Holley Inc. · NYSE:HLLY
Holley — Investor Presentation
19 slides from Holley's investor presentation
Slide 1: Introduction - Brake Upgrades
Introduction - Brake Upgrades
Slide 2: Kinetic energy converts to heat under braking
Kinetic energy (the motion of the car) is converted to HEAT energy when the brakes are applied. The amount of HEAT produced is directly influenced by: 1. The WEIGHT of the car. 2. The SPEED from which the car is braking. 3. How OFTEN the brakes are applied (and the COOLING TIME allowed between brake
Slide 3: Acceleration versus emergency braking heat in a Golf 7R
• A stock Golf 7R accelerates from 0-60mph in around 4.6 sec • A stock Golf 7R brakes from 60-0mph in around 3.8 sec Of course the above figures are dependent on many variables including driver reaction times, road surface condition, tires etc. The point is that roughly the same amount heat that is
Slide 4: Consecutive brake applications and brake fade
The previous example discussed a single emergency stop but what happens when there are numerous consecutive brake applications in short succession (such as when driving aggressively in an urban environment or driving a canyon road or taking part in a track day)? It’s simple: If you keep putting more
Slide 5: Two ways of dealing with additional heat
APR’s core business is making VW’s, AUDI’s and Porsche’s faster. This means that more heat is going to be generated under braking on the street, at the drag strip or on the track. There are two ways of dealing with this additional heat: 1. Fit standard size brake components that can handle operating
Slide 6: 1. Upgraded Standard Diameter Discs
1. UPGRADED STANDARD DIAMETER DISCS Front Rear
Slide 7: 1. Upgraded Standard Diameter Brake Discs
1. UPGRADED STANDARD DIAMETER BRAKE DISCS • Cast from alloys that can handle operating at higher temperatures, for longer periods than factory discs can. • Properly designed slot patterns can be tuned to positively influence ‘bite’ and ‘release’ characteristics. • Properly designed slot patterns gen
Slide 8: 2. Big Brake Kits
HPFFe 2. BIG BRAKE KITS
Slide 9: 2. Big Brake Kits
2. BIG BRAKE KITS • Larger diameter and wider discs add significant thermal capacity to the brake system. • Advanced, directional cooling vanes get rid of heat far more efficiently. • 2-piece discs allow disc friction rings to expand & contract independent of the disc hats, hereby greatly reducing s
Slide 10: Why Big Brake Kits are generally fitted to the front axle only
Why are the vast majority of Big Brake Kits generally fitted to the front axle only? • As a result of the weight transfer to the front axle under braking (and the simultaneous unloading of the rear axle), the front brake system is doing the majority of the braking. Big brake kits are therefore gener
Slide 11: Brake upgrades for track day use – A case study
Brake upgrades for track day use – A case study: • Car manufacturers design factory brake systems for street use with priorities such as stopping distance in a single emergency stop, low noise during daily commuting, acceptable disc / pad wear and low manufacturing costs at the top of the design bri
Slide 12: Brake upgrades for track day use – Continued
Brake upgrades for track day use – Continued: • It is common for a customer to attempt his first track day with his factory brakes. The rationale will often be: 1) “I’m an amateur, I’m not a race car driver, so I don’t need upgraded brakes” or 2) “I only intend to do 1 or 2 track day events per year
Slide 13: Brake upgrades for track day use – Continued
Brake upgrades for track day use – Continued: 2. “I only intend to do 1 or 2 track day events per year, so I don’t need upgraded brakes”: - The number of track days that a customer plans to do in a year has nothing to do with having safe, consistent brakes during a single track day. It is all about
Slide 14: Pad compound selection
Pad compound selection: • If the brake discs, calipers and brake lines are the ‘Skeleton’ of the brake system, then the pad compound is the ‘Heart’. • There is no single pad compound that can deliver quiet, comfortable braking on street with low noise and low disc wear, while also delivering the ext
Slide 15: Why bed-in newly fitted discs / pads?
Why bed-in newly fitted discs / pads? • Remove residual stresses from the discs. • Achieve good surface area contact between the pad and disc surfaces. • Burnish the brake pads (green fade). • Deposit a good friction material transfer film onto the disc surface.
Slide 16: Bed-in procedure (High-Perf Street & Entry-level Track Day pads)
Bed-in procedure (High-Perf Street & Advanced Street / Entry-level Track Day pads): 1. Drive moderately for 300km (188 miles) after fitting new discs and pads or BBK to achieve good surface area contact between discs and pads and complete final stress relieve of the discs. 2. On a quiet back road an
Slide 17: Bed-in procedure (Advanced Track-day pads)
Bed-in procedure (Advanced Track-day pads): 1. Complete 2 x laps at a moderate pace to ensure good surface area contact between pads and discs. 2. Gradually increase pace for another 6 x laps to build disc temperatures. 3. Complete 2 x cool down laps using the brakes as little as possible to bring d
Slide 18: Signs a pad compound is beyond its max operating temperature
Signs that you are running a pad compound beyond its max operating temperature: • Uneven / erratic friction material deposit visible on the disc surfaces.
Slide 19: Key points regarding fitment
Key points regarding fitment: 1. Fit correct disc assembly to the correct side of the car (slots and cooling vanes). 2. Cleaning of hubs is CRITICAL! 3. Use correct torque settings when assembling. 4. Tips on initial bleed (attach brake line to caliper first, then at chassis second). 5. Service blee