Auto Service Professional

APR 2018

Magazine for the auto service professional

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48 | ASP April 2018 Technical increases braking efficiency. If the replace- ment pads differ from the original pads (in terms of friction material formulation), and are to be used with the original rotors (when changing pads but not the rotors), an initial break-in is recommended. Drive the vehicle through a few moderate braking exercises in order for the new pads to "wipe" the disc surfaces of the previous embedded friction material. en continue to drive with moderate braking (at speeds of around 35 mph to 40 mph) in order to "bed" the new pads to the disc surfaces. However, some brake pad manufacturers note that no bedding-in procedure is necessary with certain pads, so don't make assumptions. Read the instructions (if provided) that came with the new pads. Regardless of the type of pad formula, it's still not a bad idea to perform a few moder- ate braking procedures before the need to perform more extreme braking, if for no other reason than to "mate" the pads to the disc surfaces. A note regarding rotor disc surface preparation is applicable when discussing the installation of any new set of brake pads. e rotor disc surfaces should be clean. at does not mean simply wiping the surfaces down with a rag. Check rotor disc thickness with a micrometer. This allows you to determine of the rotor has worn beyond the recommended minimum thickness limit. If brake vibration (pedal pulsation) is a concern, in addition to checking rotor lateral runout, a check of rotor thickness for variations can help to determine rotor condition. Measure for thickness at a minimum of four evenly spaced clock locations. Especially where alloy wheels are used, apply a thin film of a high-heat anti-seize paste to the hub surface to reduce the chance of dissimilar metals mated together sticking together (elec- trolysis), making future wheel removal difficult.

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