The automotive brake system, which is chiefly made up of the brake and brake pads, are crucial safety features that protect both drivers and passengers on the road. English engineer Fredrick William Lanchester patented the first disk brake which he used in on his own automobiles. Disk brakes, however, became a hit only 50 years later.
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American luxury car Duesenberg was the first to use hydraulic brakes in but it was Chrysler that first mass-produced cars with brakes in . Formula One racing vehicles, on the other hand, are equipped with the most advanced brakes.
Types of Brake Pads
Ceramic Brake Pads
Ceramic brake pads are the ultimate in brake pads. They are the most expensive types of brake pads available, but they also last longer than any other type. The ceramic compound that these brake pads are made of is great for absorbing the heat that results from any type of continuous and hard, violent braking.
In fact, even in endurance racing these ceramic brake pads can stand up to what you put them through, and they work efficiently whether your brakes or warm or cold. They are made with small amounts of copper and clay, which is molded into the compound to make for a strong and long-lasting brake pad. Ceramic brake pads wear down a lot slower than other types; however, they do tend to be a bit pricey.
Here are some advantages of using ceramic brake pads:
They are less noisy than other types of pads
They wear down relatively slowly
They create very little dust
Some of their disadvantages include:
They are more expensive than almost all other types of brake pads
Low-Metallic Brake Pads
Because of how these brake pads are made, they tend to be quite noisy, and they spew out a lot of brake dust. However, they have excellent heat-transfer capabilities and are made with up to 30% metal, such as copper or steel. They are organic in nature and offer excellent braking capabilities. Low-metallic brake pads are great when it comes to braking and heat transfer, and the materials that they are made of are completely organic.
Non-Metallic Brake Pads
Non-metallic brake pads are the softest type of pads, being made of various rubbers, resins, and glasses, along with a small number of metal fibers. The composite material that results will wear away quickly and should only be used for regular, daily road-driving.
Because they are soft, non-metallic brake pads are not the top choice for people who drive a lot or put their vehicles through a lot each and every day, but for drivers who don’t put a lot of mileage on their vehicle every year, these pads are fine. If you do a lot of driving, you should either purchase the metal-type brake pads or be prepared to change your non-metallic ones frequently.
Regular organic pads cause a lot of dust to cover components located near the brakes, along with other materials that are thought to be toxic to humans, which is one of the many reasons that the non-metallic brake pads were developed.
If your vehicle doesn’t have large brake needs, these types of brake pads will suffice. Organic brake pads usually are made with glass or rubber composites, but they wear out quickly for most drivers. If you choose alternatives, the price may be a bit higher, but they will last you much longer than regular non-metallic brake pads.
Non-Asbestos Organic (NAO) Brake Pads
These types of brake pads are made of materials such as high-temperature resins, fibers, and fillers. They are softer and quieter than the semi-metallic type of brake pad, and they create more dust in the long run. The NAO brake pads also deteriorate rather quickly, so it behooves the car-owner to pay attention to their pros and cons before purchasing a set of these brake pads.
Advantages of NAO brake pads include:
They are less noisy than other types of pads
They are made of strong fibers and high-quality resins
Disadvantages include:
They are softer than other types of brake pads
They can deteriorate faster than other types
They can create a lot of dust
Semi-Metallic Brake Pads
In the majority of vehicles sold today, semi-metallic brake pads are found. Made with a combination of metals and synthetic components, they are a mostly metallic hybrid compound. An organic resin seals all of the materials together, and they are then molded into various shapes and baked in a furnace to harden them.
Semi-metallic brake pads are very durable, as well as heat-resistant and resistant to wear. However, because these pads have a lower friction coefficient when it comes to lower temperatures, they need a little more pedal power when the brakes are cold.
Semi-metallic brake pads are usually made of either sintered graphite, iron, or steel, and, therefore, they are great when you need the high-performance capability in your vehicle. In fact, these types of brake pads are perfect for heavy vehicles and performance vehicles because they are sturdy, well-made, and diverse brake pads.
They contain up to 65% metal, but they also are noisier to operate, wear down your rotors a lot faster than other types of brake pads, and don’t always perform well at low temperatures.
Advantages of choosing semi-metallic brake pads include:
They are extremely durable
They have excellent heat-transfer capability
They are widely used in a variety of vehicles
Some of the disadvantages include:
They are noisy
They don’t always perform well at low temperatures
They can wear down your rotors rather quickly
Choosing the Right Type of Brake Pad for Your Needs
Light Compact Cars
If you own a light compact car, basic organic brake pads will be just fine. They are quiet, inexpensive, and have enough stopping power for your needs. If you notice a lot of dust build up in the brake area, you can substitute these types for a ceramic brake pad.
Midsize Cars
More often than not, midsize cars need a low-metallic NAO set of brake pads. This is because of the vehicle’s size, which causes it to need better-stopping power. The low-metallic NAO brake pads can be a little noisy, but again, if the noise bothers you, you can always switch to the ceramic type of brake pads.
Sports Cars
If your vehicle goes from 0 to 60 MPH in no time, it also needs to go from 60 to 0 in record time, and therefore, the semi-metallic brake pads will work best for most sports cars. You simply need high-quality brake pads when you have a vehicle such as this.
Trucks/SUVs/Vans
All vans, SUVs, and trucks need heavy-duty brake pads because of their weight and the fact that they need the best braking power possible. You should use semi-metallic brake pads or pads with a high metal content. Consider this: the more braking power you need, the higher the metal content should be in your brake pads. They may be a little noisy, but they are necessary for your safety.
Types of Brakes
Electric Brakes
Electric brakes are broken down into three main types:
Anti-lock braking system (ABS): this system has three main components – individual wheel speed sensors, a hydraulic actuator, and an electrical control unit. They work together to stop your brakes from locking up when you slam on your brakes or pump them in fast motion. Each of the wheels is controlled individually, which does a great job of maintaining traction.
Advanced emergency braking system (AEBS): in this type of system, there are sensors that monitor how close a vehicle is to another vehicle or object; when this happens, an emergency braking mechanism is automatically activated so that you don’t have a collision.
Brake-by-wire system: this is a system of electronic wires that send signals to the car’s computer whenever the brakes are pressed. It measures the electrical resistance first, and the computer calculates the applied force, applying it to the hydraulic pump system.
Emergency Brakes
The mechanisms that are used to control both the emergency brake and the parking brake are the same. The difference is in the way that the vehicle responds when using each of these brakes.
The emergency brakes are used to keep a vehicle from rolling from its spot when the car is parked and to keep from crashing if the regular brakes suddenly fail. In other words, emergency brakes are a backup measure for the rare occasion when something goes wrong with your main brakes.
Hydraulic Brakes
Hydraulic brakes are operated via hydraulic pressure, hence their name. They are a system based on the principle of Pascal’s Law, which states that when pressure is exerted in any part of a confined incompressible fluid, it is transmitted equally in all directions, resulting in pressure variations that stay the same. There are two main types of hydraulic brakes, which are listed below.
Dual-circuit hydraulic brakes: consists of two command circuits; one is activated when you apply the brakes, and the other is controlled by the car’s computer and calculates the applied force before applying it to the hydraulic pump system.
Single-circuit hydraulic brakes: this system has a master cylinder connected to various metal pipes and rubber fittings that are attached to the wheels’ cylinders. Each wheel has opposing pistons on either a drum or band brake, and the pistons are pushed apart when pressure is applied. Brake pads are then forced into the wheel cylinder to stop the vehicle.
Mechanical Brakes
Mechanical brakes generate friction when two surfaces rub together in order to produce a stopping action. Here are the two main types of mechanical brakes:
Disc brakes: this system uses a wheel brake which slows the car’s wheels’ rotation; the brake pads are then pushed against the rotor with a set of calipers.
Drum brakes: this system consists of a metal brake drum which covers the brake assembly at each of the wheels. There are two curved brake shoes, and they expand outward to stop or slow the drum, causing it to rotate with the wheel.
Parking Brakes
If you park your vehicle on an incline and don’t want it to roll downhill, using the parking brake is necessary. Parking brakes usually consist of small pedals located near the side door on the driver’s side, underneath the steering column. They can also be located by a lever in the console in the center. In either case, a mechanical force is necessary for the brakes to operate properly. In some newer models, a simple button is sometimes used instead of a lever.
Power Brakes
There are two different types of power brakes, as described below.
Air brakes: instead of hydraulic fluid, the air is used in this system to activate a basic drum or disc brake; this type of system is most often used in vehicles such as trailers, buses, and trucks.
Power brake booster: the vacuum power that is produced naturally in a vehicle’s engine is used in order to amplify the driver’s foot pressure; this will stop nearly all types of vehicles, including very heavy ones.
Glossary of Brake Terms
ABS Warning Light: The ABS warning light is located on the instrument panel and warns the driver whenever a problem occurs with the ABS system. If the ABS warning light is on, it is imperative to get your vehicle to a repair shop as soon as possible.
Accumulator: The accumulator is used mostly for ABS systems and consists of a pressure storage chamber used to power-assist the brakes. When brake fluid is pumped into the accumulator, it compresses nitrogen gas and then stores up the pressure – up to PSI – which is then used to reapply the brakes during the hold-release-reapply cycle or for power-assist braking purposes.
Anti-Rattle Clips or Springs: This is a hardware system which attaches to the brake pads and helps prevent them from vibrating and therefore making noise.
Asbestos: Asbestos is non-flammable and is a mineral fiber that is heat-resistant and found in brake linings. They are seldom if ever, used nowadays because of the dangers associated with asbestos; instead, non-asbestos brake linings are now used.
ASR: This stands for automatic slip regulation. It is a system used to control or stop traction.
Backing Plate: The backing plate is a steel plate that the brake shoes, anchor pin, and wheel cylinder are attached to for a drum brake. The shoes are supported with raised pads on the backing plate, and if you notice your brake pads becoming worn, you should replace your backing plate, as well.
Bleeding the Brakes: This is a procedure done to purge air and old brake fluid from the lines and the other components within the braking system. When your hydraulic system is open for repairs, you should always bleed the brakes. It also makes for good preventative maintenance whenever your brakes are relined or even to remove moisture contamination in the fluid.
Brake Lines: This refers to a type of high-pressure steel tubing which is used to carry the brake fluid from the main cylinder to the wheel brakes. When repairing or replacing your brake lines, you should only use “approved” materials so that the braking system works properly from then on.
Brake Pedal Switch: This is a switch only used in ABS systems and which signals the control module each time the brakes are applied.
Caliper: This is the part of a disc brake that applies the hydraulic for so that the brake pads are pressed against the rotor. The caliper can have up to four pistons and usually either a “floating” or “fixed” mount. You can easily rebuild or replace your calipers if they are too worn-out.
Combination Valve: A combination valve combines two or more valves in a single housing. These can include a pressure-differential, metering, and a proportioning valve.
Cylinder Hone: A cylinder hone is a special tool that is used for resurfacing the cylinder bores that are located in either master or wheel cylinders. If you have a master cylinder with aluminum housings, these should not be resurfaced because otherwise, the honing will remove the protective coating inside of the bore.
Dial Indicator: This is a specialized measuring tool that includes a gauge indicator, which can be used to check wheel-bearing play and rotor runout.
Disc Brake: A disc brake uses either a rotor or a flat disc instead of a drum for the friction surface. With these types of brakes, special pads are pressed against both sides of the rotor or disc by the caliper assembly. Disc brakes handle higher temperatures than drums and won’t trap dirt or water, either.
Drums: Drums are ring-shaped housing which provides the friction surface for the shoes in a drum-braking system. Most are made out of cast iron, but they can also be made of aluminum and have a cast-iron liner.
Fluid Reservoir: This is the part of the main cylinder assembly which holds the fluid for the entire braking system. It is often made of a clear plastic to make it easier to inspect the fluid level on the inside without opening the entire reservoir.
Fixed Caliper: This type of caliper is mounted rigidly over the rotor. It usually has either two or four opposing pistons that squeeze the pads against the rotor.
Floating Caliper: This type of caliper slides over the rotor on guide clips or pins, enabling a single piston to squeeze both pads against the rotor. The pistons then move either outwards or in a retracting manner, which guides the caliper in an action that is necessary for the brakes to work properly.
Hydro-Boost: This is a type of power braking system which uses hydraulic pressure from the power steering pump to provide not vacuum, but rather brake-assist.
Integral ABS: In this type of anti-locking braking system, the main cylinder is combined with the hydraulic modulator and makes one simple assembly. It is a more expensive type of system because if either the hydraulic modulator or the master cylinder is defective, they both must be replaced.
Loaded Caliper: This is a replacement caliper that consists of both the hardware and the pads, as opposed to purchasing the pads and other hardware separately.
Master Cylinder: The master cylinder is a component in a hydraulic braking system which converts the force on the brake pedal by the driver into the pressure that applies the brakes.
Metering Valve: This is simply a valve that limits the pressure applied to the front disc brakes so that the rear drum brakes operate simultaneously. Metering valves are mostly used on a few import applications.
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Modulator Assembly: This is the part of the hydraulic control unit that holds the solenoids and valves which regulate the braking circuits during the use of anti-lock braking activity. In integral ABS systems, the modulator is part of the master cylinder, while it is a separate entity in non-integral ABS systems.
Non-Integral ABS: In a non-integral ABS system, a conventional master cylinder and vacuum booster is used and has a separate hydraulic modulator assembly. It is also called an “add-on” ABS system since it is essentially added into an existing braking system.
Piston: The pistol is located inside a wheel cylinder or caliper and is moved using hydraulic pressure to apply the brakes. Pistons in wheel cylinders are usually made of steel, but caliper pistons can be made of aluminum, steel, or phenolic.
Phenolic Piston: This is a plastic piston made of phenolic resin. They are lightweight, corrosion-proof, and will not transfer heat to the brake fluid in the way that the metal pistons do.
Rotor: The rotor is a disc that provides the friction surface in a disc brake. The system contains pads that rub against both sides of the rotor to generate the friction needed. Rotors can be vented or solid.
RWAL: Stands for “rear wheel anti-lock” brakes. They are mostly used by companies such as Chrysler and General Motors.
Shoes: This is the name applied to the components of a drum brake and those that support the linings. The “primary” shoe refers to the forward shoe in self-energizing drum brakes, while they are called “secondary” shoes when referring to the shoes in the rear.
Solid Rotor: This is a type of rotor that is invented and that has no cooling fins between its faces.
With the number of different types of brake pads on the market it can be helpful to have a guide that explains the materials used. Each style has benefits and preferred applications. Regular duty cars and trucks do not need the same type of performance from brake pads as heavy duty vehicles require. Performance vehicles and European models also have unique needs in brake components.
These brake pads are made of ceramic materials. Ceramic provides a smoother, quieter stopping power. These pads are also not prone to creating dust, keeping the rotor and wheel cleaner. Less dust also means less rotor wear. Ceramic pads are excellent for handling a wide range braking temperatures and have less heat fade. The pads recover quickly after stopping.
Ceramic brake pads are designed to meet or exceed all OEM requirements for durability. While they often cost more than other premium pads, they also last longer and extend the life of the entire braking system.
** Ceramic Brake Pads We Carry
Posi Quiet
Ceramic Brake pads
Hawk Performance (PC)
Ceramic Brake pads
Centric
Ceramic Brake pads
Semi-metallic pads normally contain more than 30 percent steel or iron, by weight. Low-metallic has less than 30 percent metal by weight. Premium semi-metallic pads provide a greater resistance to temperature fade compared to Ceramic pads. However Semi metallic pads do create more dust than Ceramic pads.
** Semi-metallic Brake Pads
Posi Quiet
Semi-Metallic Brake pads
Centric
Semi-Metallic Brake pad
s
Extended Wear Brake Pads
Extended wear pads are manufactured to provide more than just long lasting pads, they are designed to also reduce wear on the rotor. These offer even wear and even friction performance. Extended wear pads are an excellent choice for fleet service vehicles and drivers that put extensive mileage on their vehicle every year. These pads do provide a quiet performance, but offer a moderate performance in braking. However, street performance extended wear versions are available.
** Extended Wear Brake Pads We Carry:
Posi Quiet
Extended Wear Brake pads
OEM Replacement Brake Pads
Pads designated as standard replacement are lower cost options that are designed to meet or exceed most OEM requirement. These pads are often referred to as organic or non-asbestos organic brake pads. Materials used in manufacturing vary but often include rubber, glass and resins. Some higher-grade organics include Kevlar. The materials do create moderate dust and wear out about the same as OEM pads.
** OE Replacement Brake Pads We Carry:
Posi Quiet
OE Replacement Brake pads
Hawk Performance (OES)
OE Replacement Brake pads
Pads designated as street performance are harmonically damped for maximum vibration and noise control. Backing plates are manufactured with steel and precision fit to further reduce vibration. Pads are designed to work with both slotted and standard rotors. Performance pads often use Performance Ceramic, Ferro-Carbon (all Hawk Performance Brake Pads) or Carbon Fiber; these materials will stand up to the high heat generated in aggressive driving.
** Street Performance Brake Pads
Stoptech Street Performance Brake pads
Hawk Performance (HPS)
Brake pads
Hawk Performance (HP Plus)
Hawk Performance (LTS)
Brake pads
Hawk Performance (OES)
Brake pad
Hawk Performance (PC)
Brake pad
Ferro-Carbon 2 Brake Pads
Ferro-carbon offers a step up from performance ceramic brake pads. These are included in the top end of high performance brakes and often used in aggressive street/ mild track use. Manufactured for severe-duty friction, Ferro-carbon provides between 20 to 40 percent more stopping power and a high resistance to brake fade. The pads also produce moderate dust. Proper break in is required for maximum performance with this type of pad.
Hawk Performance (HPS)
Ferro-carbon Brake pads
Hawk Performance
(HP Plus)
Ferro-carbon Brake pads
Hawk Performance (LTS)
Ferro-carbon Brake pads
Para-aramid Composites Brake Pads
These pads are positive molded to provide uniform density for uniform friction. Braking response is linear no matter what the brake temperature. Aramid fibers are a strong and heat-resistant synthetic material. The fiber stand up to temperatures up to 500 C. Para-aramid composites create little dust and contain no asbestos. The pads are scorched to improve cold braking effectiveness. They rate highly for noise reduction and pad life while offering extremely high resistance to heat fade.
Stoptech Street
Performance Brake pads
Centric Fleet
Performance Brake pads
No matter what type of brake pads you choose, the best braking results will come from matching materials on the front and rear brakes. However not vital, but a mismatch in the friction may create different braking performance results.
The No. 1 job of truck brakes is safety; within that application, there’s more than one way to stop a truck. Drums have been the brake of choice for many trucks, but air disc brakes (ADBs) continue to gain popularity in nearly all heavy-duty on-road applications.
“Current [ADB] market penetration is in the 12% to 15% range for power units and 8% to 10% for trailers,” said John Thompson, sales manager CV NAFTA, for TMD Friction, supplier of Commercial vehicle Brake friction, brake pads and linings to both the OE and aftermarket sector. “Installations are increasing and it is currently believed that penetration will level off in the 20% range in the next five years. Some OEMs are standard with steer axle disc brakes, and upcharges for spec’ing disc brakes have reduced somewhat. These trends, coupled with improved performance over cam brakes, will help increase market penetration.”
Fleet Equipment talked to the top minds in the brake and friction markets to get the answers to the most asked brake spec’ing questions.
When it comes to application, all brake systems will be impacted by the service environment, frequency of use conditions and quality of components utilized.
“For applications that carry more load, have more frequent stops, see more off-highway or off-road activity and/or are exposed to weather extremes, fleets have found it beneficial to select more robust drum brake systems with larger pad widths or more aggressive linings,” says Bill Hicks, director of product planning/Market Development, trailer suspension business unit, SAF-Holland, which offers a full brake product portfolio for heavy-duty trailers and some auxiliary axle applications. “Disc brakes provide the ultimate answer to the most difficult applications with their inherent superior brake fade resistance to mountainous or steep grade routes or other situations where the fleet is concerned with enhanced safety and durability.”
That said, brake life cycles vary wildly due to numerous factors across many applications. Alex Wieczorek, Stemco’s segment business leader, brake products, recommends that fleets should consider the route the vehicle travels (city, over the road, rural), the average load of the vehicle (heavy or lightly loaded), the terrain (flat, hilly or mountainous) and the driver’s experience level. “Understanding these factors and choosing brake components that correctly match the vocation of the vehicle such as over the road, tank/bulk haulers, refuse/construction and transit bus will help extend these brake intervals,” he explains.
Bottom line: ADBs provide shorter stopping distances with virtually no brake fading, side-to-side torque variation or other problems. They also typically last 50% to 100% longer than drum brake counterparts, according to Gary Ganaway, director of OE and technical sales for Bendix Commercial Vehicle Systems.
Across all the wheel, brake and friction companies we talked to—Abex Commercial Grade Friction manufacturer Federal-Mogul Motorparts, Bendix, Meritor North America, Haldex Brake Products Corp., SAF-Holland, Stemco, TMD Friction and WABCO—agree that ADBs provide the maximum stopping power.
“The greatest benefit of air disc brakes is their ability to provide consistent torque levels—meaning essentially no fade—across a very broad range of operating temperatures,” explains Tom Rogers, senior applications engineer, Commercial Vehicle Friction, Federal-Mogul Motorparts. “Traditionally, this has made air disc brakes popular in specialized applications like fire trucks, commuter buses and some city buses. With the advent of RSD regulations, however, more fleets are considering air disc brakes for steer axles that will be matched up with drive axles equipped with drum brakes.”
“The braking feel is more like that of a passenger car, which is one reason why more and more truck drivers appreciate them,” adds Brent Fitch, director of fleet sales for WABCO, which focuses on its ADB offering with its MAXXUS products that exceed stopping distance regulations by more than 15%, according to the company. “To us the future of braking in this industry is disc brakes.”
You’re also looking at lower overall total maintenance for the life of the brake due to longer service intervals. (More on that in a minute.)
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You probably already guessed it: Cost. The initial cost to spec ADBs comes at a premium. According to Bendix’s Ganaway, the cost of ADBs is, approximately, a $600 per axle premium.
There’s no way around it—you’re going to pay more for ADBs up-front, but let’s apply the total cost of ownership (TCO) equation to the cost estimate. Gopi Krishnan, Meritor’s senior director, brakes for North America, explains that the TCO for ADB comes from: High reliability; Higher residual value; Increased uptime; Shorter CSA inspection times; and Relatively lower maintenance costs. Of course, the value proposition of ADBs can vary depending on vocation, application and the fleet manager’s priorities.
“Our estimates are that return on investments could be anywhere from 12 months to 18 months depending upon application, robustness of design of the brake, routes, etc.,” Krishnan explains.
Definitely. There’s a reason that drum brakes still make up more than 80% of the industry’s brake installations. There are plenty of excellent drum brake options in today’s market place. Take Webb Wheel’s brake drum offerings, for example. Webb offers a “good, better, best” drum selection depending on the fleet’s needs. It’s “best” selection is the Vortex Unlimited drum that promotes lower running temperatures with 25% longer life than traditional brake drums, according to the company.
Bendix, Meritor and Stemco all offer full drum brake product portfolios. Drum brakes are a tried and true product that is still a top choice among fleets in terms of safety and serviceability.
At the end of the day, the recent regulation changes relative to all types of brakes have the potential to significantly improve truck safety. However, Dan Dunkleberger, Haldex Brake Products Corp. product manager, explains the out-of-service rate for all brake-related violations are on the rise.
“Violations conducted during Brake Safety Week in was 16.2% compared to 13.5% in ; brake related violations represent around half of all vehicle out-of-service violations found by inspectors,” he explains. “Well functioning brakes should be our top priority, and effective brake maintenance is key to resolving this problem.”
Looking at cost-per-mile for brake intervals the same way as cost per mile for fuel will improve the overall expenses for a fleet. Regular periodic inspection schedules are the best way to monitor brake condition. Making sure all the technicians are trained and understand the setup and maintenance of the brake foundation is ongoing and forever changing.
“From a maintenance perspective, there’s a lot of give and take between [drum and air disc brakes],” says Dennis Griffin product manager, commercial vehicle friction, Federal-Mogul Motorparts. “With air disc brakes, if you only need to replace the pads, and not the rotors, then replacement is faster than it would be in a traditional shoe lining replacement. But if you need to pull the rotors, then you’re looking at removing the hub, cleaning and reinstalling the bearings and replacing the seal, which changes the equation entirely.”
The big brake maintenance challenge is maximizing the brake lining usage. When lining is measured during a PM, the maintenance manager must make the call to send the vehicle back on the road knowing that there is enough lining to make it to the next PM. Changing shoes too soon throws away usable lining, but sending the vehicle out with too little lining assures that a new drum will be required when the vehicle returns and safety is compromised.
“During a PM, along with lining thickness measurements, chamber strokes should be checked to make sure that auto slacks are functioning properly,” TMD Friction’s Thompson recommends. “Brake and slack adjuster maintenance manuals should be referred to for specs. Thorough inspections should be made of air lines, chamber bracket welds, bracket attachment to the spider and air chamber attachment to the chamber bracket. Any flaws found in the components should result in their replacement.”
S-cam drum brake friction is typically easy to inspect in terms of lining thickness on the vehicle. “Friction manufacturers incorporate lining wear indicating features, which make a visual inspection rather straight forward. In some [drum brake] cases dust shields may need to be removed to make an inspection,” Stemco’s Wieczorek explains. “Air disc brake (ADB) friction can be inspected by looking through the caliper-loading opening; however, some applications may require removal of the wheel to gain an accurate inspection.”
For drum brakes you’re looking for a .25-in. minimum thickness and for air disc brakes, a .12-in. minimum thickness. Regular periodic inspection schedules are the best way to monitor brake condition.
The No. 1 takeaway to remember is don’t skimp on the friction material. Make sure you get the correct lining for your application.
“Fleets, today, are under intense pressure to cut costs. In most cases, using the same friction material on both the tractor and trailer helped aid in this process,” Haldex’s Dunkleberger says. “This common sense practice was made cost prohibitive when RSD friction products were first introduced into the market. Higher acquisition cost accompanied with the abrasive compounds of most RSD friction suppliers caused fleets to carry two separate friction materials. This ‘forced change’ significantly increased brake costs and effected the brake balance that many end users worked so hard to achieve.”
To get the most for your money when purchasing friction material, you need to understand the difference between premium and economy brake linings and disc pads and premium drums and rotors. That is a challenge that is usually deferred to the trust of the local distributor or dealer.
“There is tremendous value in premium offerings that will be tapped as fleet knowledge increases,” TMD Friction’s Thompson says. “Linings and pads are available that can greatly increase brake life, depending on application. The more relines that can be avoided due to longer life, result in significant saving to the fleet, even though more money is paid up front for the wheel end kits.”
Spending more money up front for quality material can save at least one reline over the life of the vehicle.
We emphasize progress and introduce new solutions into the market each year for commercial vehicles brake pads
We know that proper maintenance on our personal cars and trucks is important, so why should it be any different for commercial vehicles? The short answer: it shouldn’t. In fact, regular maintenance is one of the most important aspects of commercial vehicle ownership for all types of industries and vocations.
There’s more to regular maintenance than just tire rotations and oil changes. Let’s review the specifics before we dive into the reasons why regular maintenance is essential for commercial vehicles.
Other regular maintenance items include checking headlights, turn signals, brakes, parking lights, fluid levels, shocks, spark plugs, belts, hoses and the battery life.
Now, on to eight benefits of regular maintenance for commercial vehicles.
Yes, the items we listed above have a price tag, but the idea is that what you spend on routine maintenance will help prevent larger — and thus costlier — problems in the future. For example, rotating your tires helps them wear more evenly, which means you don’t have to buy new ones as often. Failure to change your oil may result in the need for a completely new (expensive) engine.
Not only will a properly maintained vehicle be more efficient and typically last longer, but more importantly, it will help keep drivers and passengers safe. For example, make sure a technician regularly checks your brake pads, and keep an eye and feel out for any unusual noises (such as grinding) or odd sensations (such as vibrating). Brakes that fail to work properly have the potential to create a major accident that endangers the life of your driver, passenger, and anyone else in the vehicle’s vicinity.
If you care for something properly it will last, and commercial vehicles are no exception. Here’s some helpful advice from Progressive: “Experts recommend scheduling routine maintenance for your vehicle, including annual engine cleaning to extend its life and regular washing to prevent corrosion. Vacuuming the interior removes dirt and debris that can lead to tears in the fabric.”
Detecting small problems during routine maintenance can help prevent them from manifesting into larger, more expensive ones that can potentially put your vehicle out of commission for an extended period of time.
According to the U.S. Department of Energy, “using the manufacturer’s recommended grade of motor oil in an engine can improve fuel economy by 1%–2%.” Properly inflating your tires can improve your mileage by an average of .6% but possibly up to 3%.
A properly maintained commercial vehicle will go a long way with potential buyers if you’re looking to sell down the road. This includes keeping service records, which provide proof that you’ve taken good care of your vehicle.
Saving detailed records of all types of maintenance will also come in handy when it comes to your warranty. The Federal Trade Commission recommends keeping a file to track all repairs (oil changes, new brake pads, inspections — essentially everything), explaining that “if you ever have a warranty claim and it appears that you didn’t maintain your vehicle, your claim might be denied.”
It’s important to maintain a commercial brand that promotes professionalism and reliability, which means you need to have dependable vehicles. The last thing you want is for your cargo van or truck to break down because of an issue that could have easily been avoided with proper routine maintenance.
If you pay attention to your vehicle, you will be in good shape. Just be thorough and don’t delay in scheduling important checks. Routine maintenance is intended to go a long way in maintaining the safety of your driver and in preserving the lifespan of your vehicle.
Contact us to discuss your requirements of truck brake lining. Our experienced sales team can help you identify the options that best suit your needs.