Inside the new Hayes Prime Brake System
Hayes Removes The Covers On Their New Prime Brake System
Not long ago Hayes released some blurry teasing images of their new Prime brake system. Inside you'll find two videos explaining just what exactly is behind those blurred out pixels and what makes the Prime different from anything else.
Read on...Source: Hayes Brakes
Watch the video to see Poppet Cam technology explained
Contact adjustment, also known as dead stroke or dead band adjustment, changes the point in the lever stroke where the brake pads come in contact with the rotor. Poppet cam technology accomplishes this without affecting the lever’s home position. Some riders prefer a very short stroke, or throw, when they squeeze the brake lever blade. Others like a lot of lever travel. The poppet cam adjustment covers both, and everything in between. Additionally, you can use our Top-Hat tool free reach adjustment to dial the lever blade position closer to the grip or further away. This feature combined with the poppet cam stroke adjustment allows the rider to tune the Prime brake exactly how they like it. This tuning can be done in the shop or at the trailhead before the ride, but the Prime takes it a step further. The tool-free dials and short adjustment ranges enable the rider to make stroke and reach tweaks on the fly, with the flick of the thumb. No other brake can do this for you. Top-Hat sets start point. Poppet cam sets end point (tire lock point). The two can be adjusted individually without affecting each other.
![photo]()
The poppet cam design has a flow path five times larger than that of the Stroker’s three port-timing holes. This increased flow will eliminate lever pump caused by heat buildup. Additionally, the reservoir allows the brake to compensate for brake pad wear. As the pads shed material, the pistons will slip and allow the pads to stay close to the rotor rub area. When these pistons slip, additional brake fluid is needed behind them. This equalization can only occur with a properly sized reservoir and an efficient flow path.
Poppet Cam animation video
The bore of the Prime master cylinder does not have port-timing holes drilled into it. In a traditional system, a port or ports must be drilled through the bore in order for the brake fluid to be able to vent into and from the reservoir. This traditional design has been in production for decades and is a relatively simple and cost-effective design. However, the rubber primary cup or seal of the master cylinder piston must cross over these holes every time the brake lever is squeezed, and then back across when it is released. This wears on the rubber cup over time. Additionally, any burrs or imperfections in the port-timing holes will accelerate this wear.
Hayes Prime Details
• Improved Reach Adjust
Tool-free design that is independent of the contact adjustment. This feature has improved durability and aesthetics over the existing Stroker design. Additionally, mechanical advantage is fixed regardless of lever home position. This means you get the same power and feel with the lever set close to the grip as you do with it set further away.
• Mechanical Leverage Ratio
Increased throughout the entire lever stroke, resulting in a high power level later in the stroke. This promotes progressive braking that is more predictable (modulation).
• Hydraulic Power Ratio
20% increase in hydraulic ratio over the Stroker Trail. Higher clamp force on the rotor is reached with the same given input at the lever blade.
![photo]()
• A new four layer low expansion hose tuned for the Prime’s high mechanical and hydraulic ratios.
• New low noise and high Mu two-piece rotor. At 110 grams for the 6” version, it is also lighter.
• Nickel plated, titanium and anodized aluminum fasteners resist corrosion and maintain the high-end finish.
• New press fit Titacon CL 500 bushings are used in the master cylinder body.
• A new two-piece design that allows the master cylinder to be removed without affecting other handlebar components.
![photo]()
Look out for an upcoming test in the future!
Visit the Hayes Prime website to get more info
Not long ago Hayes released some blurry teasing images of their new Prime brake system. Inside you'll find two videos explaining just what exactly is behind those blurred out pixels and what makes the Prime different from anything else.
Read on...Source: Hayes Brakes
Contact adjustment, also known as dead stroke or dead band adjustment, changes the point in the lever stroke where the brake pads come in contact with the rotor. Poppet cam technology accomplishes this without affecting the lever’s home position. Some riders prefer a very short stroke, or throw, when they squeeze the brake lever blade. Others like a lot of lever travel. The poppet cam adjustment covers both, and everything in between. Additionally, you can use our Top-Hat tool free reach adjustment to dial the lever blade position closer to the grip or further away. This feature combined with the poppet cam stroke adjustment allows the rider to tune the Prime brake exactly how they like it. This tuning can be done in the shop or at the trailhead before the ride, but the Prime takes it a step further. The tool-free dials and short adjustment ranges enable the rider to make stroke and reach tweaks on the fly, with the flick of the thumb. No other brake can do this for you. Top-Hat sets start point. Poppet cam sets end point (tire lock point). The two can be adjusted individually without affecting each other.
Hayes Poppet Cam exposed
The poppet cam design has a flow path five times larger than that of the Stroker’s three port-timing holes. This increased flow will eliminate lever pump caused by heat buildup. Additionally, the reservoir allows the brake to compensate for brake pad wear. As the pads shed material, the pistons will slip and allow the pads to stay close to the rotor rub area. When these pistons slip, additional brake fluid is needed behind them. This equalization can only occur with a properly sized reservoir and an efficient flow path.
The bore of the Prime master cylinder does not have port-timing holes drilled into it. In a traditional system, a port or ports must be drilled through the bore in order for the brake fluid to be able to vent into and from the reservoir. This traditional design has been in production for decades and is a relatively simple and cost-effective design. However, the rubber primary cup or seal of the master cylinder piston must cross over these holes every time the brake lever is squeezed, and then back across when it is released. This wears on the rubber cup over time. Additionally, any burrs or imperfections in the port-timing holes will accelerate this wear.
• Improved Reach Adjust
Tool-free design that is independent of the contact adjustment. This feature has improved durability and aesthetics over the existing Stroker design. Additionally, mechanical advantage is fixed regardless of lever home position. This means you get the same power and feel with the lever set close to the grip as you do with it set further away.
• Mechanical Leverage Ratio
Increased throughout the entire lever stroke, resulting in a high power level later in the stroke. This promotes progressive braking that is more predictable (modulation).
• Hydraulic Power Ratio
20% increase in hydraulic ratio over the Stroker Trail. Higher clamp force on the rotor is reached with the same given input at the lever blade.
• A new four layer low expansion hose tuned for the Prime’s high mechanical and hydraulic ratios.
• New low noise and high Mu two-piece rotor. At 110 grams for the 6” version, it is also lighter.
• Nickel plated, titanium and anodized aluminum fasteners resist corrosion and maintain the high-end finish.
• New press fit Titacon CL 500 bushings are used in the master cylinder body.
• A new two-piece design that allows the master cylinder to be removed without affecting other handlebar components.
Prime floating rotor is available in 140, 160, 180, 203, 224 mm
Look out for an upcoming test in the future!
Visit the Hayes Prime website to get more info
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my hayes worked very good for several years, never had any probs with them.
but reading those comments sounds like they are crappy brakes, which they just aren´t!
I think it´s good that they put effort in their braking system and try to support us riders with better quality parts!
btw, I switched to Shimano this year, pretty good stuff if you ask me
you arent understanding, this isnt for setting the reach, all that screw does is adjust the lever closer or farther from you grip. this keeps the reach in the same location and changes where the break actually engages, some brake you have to pull almost to the grip before in engages, this makes that adjustable so you can have the brake engage anywhere you want, you can pull the level half a cm if you want or all the way to the grip and still have your reach in the same location. very similar to to what avids pad contact adjustment does
but I'm sorry, once you get your hands on some Juicy 7's, Saints, or Codes you will pretty much never turn back to Hayes.
I think this brake will be an improvement to the Hayes line up, However some how Hayes has managed to miss the biggest issue with there brakes. They have no "saftey" click so if you fall you are out a master cylender and most likely a lever. It was when i busted my Hayes brake i swore to never run them until that click was added.