SIM LAB XB-1 Loadcell Handbrake Instruction Manual
- June 13, 2024
- SIM-LAB
Table of Contents
INSTRUCTION MANUAL
XB-1 LOADCELL HANDBRAKE
VERSION 1.1
Last updated: 27-09-2023
BEFORE YOU START:
Thank you for your purchase. In this manual we will provide you with the means
to get started using your new handbrake!
Introducing the SimLab XB1 Handbrake with Loadcell, designed to give you
ultimate control over your drifts and U-turns.
A loadcell that precisely measures the force applied, allows your muscle
memory to be trained for exact application turn after turn. Adjustable preload
and damper resistance allow tuning of the handbrake to replicate any car
desired. For those who demand the very best, this handbrake is made of high-
quality aluminum, providing you with unmatched durability and precision
control.
XB-1 LOADCELL HANDBRAKE
Features:
Aluminium construction
Proprietary 150 kg loadcell
Multiple elastomer dampers included
Adjustable preload
RaceDirector support
Supports aftermarket knobs
Installation
Depending on your setup, the XB-1 Loadcell Handbrake can be used all by itself
or in combination with a sequential/h-pattern shifter.
Used by itself it can be placed directly on the side mount of your rig, using
the hole and slot as indicated below. The slot offers 6 degrees of rotation.
Using the handbrake mount purchased seperately, the handbrake can be mounted
to the side of a shifter. The mount is compatible with our existing shifter
mounting bracket and allows for roughly 20 degrees of outward rotation.
Please visit www.sim-lab.eu/hb-mounting-bracket for more information.
Configuration
Depending on your preference, we have included three elastomers in different
hardness (Shore A) ratings for you to try. The medium one is pre installed.
You can choose between these three elastomers:
| Soft | 50A |
|---|---|
| Medium | 60A |
| Hard | 70A |
Even the hard, is still relatively soft, if you compared this with a hard
elastomer for pedals for example. We have tested harder elastomers but found
we prefer the range of motion this gives you while still giving you the
opportunity for good control in how much force you apply.
By default, we include a preload spring solution. You can adjust tension on
this to decrease the preload distance.
If you want very little or no preload at all, we have got that covered as
well. With the preload buffer (B) in place (inside the preload spring), you
can take up the preload entirely by turning the adjustment knob (A). After
fitting, make sure all preload has been taken up by the buffer. You need make
sure the adjustment knob (A) is turned enough that the preload buffer (B)
can’t go anywhere anymore and has taken up all preload in the stack.
If you deceide on not running any preload at all, you might just as well
remove the preload spring entirely. In fact, we recommend this so there is no
unneeded tension on the brake stack without the need for it.
On the next pages we will show you how easy it is to disconnect the brakestack to add the preload buffer (B) and/or change elastomers.
First, make sure you loosen the blue adjustment and locking knobs and thread
them all the way up to the clevis fork (F). This will reduce tension on the
spring and will make it easy to swing out the entire brake stack. Slightly
push in the direct of the brake stack and rotate upwards. The enitre brack
stack should be free of its captive position. 
Please keep in mind that the conical spacers (S) are a loose fit, and be aware
of the loadcell cable.
Now you can simply slide the parts off of the shaft until you reach the part
you want to replace.
When re-assembling, make sure all parts lock together smoothly. (See page 7
for more information on how parts should be ordered and oriented.)
Don’t pinch the loadcell cable and make sure the cable exits through the cable
port on the bottom of the loadcell base.
It all really assembles one way properly but it is worth it to take the time
to make sure nothing gets damaged in the process while changing parts.
Depending on the spring you installed, the previous description can be hard to do. To counter that you can also choose to loosen the ‘Spring Pin’ (S) and rotate the entire brake stack away from the handbrake in the following way. Again, make sure you loosen the blue adjustment and locking knobs and thread them all the way up to the clevis fork (F).
Now you have two ways of getting acces to elastomers and preload spring.
We encourage you to experiment with these as long as you remember to be
careful during this process. The loadcell is truly the heart of this device
and damage to it or its cable need to be avoided at all times.
In case you can’t recall how the main parts of the brake stack go together,
please review the next page.
These are the main parts which make up the loadcell sub-assembly. These are
the pivot (P), loadcell base (B), loadcell (L) and the loadcell cover (C).
The important features to note which need to align with each other are the
cable window (W) and a key (K) in some places.
This might seem a bit complex looking at the image above. When holding the
parts in your hands it does makes sense and it all looks together when
assembled. This also makes sure you basically can’t get it wrong. Here is the
complete brake stack for reference.
Race Director
Download the lastest version of RaceDirector from: http://www.grid-
engineering.com/srd-setup
Please review the manual found at: http://grid-engineering.com/srd-manual
We will now go over the very basics to get going using RaceDirector to get you
on track asap. We really urge you to go through the manual for a more in depth
explanation of the possibilities Race Director has to offer.
First we need to activate the product, this is done on the ‘Settings’ (1)
page.
Tick the ‘Activate’ tickbox next to ‘XB-1 Loadcell Handbrake’ (2) and its icon (3) should appear on the left side of the screen. Selecting the icon (3) will take us to its device pages.
Device page
The device page for the handbrake allows you to calibrate (1/2) the handbrake,
adjust the brake curve of the brake (3), adjust deadzones (4/5). 
Calibration
- Press ‘Start calibration’ (1) for the device to enter calibration mode.
- Pull the handbrake towards you with a force you feel should be absolute maximum you like to use. Of course you can do this multiple times until the calibration is just right for you. Press ‘Stop calibration’ (2) when done.
- We advise to dial some deadzone on both sides of the spectrum. This way when you’re not touching the handbrake, it can’t provide a slight input, maybe one you don’t even notice but will slow you down.
- The percentages are using the calibrated range. We advise to keep these in the single digits.
Brake curve adjustment
Adjusting the brake curve (3) is as easy as moving points on a line. You can
manipulate a maximum of 3 points. By manually moving/overriding the ‘input
slider’ (6) you can see how your curve affects your input.
By pressing ‘save profile’ (8) you can save all brake settings.
By pressing ‘load profile’(9) you can load a settings file you previously
configured.
We supply some presets (7), which come with RaceDirector by default.
Bill of materials
IN THE BOX
#
Al| Part| CITY
1| Note
---|---|---|---
XB-1 Loadcell Handbrake|
A2| USB-micro cable| 1|
A3| Elastomer spring| 2| Shores 50A and 70A.
A4| Preload buffer| 1|
A5| Bolt M6 X 16 DIN 912| 2|
A6| Washer M6 DIN 125-A| 4|
A7| Lock-Nut M6| 2|
A8| Slot-Nut M6| 2|
More information
If you still have some questions regarding assembly of this product or about
the manual itself, please refer to our support department. They can be reached
at:
[email protected]
Alternatively, we now have Discord servers where you can hang out or ask for
help.
www.sim-lab.eu/discord
Product page on the Sim-Lab website:
https://sim-lab.eu/xb1-lc-handbrake
References
- grid-engineering.com/srd-manual
- grid-engineering.com/srd-setup
- Sim-Lab
- XB-1 Handbrake angled mounting bracket
- XB-1 Handbrake angled mounting bracket
- Handbrake XB1 Loadcell