The Brembo radial master cylinder has effectively revolutionized motorcycle braking systems over the past ten years. Designed originally for use on Racing machines, it has become more and more popular over time for Super Sport, and even Naked bikes, while retaining the identity of an out-and-out racing component, still used today in MotoGP competition.
Today, bike enthusiasts everywhere can upgrade the braking system on their machines at a stroke, simply by replacing the production master cylinder with a Brembo radial, confident of the top-flight performance associated with many years experience acquired by the company in designing and engineering braking systems.
Why “radial”? The definition indicates a configuration whereby force can be transmitted to the piston “in phase” with the force applied by hand to the lever, eliminating the friction that would be generated if these forces were separated. In other words, the effort exerted by hand on the lever and the force applied by the lever to the piston are both generated in the same direction — radially — relative to the point where the cylinder is anchored, i.e. the handlebar. With this type of construction, the master cylinder can be designed with the focus on optimizing hydraulic and mechanical ratios, and consequently on improving its performance. This means that the force applied to the lever can be converted entirely into powerful, dependable and precise braking action.
For twin-disc systems; there are currently two models of Brembo radial master cylinder available: 19x18 and 19x20. The choice between the two models will be based essentially on the feel that the rider is able to get from the two solutions.
The 19x18 cylinder has better modulation, given its marginally longer operating travel when compared to the 19x20, which on the other hand offers a slightly quicker response.
As a general rule, the 19x18 is recommended for bikes with 4-piston calipers (diameters 32/36, 34/34 and 30/34), whereas the 19x20 is more suitable for other calipers.
Brembo experience favors 19x18 for track, and 19x20 for street.
Today, after 10 years as a brand leader, this legendary product has been updated with a number of significant new engineering features, all derived from MotoGP, and is now marketed as the new Racing radial brake master cylinder.
The brake lever is made up of two main components: the Racing Lever Clevis, and the lever itself, forged and hinged to the clevis.
The clevis incorporates a patent system allowing angular movement only in the event that the bike should happen to fall or crash. This prevents the lever from rotating accidentally, and provides increased dynamic safety.
The lever span adjustment control has been repositioned and is now aligned with the lever, so that the adjuster can also be located remotely.
Operating this control, the position of the lever contact face remains unchanged relative to the cylinder body, so that the optimum operating angle ß of the push rod can be maintained (see fig E). This means that the lever can be drawn closer to or distanced from the handlebar without any adverse effect on the mechanism, guaranteeing minimal friction and zero waste of energy. The technology is the same as adopted in MotoGP.
In addition, the lever is hinged to the cylinder body by way of a precision pin and bush assembly, guaranteeing optimum rigidity, better feel and especially high resistance to wear.
Lever return springsTwo high load springs are used to ensure that the contact face and push-rod remain permanently engaged. This avoids the eventuality of wear through chatter that could be induced by vibrations from the machine, as well as introducing a further element of safety during the transition from throttle to brake, and generally prolonging the life of the various components.
Brake light switchA housing has been included specifically to accept the mechanical switch of a brake light circuit, when the 19 RCS is set up for street use
