Dezvoltarea fr�nelor de tip disc a �nceput �n Anglia �n anii 1890.

�n 1902,
Lanchester Motor Company a proiectat fr�nele care aratau ?i func?ionau �ntr-un mod
similar unui sistem modern de fr�nare cu disc ,chiar daca discul era sub?ire ?i un
cablu activa placuta de fr�na . Alte modele nu au fost practice sau disponibile pe
scara larga �n ma?ini pentru �nca 60 de ani.

Aplica?ia reu?ita a �nceput �n avioane �nainte de al doilea razboi mondial, iar

chiar ?i rezervorul de tigru german a fost echipat cu discuri �n 1942. Dupa razboi,
progresul tehnologic a �nceput sa apara �n anii 1950, duc�nd la o demonstra?ie
critica a superiorita?ii la 1953 24 Hours of Le Mans, care a necesitat fr�narea de
la viteze mari de mai multe ori pe tura. Echipa de curse Jaguar a c�?tigat,
folosind ma?ini echipate cu fr�ne cu disc, cu o mare parte din creditul acordat
performan?elor superioare ale fr�nelor fa?a de rivalii echipa?i cu fr�ne cu tambur.
Produc?ia �n masa a �nceput cu Citro�n DS din 1955.
�n compara?ie cu fr�nele cu tambur, fr�nele pe disc ofera o performan?a mai buna de
oprire deoarece discul este mai u?or racit. Ca urmare, discurile sunt mai pu?in
predispuse la decolorarea fr�nelor cauzate de supra�ncalzirea componentelor de
fr�na. Fr�nele cu discuri se recupereaza mai repede de la imersie (fr�nele umede
sunt mai pu?in eficiente dec�t cele uscate).
Cele mai multe modele de fr�nare cu tambur au cel pu?in un pantof principal, care
ofera un servo-efect. Dimpotriva, o fr�na de disc nu are efect autoreglabil, iar
for?a de fr�nare este �ntotdeauna propor?ionala cu presiunea introdusa pe placu?a
de fr�na de sistemul de fr�nare prin intermediul oricarui servomotor, pedala de
fr�na sau p�rghie. Acest lucru da ?oferului o mai buna "sim?ire" ?i ajuta la
evitarea blocarii iminente. Tobe sunt, de asemenea, predispuse la "gaura
clopotei" ?i capcana materialul captu?ita uzat �n ansamblu, ambele cauze ale
diferitelor probleme de fr�nare.
Discul este, de obicei, fabricat din fonta, dar �n unele cazuri poate fi fabricat
din compozite cum ar fi compozite carbon-carbon �ntarite sau matrice ceramica.
Aceasta este conectata la roata ?i / sau la osie. Pentru a �nt�rzia roata,
materialul de fric?iune, sub forma de placu?e de fr�na, montat pe etrierul de
fr�na, este for?at mecanic, hidraulic, pneumatic sau electromagnetic pe ambele par?
i ale discului. Frecarea determina �ncetinirea sau oprirea discului ?i a ro?ii ata?
ate.

Different types of discs are designed to either improve the performance, or improve
the heat dissipation (preventing 'brake fade' which can occur if they get too hot)

Plain solid discs - these are the most basic, as fitted to ordinary cars, they just
have a solid block of steel. Perfectly functional for the vast majority of users.

Vented discs - these are in two layers, with vent spaces between them. This
increases the surface area and airflow, allowing more heat to be dissipated, but
needs more space as they are thicker than solid discs, and are heavier as they have
more metal in them.
Vented - allow air in between the braking surfaces to aid in cooling

drilled/grooved discs - these have holes drilled through the disc, or grooves
milled into the surface, with the intention of increasing the friction between the
pads and discs (as they bite the edges) and again increasing the surface area and
airflow. They do however weaken the disc, and their usefulness is questionable on a
normal road car.
Drilled - commonly seen on motorcycles, the holes assist in cooling, weight
reduction and allows water to be moved from the braking surface
Grooved/slotted - aids in cooling and cleaning (allows air and dust to move from
the inside of the disk to the outside)
Drilled and Grooved - as above
carbon ceramic discs - these are much lighter than steel discs, allowing bigger
brakes with more stopping power and heat capacity, with less unsprung mass. They
have different heat characteristics to steel discs however, and so need special
pads. They're also very expensive!
For a normal road car, plain discs are fine. For a higher performance road car, or
light track car, you'd probably be looking at vented discs on the front, standard
on the back. Top end road cars, track cars and racing cars will use carbon brakes

Materials
Cast steel/Iron - standard on road cars / motorbikes.
Carbon Ceramic - common on race cars / high performance cars - these tend not to
operate well at low temperatures and could actually perform worse on the road than
normal road discs.

In a car, the brake disc can attain temperatures up to 600 deg C during a hill
descent, if the driver applies the brakes continuously or frequently. Hence, the
caliper assemblies and brake discs used in cars are designed to function at extreme
temperatures of 800 deg C for a certain time without failure.
During normal running in city or highway, the temperatures reached will be much
lower than the above figure.
In motorcycles, the brake disc can reach temperatures of 400 deg C under excessive/
frequent braking conditions.