HAYES PRIME PRO BRAKES

A little upgrade makes a big difference

When we tested the $260 (per wheel) Hayes Prime Pro along with four other brakes in our hydraulic disc brake shootout (MBA September 2011 issue), the stoppers came in last because of an inconsistency in their power delivery. Honestly, it didn’t make sense to us, or Hayes, who has been in the brake business a long time. The problem was traced to an early batch of brake pads. Hayes asked if we would like to try the Pro again with the new brake pads. That is what we have here.

Tech Features: The Prime Pro Brakes offer tool-free, independent adjustment of both the pad/rotor contact point and lever reach. Hayes uses a four-layer, low-expansion hose from the master cylinder to the calipers which is tuned for the brake’s precise mechanical and hydraulic ratios. These hoses attach to the calipers with anodized aluminum banjo fittings that look like aftermarket upgrade items. Nickel plated, titanium and anodized aluminum fasteners are used throughout the system. Press-fit Titacon CL 500 bushings are used in the master cylinder body. The master cylinder/lever assembly uses a split clamp so the assembly can be removed without removing your handlebar grips, shifters or remote controls. The sintered metallic brake pads are top loaded and secured with a bolt. Our complete brake system with six-inch rotors weighed two pounds, one ounce. Hayes offers five other rotor diameters (one smaller, four larger). Contact Hayes at (888) 686-3472.

Field Test Results: The Prime Pro mounted up to our Pivot Mach 5.7 test sled easily, and centering the calipers was a simple procedure for both the front and rear. The banjo fittings make the Prime a prime choice for rear suspension designs that require the rear brake hose routing to perform miracles to reach the caliper. Nice. Up front, the large master cylinder/ lever combo mounts just as easily, and it is nice not having to remove the grips to get them in place. The lever on top of the master cylinder (which looks like a little sun dial) adjusts where in the lever’s arch you want the brake pads to start rubbing against the rotors. Crewers were all over the map on this adjustment. Some liked instant pad contact while others preferred a little play. The beauty is that the adjustment is easy to make and the lever delivers a very nice range. The round dial inside the brake lever adjusts how far in or out the lever sits from the handlebar. Larger hands liked the lever further out. Smaller hands, closer in. Again, a really simple and fast adjustment. These tool- free adjustments come at a price. The master cylinder/lever assembly is very large. Break-in is ultra important. If you rush this process, you will never experience the full potential of this brake. Go find a stretch of flat trail, or better yet, a paved road. Get up to 10 to 15 miles per hour and squeeze the brake slowly until you almost come to a stop. Repeat 50 times. We are not kidding. What you are doing is matching the brake pads to the rotors. It took 15 minutes and about two miles of road to complete this engagement party.



Reprinted from our March 2012 issue. Like us on Facebook