RT700- - RT700-

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Part #: RT700-
Notes: CANADIAN CUSTOMERS CALL 403-346-7960 FOR SPECIAL PRICING.
Your Price: $33.95

All Fitments

UNIVERSAL
Year Model SubModel Cylinders Liter Aspiration Eng Desg. Fuel Notes
0 - 0 NON APPLICATION SPECIFIC ALL ALL ALL ALL ALL ALL

Product Description

Torque makes one thing and that is brake fluid and they do it better than anybody else. Try is and feel the difference

Specifications:

• Boiling Point (760mmHg): Dry 683 °F (361.8° C)
Wet 439° F (226.1° C)
• High Temperature Stability 1 °F (.5 °C)
• Vapor Density (air = 1) 10
• Vapor Pressure <0.01 mmHg @ 68° F (20° C)
• Density (Specific Gravity) 1.095
• pH 7.3
• Viscosity @ -40 °F (-40 °C) 1501
• Viscosity @ 212 °F (100 °C) 2.1
• Compressibility* 5.19E-05 212 °F (100 °C) 5800 psi (400 bar)
3.969E-05 122 °F (50 °C) 5800 psi (400 bar)
3.405E-05 68 °F (20 °C) 5800 psi (400 bar)
• Reserve Alkalinity** 84

  • Please note there are a couple of other racing brake fluids claiming reduced compressibility however they either (1) do not offer you the data to support their claim; or (2) provide insufficient data i.e. they omit temperature or pressure. To demonstrate compressibility performance you must have (1) temperature and pressure along with the test result.

*Reserve Alkalinity

Simply put, “Reserve Alkalinity” is a measure of the quality and “robustness” of the brake fluid’s additive package as well as being an indirect indicator of the overal quality of the materials blended to create the brake fluid.. This additive package, which absolutely all glycol, borate ester and silicate ester based brake fluids (this covers all DOT 3, DOT 4 and DOT 5.1 brake fluids) have, provides the brake fluid with

corrosion inhibition,
buffer against the material’s (the various components that make the brake fluid) propensity to go acidic over time and use,
lubrication
low temperature viscosity
OK, now with that said let’s start at the beginning so this can all make sense. So to start we need understand some fundamental realities of brake fluid. And let’s also agree at this point that when I say “brake fluid” I am referring to all DOT 3, DOT 4 and DOT 5.1 brake fluids. I am NOT referring to the mineral oil or silicone based (DOT 5) brake fluids.

Also be aware that that the Reserve Alkalinity measure is NOT something you will find in the SAE J1703, J1704, J1705 brake fluid standards or in the Federal Motor Vehicle Safety Standard (FMVSS) #116 which covers the DOT requirements for all DOT 3, DOT 4, DOT 5 and DOT 5.1 class brake fluids.

All brake fluids whether glycol, borate ester or silicate ester based and their derivative materials are corrosive. Their corrosive nature is due to the degradation of the materials into organic acids in the presence of oxygen and heat. Because of this fact all brake fluids must include an additive package which contains an inhibitor formulation to prevent corrosion to the system by the acids. The inhibitor formulation typically contains a buffering agent and metal passivators. It functions to buffer the acids as they are formed, and passivize metal surfaces to control corrosion.

The specific term used to describe this buffering is “reserve alkalinity.” It is measured (the rest of this sentence is pretty serious chemical “geek) as the number of milliliters of N/10 hydrochloric acid needed to titrate 10 milliliters of glycol to a pH of 5.5. I its most simple form, the “Reserve Alkalinity” number of index (my term) is an indicator of how resistant a fluid is to becoming acidic.

Now that we have that out of the way there are several other items of which the Reserve Alkalinity “index” can be an indirect indicator of. For example there is a viscosity standard for brake fluid measured at -40 C (-40 F) and also at 100 C (212 F) For the most part the 100 C data point is nothing to worry about. Brakes fluids are able to comply with that temperature/viscosity requirement rather easily. However with high performance/racing brake fluids where there are concerns and performance objectives as to reducing compressibility and increasing the “pedal feel” of the fluid.

Let’s quickly review the DOT 4 standards (the most liberal of all the brake fluid standards) in regards to viscosity. The DOT 4 standard calls for a maximum viscosity of 1800 cSt (centistokes) measured at -40 C (-40 F). With this in mind a great example of where product development goes bad is witnessed in the Brembo HTC-64T brake fluid. HTC-64T is their newest brake fluid (came to market about 3-4 years ago) and been marketed to race teams as a “racing” only product. In our independent laboratory testing we noted a -40 C viscosity of 2814 cSt! This is 57% in excess of the DOT 4 standard.

Why would the brake fluid vendor to Brembo (Brembo doesn’t make this fluid. It just has its name on the label) engineer this exclusive brake fluid in this manner. With the quest for higher and higher dry boiling points the chemical engineering becomes more complicated and expensive. Brake fluid is not a significant profit center product for most, if not all brands (with the exception of Torque Inc.) Therefore there is not the motivation to really do all the engineering to do things “right.” First off as the relationship between the two viscosity data points is not linear, allowing a very high -40 C viscosity allows for a better pedal feel. Second, the additive package is where this “off the scale” viscosity would be brought into spec. However the “jury rigged” engineering as demonstrated in this brake fluid also demonstrates itself in the way of the Reserve Alkalinity results.

So how does Reserve Alkalinity apply here? The Reserves Alkalinity for this brake fluid is only 25, a rather low measure. So in this case (and several others) the low Reserve Alkalinity measure is an indirect indicator of what ultimately what I would terms a low quality brake fluid. Now it is also the case that the Brembo HTC-64T also tested at a pH of 6.5 i.e. below the standards minimum of 7.0 and already an acidic fluid. I don’t know about you but the last thing I want in my nice metal brake calipers and master cylinder is an acidic fluid eating away at the metal!!

FWIW, to put this into perspective here are the Reserve Alkalinity results for several other brake fluids.

Brake Fluid Reserve Alkalinity Brake Fluid Reserve Alkalinity
Endless RF-650 5 Brembo HTC-64T 25
Castrol SRF 10 Motul RBF600 33
Torque RT700 84 Motul RBF660 36

JUST ONE OF MANY TESTIMONIALS

Wow! I’m I’m impressed…

Much like the majority of you reading these, you’re probably looking for a better, higher temp fluid. This is exactly why I chose to give Torque a try. Having tried just about every other fluid out there I figured I would give it a try. I run a fairly heavy Dodge Stealth (3000 GT really) that weighs in at just over 3200 pounds. It’s been converted from a twin turbo to a fairly large single turbo, the Garrett GT3094R. The car produces well over 600 WHP and no problem getting it up to speed, getting it down from speed has always been an issue. The brakes are 13.5” with AP 6 pot calipers. Coming directly from Motul 600 the change over to the Torque fluid was pretty well pronounced about 6-7 laps. Before, I was getting the pedal to become a bit spongy and just lost that initial bite feel that you get with freshly bled brakes. With the Torque fluid the pedal remained firm during the entire session. Needless to say, I’m impressed! It really is a great fluid and Torque has another permanent customer. If you’re anything like me, drop a few bucks and try it. It really does stand up to all the hype and delivers performance.