Here at trak-life, it’s no secret we’re fans and advocates of the Intima brand. Having used their brake pad range for over 5 years predominantly for track purposes, all three compounds offer amazing performance for the price.
The Type-D is their track focused compound and are the sole pad used in Pearl (the S15) and more recently in the EP3 with good success allowing me smash out constant PB’s.
When I heard there was an all new Type-D v2.0 coming for 2018, I was excited to see and experience what the the differences were.
Lucky for us (or me really), I got my hands on the Type-D v2.0 prior to its official release on the 16th May 2018 just in time for race season!
After 4 trackdays, 3 of which were back to back weekends in the EP3 in April (trackschool, Honda Nationals & NSCC) I’m happy to report the new Type-D v2.0 is a significant bump up from its predecessor.
Absent from the previous 250 – 850 degree Type-D and the biggest notable difference on this new version is the initial bite. As the effective working temperature range is now 0 – 850 degrees, stopping power straight off the mark is present and strong making it very street capable.
Where it really matters though is the track and having a decent response and friction level on light pedal pressure speaks volumes with confidence compared to the v1.0. Whilst very progressive and not whiplash inducing like the Hawk DTC series or the mainstream Project Mu RC09 pads, it is quite controllable and responds well to pedal input.
Once you get past the initial bite and onto the mid stop there seems to be a reasonable bump in overall stopping power (friction coefficient or mu to be proper) too which pulls up the car pretty hard.
Getting used to the extra coefficient was bit of a learning curve too as I was washing off too much speed by spending longer time on the brake unnecessarily!
The familiar anti-fade properties of the predecessor compound are still present allowing me to dish out 3-5 hot laps in a row with minimal fade and rotor wear. I mention the latter as I did notice with the original Type-D on the EP3 there was some rotor scoring as the temperatures reached high levels. Happy to report very minimal scoring and pad deposit with the new v2.0 which is fairly standard for metallic based track pads.
After three big trackdays at Wakefield going maximum attack with the EP3 smashing out constant 1:09 laptimes hovering close to my PB, the v2.0 is just about out of life.
Considering my ultra late braking technique and the SR compound lasting me 1.5-2 trackdays, completing 3 complete trackdays on the higher performing v2.0 compound is pretty good – Intima’s claim to higher heat resistance and durability is confirmed.
You might be thinking 3 trackdays may not seem like a lot, but as other EP3/DC5/FN2 Type R owners can attest, the tiny pad and rotor combo found on our stock brake setup does’t really provide longevity.
Whilst I would have loved to test the Type-D v2.0 on the S15 much more than just the 1 trackday, my sentiments are the same – better initial bite, stronger overall stopping power and minimal fade. I look forward to giving getting the S15 back to its best and pushing the 1:06 barrier again with this higher performing compound.
In conclusion, what’s there not to love about Intima’s new Type-D v2.0 pad?
Improvements across the board especially with the initial bite and longevity makes a previously good pad great.
Surprisingly still very affordable too with most applications being $239 or $259, I don’t think you could find a better track pad that still behaves like a street pad when required within that price range – outperforms and is better value than Project Mu HC800, Dixcel Type Z, Forza FP3/FP6, QFM A1RM, Winmax W5 and Ferodo DS2500’s.
Sure there are actual race spec pads out there in the $350+ bracket which are a completely different level but for my club track day type events which this compound is intended for, the Type-D v2.0 does a bang up job and is still my default choice.
P.S These also don’t have any noise after a good track bed in, winning!
S15 2019 UPDATE
In August 2019, Pearl finally managed to put down some successful times without silicone hoses blowing off or splitting and turbo/manifolds rattling loose. No issues at all with braking or fade with the new Type-D v2.0 and watching the 1:07.5 PB on Zestino street tyres, the car can definitely still go faster by braking later and deeper:
Bear in mind Pearl is now also running the huge D2 6 pot fronts and 4 pot rears which definitely helps keep the Type-Dv2.0 at optimal performance, with this setup there is actually zero fade after 6-8 hotlaps and pads still have meat after 5 full trackdays.
For those running OEM or smaller brake setups bear in mind the Type-Dv2.0 is not a full blown race pad, there will need to be some heat management a.k.a cooldown and/or limiting the amount of hotlaps to ensure pad longevity and performance.
Call it a blessing and a curse, because the Type-Dv2 has minimal fade it spurs the driver to keep going even when it should be time to cooldown based on the amount of hotlaps completed and high rotor temperatures.
Unfortunately I’ve seen other Type-Dv2 users completely destroy the compound and blame the pad when some proper testing and learning the limitations of the compound would have gone a long way.
Speaking with those who have had great success moving to the Type-Dv2.0 pads from other brands, what they most like about the compound is the controllability (modulation) and consistency.
A huge initial bite becomes less important when braking force is predictable and progressive providing the right amount of stop and feedback allowing the driver to maximise their skills (such as heel-toe and trail braking) and keep the car settled.