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Data proving GPFAX’s consistent, fade-free, long lasting performance
The ' Burnish and Snub Stop' friction graph below (Burnish = the initial bedding-in process - i.e., for stop numbers 1 to 35 - then Snubs = repeated heavy brake applications for stop numbers 36 to 336, with an initial brake temperature (IBT) of 550 degrees F, 287 degrees C), shows how the GPFAX compound quickly builds from an initial friction level of 0.6 (which in itself is a massive brake friction level rarely achieved by any brake pad material) up to a huge 0.7 with a minimum, fully hot, friction level of 0.65.

This tiny fall off from 0.7 to 0.65 during hard braking is virtually undetectable by a rider enabling superb brake feedback and modulation/control at the lever and allows for precise feathering of the brakes, predictably and steadily throughout deceleration.

[Click to enlarge]

This graph shows clearly what GPFAX riders are experiencing time-after-time on track, i.e., even after over 300 repeated extremely severe braking events (which exceed even the heavy braking pads would be subjected to at a hard braking circuit - such as at Donington Park over a 50-plus lap race), the pads exhibit no fade or reduction in friction performance whatsoever.

The GPFAX compound also wears better and causes lower rotor/disc damage than previous materials and has already proven to be good/durable enough for a single set to be used for several race events or track days.

Bedding in your new GPFAX brake pads
The process (to establish the essential even friction material “transfer film” from the pads to the discs) is the quickest and easiest of any performance/race pads. After installing the pads ride your bike for 2 laps very gently applying the brakes well in advance of where you wish to stop at speeds not exceeding 80 MPH. Proceed a further 2-3 laps gradually increasing the brake load until you feel the pads become stable and predictable.

As normal, inspect pads after every track session for wear on each pad and HPS recommends replacement when any single pad is down to 2.5mm, or if the lever becomes spongy.

Brake fluid
Old brake fluid affects sponge and brake feel. Most brake fluids are Glycol based and, over time, their hygroscopic nature means they will absorb moisture - even through brake lines. As amazing as this sounds, it does happen, and fluids can contain as much as 12% water by volume in worst cases.

As with any race pad, it is highly advisable to replace brake fluid frequently with a high wet boiling point fluid (such as DOT 4 Motul RBF 600 or 660 ,Racing Brake Fluid). Please always check with your bike maker’s specification to ensure you always use the fluid type required, i.e., do NOT use DOT 5 or 5.1 unless the bike’s maker specifies this as it normally has the wrong lubricative properties/viscosity and a much lower boiling point than DOT 4 RBF type fluids.

Use only fluids from a sealed container, and always purchase fluid in small quantities (e.g., 1/2 litre); i.e., never buy/use from a bulk supply can or drum as in this storage condition the fluid will degrade even before you use it as it will have absorbed water since originally being opened.

Compatible brake discs/rotors
GPFAX pads are fully compatible with all stainless steel and high-carbon steel OE or aftermarket rotors. If you wish to benefit the most from these powerful pads, please ask us about HPS’s inexpensive 5mm thick rotor brake disc upgrade options.


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Call us on 01773 831122 to discuss your braking requirements today.










All offers are subject to availability and HPS terms and conditions of sale. Images are for display purposes only. Prices are in UK Pounds Sterling (£) ; however, they may fluctuate and we therefore reserve the right to amend them without notice. Prices exclude delivery options which can be specified at the customer's request. All motorcycle dealer/manufacturer's trademarks acknowledged. Calls may be recorded for training/security purposes. Site Content Copyright 2010 HPS Ltd. All rights reserved. E.&O.E.