minor mods on the clamp, ie enlarging the holes sufficiently enough so that any sticking / friction issues are avoided, the above results in a very workable solution to avoid any excessive cable movement on the current version of B&T brakes. A brass or delrin bush pressed into the middle hole 2 of Part N is a possible option to help reduce friction, though 'sticking' could still very quickly occur in certain environments, if not regularly maintained.

Note: With the collars as Option A, the cable is totally restricted from any outward movement (preferable) - albeit at the expense of some cable bending - probably more acceptable than wheel rub which could itself result in something far worse.

OPTION D

In the case of the Ramtech billet wheels shown in this example, there is only a small distance between caliper and inside of rim - and in such a situation it would probably be wise to have the reassurance of zero movement here and retain collars as in Option A. On HPI stock wheels there is much more to play with.

As such, another option would be to retain the original position of collars (as Option A) AND use another collar as shown above (pics 41 -43). This would then maintain a fixed cable position at the calipers at full throttle, but allow the servo link wire to slide through the clamp. (credit: Allanach Racing)

Other solutions to reduce cable flex / clamp movement include the fitting of a throttle slider to the servo arm (credit: My1st)

This results in virtually no movement of cables from neutral (pic 45) to full throttle (pic 46) positions. The two collars retained as before to prevent overun of cables at full throttle position.
An additional note re the adjusting screws.
 
The stock brake pad adjusting screws are cap headed M3s.
The Ramtech spoke design results in the cap headed screws protruding close to the inside face of the spokes - a little too close for comfort.

They are held in with threadlock or similar. During set up the screws were adjusted a number of times and may have resulted in less tackiness.

Following initial test runs, one of the screws came loose, locked up the wheel, and the end result was a luckily only a bent screw.
Threadlock is great but it is better to leave no room for doubt. As such a change in screw type from a cap headed type to a button headed M3 x 30 or 35mm (35 shown as it was ready to hand) with a lock nut was decided upon. The flatter head design also gives more clearance from the inside face of the spokes than the cap headed screw.

The small L shaped cable guide (which holds the end of the sheath, spring screw etc) is held to the main body of the calliper with two silver screws.
By removing the upper screw the new longer M3 can be screwed all the way through and 'fixed' with a lock nut.

The lower adjusting screw can simply be threaded through with a lock nut.

With the lock nuts in place adjustments can still be made and there is absolutely no way for the screws to back out toward the spokes.
 

Original forum threads and comments detailed at;

B&T Super Deluxe Cable Brakes - Installation

B&T Super Deluxe front disk brakes - My 1st

 

Home