Technical Information

In Detail

TMD Friction Services GmbH

Schlebuscher Str. 99
51381 Leverkusen
Tel.: 02171 703-0
Fax: 02171 703-388
E-Mail: [email protected]

Copyright 2007 © TMD Friction

All rights reserved. This brochure must
not be duplicated, photocopied, reproduced
or converted into an electronically or mechanically
legible form in full or in part without the previous
written permission of TMD Friction.

technical information / 02
Technical Information
In Detail

Contents Contents

05 Friction Lining Requirements 65 Fitting Instructions, Drum Brake Linings, WVA No. 19758
07 Safety Part Brake Friction Product 66 Adjustments, Drum Brake Linings, WVA No. 19758
08 Brake Friction Product Approval Under German Road Traffic Law 67 Installation Drawing for Rockwell Brake - Drum Brake Lining
11 Principles Governing Liability for Faulty Products 68 General Fitting Instructions - Commercial Vehicle Disc Brake Pads
13 Quality Assurance When Manufacturing Disc Brake Pads 69 Omission of Thermal Insulation Plates in Lucas D 3 and Elsa Brakes
15 EC Safety Data Sheets 70 Secondary Measures
16 Disposal 71 Bonding Procedure for Commercial Vehicle Disc Brake Pads
17 Definition of "Friction" 72 Turn-off and Thickness Data for Commercial Vehicle Brake Discs and Pads
18 Maximum Braking Torque 73 Friction Material Overview, Commercial Vehicle Drum Brake Linings
19 Transmittable Braking Force 74 Friction Material Overview, Commercial Disc Brake Pads
20 Disc Brakes in Passenger Cars 75 Notes
27 Fixed Caliper Brake
29 Floating Caliper Brake
31 Fist Caliper Brake
33 Service Life of Brake Friction Products
34 Wear Indicators for Brake Friction Products
36 Brake Friction Product Replacement
37 Brake System Maintenance Instructions
38 Maintenance Instructions
40 Reference to Fitting Instructions
41 Special Fitting Instructions for Disc Brake Pads
43 Brake Fluid Change
45 Deficiencies in Commercial Vehicle Drum Brakes
47 Deficiencies in Commercial Vehicle Disc Brakes
49 Over-Braking/Noise
50 Inadequate Braking Effect
51 Commercial Vehicle Drum Brake Linings - Wear Edge
52 Commercial Vehicle Drum Brake Linings - Wear Pocket
53 Drum Brake Lining Damage Assessment
55 Dismantling Commercial Vehicle Drum Brake Linings
56 Brake Shoe Inspection
57 Fitting Commercial Vehicle Drum Brake Linings
59 Lining Measurements (thickness), Commercial Vehicle Drum Brake Linings
60 Pre-stressed Rivets
61 Recommended Rivets and Riveting Force
62 Installation Drawing for Tapered Linings
63 Turning-off Instructions for Commercial Vehicle Drum Brake Linings
64 Pre-Ground Drum Brake Linings

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Technical Information
In Detail

Friction Lining Requirements

In the book "Brake Friction Products for Road Vehicles" In light of this, it is understandable that such a Thus only now do the various additives and the matrix, The materials tested by us displayed an extreme lack
issued by Textar it states: "Friction lining formulations formulation ranks among the best kept secrets of any with a total of up to 25 substances, produce the actual of pedal feel and braking power and for this reason
always represent a compromise between desirable and manufacturer. However, the “stuff”, from which brake brake friction material. were rejected by our customers. Over and above this,
achievable characteristics". Regarding the formulation it friction products are made, is no secret. It can be It can of course be done in a more simple manner. A brake they would not fulfil the legal requirements in Europe
is therefore imperative to find an acceptable compromise composed of the following raw materials: bonding agents friction product, with a high friction coefficient, can be and already had trouble gaining acceptance of the US
between the customers demands and the respective (in the form of resin and rubber), organic and anorganic produced from just three components, 30% steel wool, American standard FMVSS135. TMD will no longer pursue
production technology. Experience and instinct are fillers (like chalk or iron oxide), lubricants (of graphite 55% petroleum coke and 15% binding resin. Such brake this family of materials.
required to solve this problem. or coke powder) and metals (of steel wool or powder). friction products are however void of any comfort. This E) Sintered friction materials are manufactured for special
comfort can only be achieved by making the complex applications like motor cycles, industrial applications and
calculations required for the ideal brake friction formula. rail vehicles.
This requires a high degree of specialist knowledge. TMD offers material groups A) to C) for the passenger
Backing plate marking Powder coating Friction material The practical process of blending, pressing and hardening and commercial vehicle sectors, depending upon
also places high demands on know-how. Apart from application area and market requirements.
• One method of permanently • Corrosion protection • Specially developed friction
marking friction material • Clean finish material tuned to meet the this, an even distribution and compaction of the raw
and manufacturer • Environmentally friendly relevant vehicle application materials during the blending and pressing processes is For safety
(no solvents, low residue in • Textar have more than 150 of vital importance for the brake friction characteristics.
comparison to spray paint) different friction materials 1. Bedding properties
The choice of a suitable mixing machine as well as the
in their current programme, 2. Cold friction coefficient
Spring (brake-specific) blending sequence are amongst the manufacturers best
recognizable by the "T number"
• Guides the friction lining Chamfering the friction lining (e.g., T 4115, see marking) guarded "secrets". 3. Speed friction coefficient
in the brake caliper Here are some of the criteria, which are of vital 4. Friction coefficient under temperature load
• Direct connection to the • Improved bedding properties
brake piston • Optimized comfort behavior importance when manufacturing brake friction products: 5. Friction coefficient after temperature load
• Judder optimized
6. Friction coefficient under wet conditions
Approval procedure
7. Friction coefficient under the effects of thawing salt
Friction materials are split into five main groups. Each has
8. Friction coefficient under pressure
its own history, stands for an individual product philosophy
and satisfies the needs of a particular market. 9. Static friction coefficient

A) Semi-metallic friction materials are mainly used 10. Friction coefficient when reversing
in the US American domestic market. As the name 11. Expansion and shrinkage
implies, these contain a high proportion of steel fibers. 12. Compressibility
The friction coefficient is approx. 0.35, is not very heat
13. Heat transfer
resistant but has a low wear value, which preserves the
disc. The low friction coefficient normally produces a good 14. Strength (cracks, tear-off)
noise characteristic. The high proportion of steel fibers 15. Flammability
guarantees a favorable pricing. 16. Corrosion resistance
Underlayer
B) Steel-free friction materials are typically for the 17. Bending strength
• Positive influence on
Japanese market. The characteristics of this category
compressibility (hardness) For comfort
• Positive influence on disc are comparable to category A. The material does not,
cracking behavior and comfort however, contain any steel fibers and the material mix is 18. Noise
ECE R90 characteristics very expensive. 19. Vehicle vibrations
• Code number for European • Reduction of heat transfer
test standard for approval • High shear strength C) NAO (Non-Asbestos Organics) conforms with the 20. Pedal feel
of replacement pads and linings • Optimization of noise behavior European friction material philosophy. Depending 21. Smell
• Both pad/lining and packaging Adhesive upon the area of application, these materials have a
contain the ECE mark of approval • Ensures a firm bond between friction friction coefficient of between 0.35 and 0.5 and contain 22. Smoke development
material and backing plate a small percentage of steel fibers. With regard to the 23. Application force
• High shear strength
Backing plate manufacturing costs, the materials lie between categories 24. Wheel fouling
• No underlying corrosion
A) and B) but offer the highest performance braking 25. Environmental pollution by abrasive wear
• Specification in accordance
E4 90R - 01240/491 with the highest material
characteristics. Unlike categories A) and B), European
Damping plate (vehicle-specific) strength requirements legal standards are always fulfilled by NAO materials. For economic efficiency
Reference to Type of Number
given by the
• Manufactured in accordance D) Ceramic friction materials contain a certain proportion 26. Lining wear
the country, in approval • Damping measure, to positively
which approval authorities with OE tolerances
influence any possible resonance
• Over 1200 sizes in the
of ceramic fibers, as the name implies but do not normally 27. Counter material wear
was given
that may occur contain steel fibers.
Textar programme 28. Weight
29. Production costs

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Safety Part Brake Friction Product Brake Friction Product Approval Under German Road Traffic Law

Brake friction products are structural components Approval procedure

of a brake. They already play a role as factor µ (friction
As a fundamental part of the brake system, the brake
coefficient) in the calculation of the braking power.
friction product is a safety part of vehicle. As such, brake
The counter material used for the brake friction product
friction products are subject to legal regulations and
is generally grey cast iron, which must fulfil
require a certificate of approval under traffic law.
the requirements of the applicable standards.
If a vehicle is to be registered for the first time for use
Brake friction products with differing friction coefficients in road traffic, it must first be issued with a certificate
are available for selection. These behave differently under of vehicle type approval. This usually takes the form of
the relative conditions, depending upon the material a GENERAL VEHICLE TYPE APPROVAL (ALLGEMEINE
(e.g., brake drum temperature, rubbing speed, contact BETRIEBSERLAUBNIS - ABE) in accordance with § 20
pressures, etc.). The performance of the brake will thus StVZO (in Germany), which is issued by the Federal Office
alter with differing friction coefficients. for Motor Traffic (Kraftfahrt-Bundesamt - KBA). This is
preceded by obtaining a type approval from a Technical
The axle load and friction coefficient are taken into
Control Association (TÜV) which verifies compliance with
account when calculating the design of brakes for
all legal requirements for the particular vehicle type.
a passenger car.
The tested brake friction products are listed in the type
In addition to the friction coefficient, the approval report and thus approved of for use in this type
self-reinforcement of the brake is also a decisive of vehicle.
factor for the braking performance. The greater
Vehicles, which are produced in small numbers, are
the self-reinforcement of a brake, the greater the effect
approved of individually in accordance with § 21 StVZO
of friction coefficient variations of the brake friction
(in Germany). For this purpose, they must be taken to
products. Whilst the self-reinforcement of drum brakes
a TÜV vehicle testing center for inspection. As a basis
varies depending upon the design, this is an insignificant
for inspection, the same regulations apply as for type
factor in the case of disc brakes.
approval. The type of brake friction products fitted for
the acceptance test is approved of for this type of vehicle.

Brake friction product replacement

If the brake friction products need to be replaced after
a certain service period of the vehicle, they may not
replaced by any brake friction product fitting the brake.
The gist of § 19, Section 2, StVZO (in Germany) states that
the type approval of a vehicle is rendered null and void,
if certain parts are modified or unauthorized spare parts
have been fitted. Brake friction products in particular are
parts of a vehicle that are subject to authorization.
If the vehicle manufacturers original equipment (OE) parts
are used, the vehicle type approval will remain intact, as
these parts are approved. Original brake friction products
are marked with the vehicle manufacturers brand name
and the brake friction type designation as a rule. Original
replacement friction products do not bear an official
testing mark or approval number as a rule.
If in doubt, as to whether a certain brake friction product
has been approved of as original spare part for a
vehicle, information can be requested from the vehicle
manufacturer or an TÜV testing center.
Approved brake friction products are not specified
in the vehicle title document.

Consequently, only tested and

! approved brake friction products

may be fitted!

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Brake Friction Product Approval Under German Road Traffic Law

Approval of brake friction products Information regarding part homologation of The partial adoption of the ECE regulation 90 into EC law,
by part type approval replacement brake friction products in accordance which came about with Directive 98/12/EC of 01/27/98,
An alternative option for the approval of brake friction with ECE Regulation No. 90 is of even greater significance for the replacement
parts market. This decrees that replacement brake
products is offered by § 22 StVZO (in Germany). The brake The ECE regulation No. 90, drawn up by an ECE work
friction products for vehicles type-approved under this
friction manufacturer can obtain general type approval group, officially came into force during the fall of 1992.
EC directive must have legal approval according to the
for a brake friction product (friction material and This regulation contains uniform provisions concerning requirements in Annex XV to this directive as of 31st
dimensions will be specified) for use in a particular the replacement of disc brake pads and complete March 2001.
vehicle. To this effect, the TÜV testing center will perform shoes in vehicles up to 3.5 t (including light trucks
tests based upon the same regulations that apply to However, this binding requirement only applies to vehicles
and their trailers).
vehicle type tests, i.e. the replacement friction products with a max. permissible total weight of up to 3.5 tonnes,
must fulfil the same safety requirements as the original ECE regulations are recognized on a voluntary basis not to trucks, buses or heavy trailers (national legislation
brake friction products. by the user states, i.e. EU and other European states still applies to these). Therefore, this requirement
(e.g., Eastern Europe), and implemented into national law. basically affects all newer passenger cars, vans
Brake friction products with part approval are identified
Basically, this regulation is comparable to our previous and light trailers.
as follows:
KBA approvals based on §22 StVZO (in Germany). Both, Because the technical requirements are identical, ECE
• Name or trademark (of the friction manufacturer) ECE approval and KBA number, provide a legal protection approvals in accordance with EC regulation 90 are
• Type (designation of friction material) for the customer and supplier with regard to the granted alternatively to approvals under the EC Directive
• Brake friction product number respective brake friction products. (recognizable by a lower case e in the approval number.)
(usually the so called "WVA No.") The approval ensures that the vehicle does not lose its Brake friction manufacturers are thus obliged to
• Type mark (KBA no. = Federal Office for Motor Traffic) registration if replacement friction products are fitted. homologate all relevant brake friction products. If not,
The approved brake friction products are equivalent in law a sale for vehicles intended for use in public road traffic
The marking (stamped or embossed) can be found on the to products from authorised garages. Because the ECE is not permitted.
backing plate of disc brake pads and on the edge and/or regulation can be used throughout Europe, contrary to the
rear of drum brake linings. At TMD Friction GmbH the homologation is a fundamental
KBA approval (only applicable for Germany), TMD Friction
part of the introduction of a new product.
The packaging includes a note stating the types of vehicle GmbH has tested exclusively in accordance with ECE
for which the brake friction product is approved. guidelines since mid 1993. The very first ECE approval,
with the number E4-90R-00001/001, was thus obtained
Fitting instructions, which must be strictly adhered
by us on 07/19/93.
to, especially when the fitting is made by do-it-yourself
enthusiasts, can be found on the leaflet enclosed
in the package.
Friction material Manufacturer
Brake friction products constitute safety parts and as such
must only be fitted by do-it-yourself enthusiasts if they
have the expertise required. Article No. US friction coefficient code

Material code
ECE No.

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Principles Governing Liability for Faulty Products

1. Damage as a result of a faulty product ("consequential damage")

2. Causality between fault and damage ("causality")

Liability Liability

Under Contract law Law of torts Under

Tort (§ 823 BGB -

Resulting from Contract Product liability law Resulting from
German Civil Law)

Physical injury, property

For Physical injury, property Property damage (not For
and (to a limited extent) Physical injury
and financial damage financial damage)
financial damage

Private users
Vis-à-vis The contractual partner Everybody Everybody Vis-à-vis
or consumers

Own risk of the wronged

Up to 85,000,000 - per
Scope Unlimited Unlimited
occurrence of damage
party to the amount Scope
of Euro 500.

Lack of guaranteed Violation of contractual

Because of Lack of due diligence Faulty product Because of
properties obligations

Irrespective of negligence
In case of negligence In case of negligence Irrespective of negligence
(purchase agreement)

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Quality Assurance When Manufacturing Disk Brake Pads Quality Assurance When Manufacturing Disk Brake Pads

Composition according Control-room monitored

A Scorching VAP
to formula process control

Mix test
Composition according Automatic scale Friction coefficient, density/
VAP S
to formula Manual scale compression, shear test

Control-room monitored Damping plate

Mix production VAP S Damping lacquer S Positioning, bonding
process control —hot—

Layer thickness, positioning

Mix test
Composition and physical Layer thickness,
A Lacquering S
properties corrosion test

IT storage administration Damping plate

Mix storage VP S Bonding
FiFo, release status Damping foil

IT monitored process control, Legibility,

Moulding VAP Marking AP
pressure, temperature, time positioning

Control-room monitored oven

Curing VAP S Wear indicator Spring and rivet S Fit
control, temperature, time

Layer thickness, positioning

Surface grinding Visually in accordance with

SPC e.g., thickness Final inspection VP
Edge grinding agreed standard

Labelling
S Grooving Chamfering S Dimension, positioning Packaging AP Compliance
Completeness

A Incoming inspection VP Full inspection A Incoming inspection VP Full inspection

S Random sample check VAP Autom. full inspection SPC Statistical process control S Random sample check VAP Autom. full inspection AP Attributive testing

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EC Safety Data Sheets Disposal

EC safety data sheets Brake friction products Textar brake friction products are disposed of in accordance with waste code 160112.
EC safety data sheets (EC Directive) provide information
of potential dangers, which may arise during maintenance Disposal procedures: Recycling
and repair work on motor vehicle brake systems. These or
EC safety data sheets are available from our customer
in agreement with disposal company/authorities:
support service upon request.
Note: Observe the enclosed FFLI leaflet Recycling together with ferrous metals (pads)
(Federation of the Friction Liner Industry.) or

disposal on a dumping site.

Brake friction products of unknown origin must be disposed of in accordance with

waste code 160111.

Brake discs/drums are disposed of in accordance with waste code 160117 “Ferrous metals”.

Disposal procedures: Recycling.

Brake fluid is disposed of in accordance with waste code 160113 “Brake fluids”.

Disposal procedures: Processing

or

disposal as hazardous waste.

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Definition of "Friction" Maximum Braking Torque

The friction coefficient is a function of the To calculate the maximum braking force, the maximum
material pairing of the contact surfaces and braking torque and the maximum transmissible tire
not a function of the friction contact area! torque are equated.

Formula: Formula:

GRd = Weight force, wheel

FR
µ=
G FB = Max. braking force

MBBr = Max. achievable braking torque

40 N MBRd = Max. transmissible torque, wheel

µ=
100 N
rdyn = Dynamic tire radius

rw = Effective braking radius

µ= 0.4

µ = Friction coefficient, brake friction product

µhf = Adhesive force, tire

Formula:
MBRd = µhf x GRd x rdyn

MBBr = µ x FB x rw
FR = µ x G
rdyn µHF
FB = GRd x x
rw µ

FR = 0.4 x 100 N

FR = 40 N Formula:

GRd = 3000 N

rdyn = 304 mm
304 0.8
FB = 3000 x x = 13000 N
rw = 160 mm 160 0.35
FR = Friction force in N 40 N
G = Weight force in N 100 N µHF = 0.8
µ = Coefficient of friction 0.4
µ = 0.35

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Technical Information
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Transmittable Braking Force Disc Brakes in Passenger Cars

Requirements of a brake system Basic conditions are that the wheel brakes will not suffer
stability problems, even under high thermal loads and that
Because of the differing load cases which occur in
the brake system will not fail due to excessively high brake
µHF dry µHF wet µHF iced practice, the brake equipment of the individual classes
fluid temperatures. The strain placed on the wheel brakes
of vehicle differs in design. Although fulfilling the same
by successive stops from high speeds and during long
function, the same parts may have different dimensions
downhill runs is extremely high. Brake disc temperatures
and look completely different. Brake components are
of over 750 °C can be reached during such situations.
classed as safety parts, in the same way as the steering
Neither the braking effect nor the braking comfort must,
system and tires of a vehicle. Particularly stringent
however, be impaired to an unacceptable degree.
requirements are placed on all such parts, not only by
Asphalt 0.8 0.5 ‹0.2
The applicable regulations, the extreme operating
legislation but also by the manufacturers of these parts.
conditions and last but not least the effects of weather
All vehicles must be equipped with dual-circuit brake
(moisture, dirt, conditions and thawing salt) and signs of
systems, i.e. the brake system must comprise 2
ageing demand careful maintenance and servicing of the
independent brake circuits, each of which must be
brake system.
effective even if the other fails (e.g., 1st circuit: front axle,
Concrete 0.6 0.4 ‹0.2 2nd circuit: rear axle).
The brake system is split into three groups, which must
fulfil the following requirements:

1. Service brake system

The service brake system is the main brake system and
Small pavement 0.6 0.3 ‹0.2 acts simultaneously on all four wheels, when the brake
pedal is operated. It must be capable of decelerating the
vehicle under all operating conditions.

2. Parking brake system

The function of this brake system is, e.g., to hold the
The braking force can not be
vehicle at a permanent standstill.

!
increased infinitely, the adhesive force
of the wheels must not be exceeded! 3. Emergency brake system
If the service brake system fails partially or totally, the
emergency brake system must be able to bring the vehicle
to a standstill after a specific delay.
The legal regulations apply to the total brake system as an
entity. Therefore, the requirements must also be fulfilled
Formula: when the individual brake components are interacting.

FB = Highest possible braking force

FB
µHF = Adhesion FB =
µHF
FU = Circumferential wheel force

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Technical Information
In Detail

Disc Brakes in Passenger Cars

Function of the hydraulic disc brake The hydraulic pressure is built up in the brake master Conventional brake system Electro-mechanical brake EMB
cylinder by operating the brake pedal and acts (in a closed
It is common knowledge that "hydraulic transmission" With conventional brake systems, the braking procedure The future holds a further brake system: The EMB
system) on the wheel cylinders and caliper pistons. The
will achieve the best results with regard to response time, is initiated exclusively by applying pressure to the brake (Electro-Mechanical Brake) no longer functions
pressure acting on the caliper pistons thus generates the
pressure build-up time and the uniform transmission pedal. This pressure applied is converted to hydraulic hydraulically but electro-mechanically, without brake
clamping force, with which the brake pads are pressed
of force whilst still allowing sensitive application pressure in the brake master cylinder. fluid. In this case, high-power actuators are used to
simultaneously against the rotating brake disc.
of the brakes. The brake fluid serves as a transmission medium between clamp the wheel brake and thus take care of the braking
The simultaneous braking of all wheels (provided with the brake master cylinder and the wheel brakes. procedure. With this system, the connection between
brakes) is given due to Pascal´s law, which states: pedal and wheel brake is always electronic.
"Pressure applied at any point of an enclosed fluid is
transmitted without loss to all other parts of the fluid." Electronic brake system Electronic, dynamic driving systems with brake
Anti-lock braking system (ABS): The first electronic brake intervention
system was introduced at the end of the 1970's. The further development of the ABS led to ASR (traction
The main purpose of ABS is to prevent the wheels from control system). In this case, the wheels are prevented
locking when full braking, thus ensuring that the vehicle from spinning (even on different road surfaces), by
remains steerable. the left- and right-hand side wheel brakes, during
acceleration. This improves the driving dynamics. The ASR
As with conventional brake systems, the ABS also has is not a braking system in the true sense of the word. It
a mechanical/hydraulic connection from the brake pedal can however intervene in the braking system, if a wheel
to the wheel brakes. tends to spin.
The ABS merely has an additional hydraulic unit, which A further driving dynamics system is the ESP (Electronic
electronically controls solenoid valves. The task of these Stability Program), which, within the physical limits,
valves is to selectively limit the brake pressure in case prevents a vehicle from skidding. This system also
of excessive wheel slip in order to prevent wheel locking. intervenes in the braking system, in order to stabilize
The ABS has undergone development since its the vehicle.
introduction and development is ongoing. It is now
a standard equipment on almost all vehicles.

Electro-hydraulic brake SBC

SBC (Sensotronic Brake Control) represents a new
generation of brake systems.
The SBC electronically detects pedal travel by means
of sensors and evaluates these in a control module. The
term "brake by wire" is derived from this. The hydraulic
Formula: unit controls via solenoid valves the brake pressure
Force (t) of each wheel brake individually, depending upon the
Fluid pressure (P) = driving situation. Brake fluid serves as the hydraulic
Cross section area (s)
transmission medium.
Contrary to the conventional brake system with ABS, the
mechanical/hydraulic connection between the brake pedal
and the wheel brake only exists if the electronics fail. In
this case, considerably more pedal force is required.

21 / technical information technical information / 22

Technical Information
In Detail

Disc Brakes in Passenger Cars

;^\#'

Electronically working additional functions The measure of the braking effect is also determined
with brake intervention by the contact pressure of the pad. The contact pressure HZVa^c\g^c\
9jhihZVa
of the pad increases with the pressure applied to the
The ever-advancing electronic data processing allows YjhiXdaaVg ;aj^Y
brake pedal and the hydraulic pressure thus generated.
additional functions, that can be integrated into the
existing electronic braking and driving dynamics systems. In the case of the brake disc, the moveable piston is
For example: sealed against the caliper housing (fluid part) by the
so called sealing ring (see Fig. 1).
• If an emergency braking is initiated too tentatively or
insufficient pressure is applied to the brake pedal, This pre-stressed sealing ring, which encompasses the
the emergency braking will be assisted by the brake brake caliper piston also serves to retract the piston
assistant (BA) and the pressure increased. when pressure decreases ("rollback") and to re-adjust
automatically the excessive clearance due to pad wear.
• Further electronic assistance is offered by the electronic
Because of the rollback effect of the sealing ring, the
brake force distribution (EBFD). This controls the rear
piston will be retracted when pressure decreases. =djh^c\
axle braking force, to achieve the best possible brake
force distribution between front and rear axle. In order to prevent the clearance from increasing during
unbraked driving due to disc distortion, excessive disc
• The hill descent control (HDC) can also be brought into
runout or heavy vibration, a slight piston shift in the
play. This brakes the vehicle automatically on extreme
direction of the caliper housing is possible. The piston
descents.
is always retracted to its initial position because of the
• Hill Hold Function. This function ensures that a vehicle "knockback" effect (see Fig. 2).
standing on a slope can not roll downhill. The brake is
With increasing clearance (due to wear) the piston has E^hidc
applied automatically and only releases, when pressure
to travel a longer distance (than with new pads). The
is applied to the accelerator pedal.
piston will slip through the sealing ring, as its retracting
• Even driving in traffic jams and braking to dry the brake ;^\#&
force is now less than the friction force.
discs in wet conditions, if the brake pedal has not been
Adjustment is therefore infinite and matched to the
operated for a longer period, is electronically controlled.
relevant rate of wear.
This guarantees a shorter braking distance under
normal operation. In order to protect the piston and cylinder surfaces from
becoming dirty due to outside influences (road dust, pad
wear debris, splash water, etc.), an additional dust seal
(also known as a dust collar) is fitted. It must be ensured,
that this is always in perfect condition and correctly fitted.
Two disc brake pads are required per caliper, i.e., four
pads per axle.

GZaZVhZedh^i^dc

Fig. 2 ;^\#'

HZVa^c\g^c\
9jhihZVa
YjhiXdaaVg ;aj^Y

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Technical Information
In Detail

Disc Brakes in Passenger Cars

Types of brake caliper and how they work Fixed caliper disc brake Fist caliper disc brake
Passenger cars are preferably fitted with disc brake
systems using one of 3 caliper types:
;^mZYXVa^eZg]djh^c\
;^mZYXVa^eZg]djh^c\ ;^mZYXVa^eZg]djh^c\
;^mZYXVa^eZg]djh^c\ E^hidch E^hidch
1. Fixed caliper brake
2. Floating caliper brake Hjeedgi Hjeedgi
E^hidch E^hidch
3. Fist caliper brake
These three types of caliper are also used in some cases
as so-called "combined" calipers. "Combined" means that
the caliper is not only used for the standard service brake
(hydraulically operated) but also for the parking brake or
emergency brake (mechanically operated).
This does away with the need for additional large, weighty
parts (e.g., small drum brake, drum-in-hat brake) for the
parking brake in vehicles with 4-wheel disc brakes. The
installation instructions given in the garage manual must
be strictly adhered to when replacing disc brake pads and
discs in combined calipers.
Observe the instructions for piston retraction, clearance
settings and clearance adjustment!
The mechanical operation of the hand brake acts upon 7gV`ZeVYh
7gV`ZeVYh
the caliper piston, which presses the pads against the
7gV`ZeVYh
7gV`ZeVYh
brake disc.
7gV`ZY^hX
7gV`ZY^hX

7gV`ZY^hX
7gV`ZY^hX

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In Detail

Fixed Caliper Brake

The fixed caliper comprises two half calipers (flange To compensate for tapered brake pad wear on the leading When replacing the brake pads, the pad retaining pins
and cover), each of which have one or two brake pistons). edge, some fixed calipers have a "piston shoulder". and expansion springs must be removed after the wheels
Both parts, firmly screwed together (expansion screws) This piston shoulder must always be in its specified have been dismounted.
and connected by the so-called channel bore, make up position with respect to the leading edge (observe garage As the pistons are in an advanced position due to pad
the "fixed caliper". manual instructions). wear, they have to be pushed back using a piston
This is bolted to the wheel suspension of the vehicle If this is not the case, it can not fulfil its function and it can retraction device (the pushed back brake fluid will cause
(kingpin, axle flange) or in the case of inboard brakes, lead to unpleasant brake noise. the fluid level in the reservoir to rise).
to the gearbox. If the piston is not aligned correctly, it must be returned After fitting the new brake pads, expansion springs
When the brake is operated (build-up of hydraulic to the specified position using piston turning pliers and pad retaining pins, the brake pedal must be operated
pressure), two or four brake pistons respectively force and the prescribed piston gauge. several times to optimize the caliper clearance, before
the pads to simultaneously make contact with the rotating taking the vehicle for a test drive.
brake discs on each side (braking position). The brake
pads are guided and supported in the so-called
caliper housing.
The caliper housing must be clean and undamaged, in
order to prevent the brake pads from jamming or seizing
up due to rust. If this happened, it would be impossible to
press the pads against the brake discs (no braking effect).
When the pressure falls (upon completion of braking)
the brake pistons are retracted due to the "rollback" - as
described under "Function of the disc brake" - and the
brake pads are forced against the piston by the expansion
spring. The brake disc can now rotate freely because of
the clearance.

;^mZYXVa^eZgWZ]^cYi]Zl]ZZaVmaZ ;^mZYXVa^eZg^c[gdcid[i]Zl]ZZaVmaZ

27 / technical information technical information / 28

Technical Information
In Detail

Floating Caliper Brake

Floating caliper brakes have the following advantages As with the fixed caliper, the pads can be changed while
over the fixed caliper: <gddkZ the floating caliper brake remains installed in the vehicle.
1. Less fitting space required at the wheel side 7gV`ZY^hX After the lower pad retaining pin has been carefully driven
2. This allows a negative kingpin offset out, the expansion spring can be removed.

3. No highly stressed screw connections (expansion The piston-side brake pad must now be removed first.
screws) required In order to remove the pad on the frame side, the frame
with the cylinder housing must be pushed outwards.
4. Weight advantage (e.g., only one brake piston) This will cause the frame spigot to be pushed out of the
5. Lower temperature generation in the brake fluid due to backing plate, and the pad can be pulled out of the support
only one contact surface between piston and brake pad housing. The dust seal (dust collar) and the position of the
piston shoulder should then be inspected, as previously
The floating caliper brake comprises the following described for the fixed caliper.
components: If repair work is necessary, the instructions given in both
1. Cylinder housing including piston and sealing ring the workshop manual and the fitting instructions must
be strictly adhered to.
2. Guide spring
Before the new pads are installed, the caliper piston
3. Frame
must be carefully pushed back (check the brake fluid level
4. Support in the reservoir, if necessary drain fluid off, to prevent
5. Brake pads an overflow).

6. Pad retaining pins After the new pads have been fitted, the brake pedal
should be operated several times to optimize
7. Expansion spring
the caliper clearance!
The support, as with the fixed caliper, is firmly screwed
to the wheel suspension. It holds the brake pads in place
and guides the frame in 2 grooves (linear support, to keep
sliding forces as low as possible).
7gV`ZeVY
The circumferential wheel forces resulting from the
braking torque are absorbed by the stationary support. E^hidc
The floating frame therefore only transmits the clamping Hjeedgi
forces. In contrast to the fixed caliper, the floating caliper =djh^c\
has only one hydraulic cylinder. The piston acts directly on ;gVbZ
the inner pads facing the center of the vehicle.
As soon as the piston presses the pad against the disc
because of the hydraulic pressure built up in the main
cylinder, and has overcome the clearance S2 the cylinder
housing starts shifting against the frame, in the opposite
direction to the piston. The frame now pulls the outer pad,
located in the support, against the rotating disc, at the
same time overcoming the clearance S1 ; in this condition,
all pads are in braking position.
Clearance adjustment after completing the braking action
and the adjustment to compensate for pad wear are the
same as for the fixed caliper. The locating spring provides
for a spring-loaded contact between frame and support
thereby preventing noise development.

!
Accordingly, repairs must only be
carried out by specialist personnel

29 / technical information technical information / 30

Technical Information
In Detail

Fist Caliper Brake

In contrast to the floating caliper brake, the fist =djh^c\

caliper Since the automatic adjustment for these systems is
brake comprises only7VX`^c\eaViZ
two main components. Because effected by mechanics inside the caliper, it is of the
=djh^c\
it comprises few components, it weighs less. The fist utmost importance, when working on this type of brake
caliper has minimum space requirement thus allowing (e.g., pad replacement), that the fitting instructions
7VX`^c\eaViZ
the use of axle structures with negative kingpin offset, provided by the vehicle or system manufacturer are
without the necessity of fitting bulging rims. The guide strictly adhered to. In most cases, it is only possible to
system is less sensitive to dirt and corrosion than that return the piston by using special tools . With some
of the floating caliper. vehicles, the direction of turn required to return the piston
The way it functions, i.e., build up of pressure, overcoming varies, depending upon which side of the vehicle the brake
the clearance and pressing the brake pad against caliper is fitted to. In addition to this, some of these
the rotating disc, is similar to that of the floating combination calipers require a basic setup upon
caliper brake. completion of work, in order to ensure trouble-free
automatic adjustment.
Clearance adjustment and compensation for wear are the
same as with the fixed caliper and the floating caliper. Electro-mechanical parking brake (EPB)
During braking, the pad is supported by the support and The principle of these calipers is almost the same as the
by the housing (fist). previously mentioned fist caliper brake with integrated
Several fist caliper variations are available from different parking brake. In this case, the service brake is also
manufacturers using different guide systems, pad hydraulically operated. The way in which the parking
supports and pad removal options. brake functions however differs. It is applied by means of
an electrically operated servo motor integrated into the
Instructions for<j^Y^c\Wdai
replacing the pads and maintenance work >ccZgWgV`ZeVY
caliper. To operate the brake, an electrical impulse
can be found in the garage manuals. Because of the great
EgdiZXi^dcXVeh DjiZgWgV`ZeVY transmits the command to brake. This command is then
variety of fist calipers available, we will not go into more
executed by the servo motor. The command to brake can
detail here.
either be given by the driver, by operating a switch or
initiated by one of the vehicles control systems (e.g.,
Fist caliper brake with integrated parking brake
electronic approach system).
(combined brake caliper)
=djh^c\
If the brake piston must be moved back for maintenance
With this type of caliper, the service brake is operated 7VX`^c\eaViZ or repair work, the corresponding fitting instructions given
as usual by the hydraulic pressure created in the brake =djh^c\
by the brake or vehicle manufacturer must be observed.
master cylinder. For the parking brake, the force applied
to the brake lever is transmitted to a mechanical linkage 7VX`^c\eaViZ
by the brake cable, whereby the brake piston is brought to
the braking position mechanically.

<j^Y^c\Wdai >ccZgWgV`ZeVY

EgdiZXi^dcXVeh DjiZgWgV`ZeVY

31 / technical information technical information / 32

Technical Information
In Detail

Service Life of Brake Friction Products Wear Indicators for Brake Friction Products

The service life of brake friction products and their wear 3. Condition of the brake system Brake friction wear indicators provide an important
behavior is only one, albeit important factor in their contribution to the safety aspect. They inform the driver
The brake system is exposed to the effects of dirt,
assessment. The formula and requirement conception of that he is driving with fully functioning brakes.
moisture, chemical substances (e.g. salt) as well as high
each brake friction product is a compromise between the Wear indicators serve as a control device, to detect when
temperatures and mechanical forces. As it comprises
following fundamental assessment criteria: brake friction products need to be replaced. These days,
functionally important sliding parts, it requires regular
• Friction coefficient stability under all operating maintenance. Seized or sluggishly moving parts can have wear indicators can be embedded in either the caliper
conditions a highly adverse effect on the functionality of the brake or in the brake friction product and ensure that the actual
• Comfort behavior (squealing, judder, responding and on brake friction and counter-material wear. The condition of a brake friction product is monitored with the
behavior, etc.) condition of the brake disc or drum (surface, minimum aid of an electronic evaluation system.
thickness, geometrical form) is an equally decisive factor In commercial vehicles, they primarily serve to control
• Wear behavior with regard to the function and wear behavior. advanced service and brake control electronics and
Extreme and one-sided requirements generally have a In view of the above and assuming that the brake friction harmonize lining wear on all axles. Strictly speaking,
negative influence on the other factors involved. product is fully functional, service life of the brake friction differentiation is made between wear end indicators and
Physically, the braking procedure itself is a process product is in practice a statistical factor, whereby the wear indicators. Wear end indicators do not provide
of dry friction and needs specific friction lining and distribution function for passenger cars shows that the information regarding remaining resources. The terms
countermaterial wear to maintain the effectiveness of the upper service life values exceed the lower ones by a factor are not differentiated between in practice.
braking. An ongoing regeneration of the friction surfaces of 10-15. In the case of disc brake pads differentiation is made
is achieved through this. Brake friction products are This means a statistical mileage range of between between two types of wear indicators: Mechanical
therefore typical wear parts, although their wear rate is and electronic wear indicators. ;^\#&V
influenced by many factors. These can be differentiated 10,000 and 150,000 km
between and regarded as follows: The mechanical wear indicators are riveted or push-fitted
whereby in individual cases, the mileage may, of course, ;^\#&V
onto the backing plate (see Fig. 1a). They are positioned
be below or above these limit values. For this reason, the
1. Friction-material-related properties so that the wear indicator makes contact with the brake
manufacturers of brake friction products are unable to
disc when the remaining thickness of the friction material
The primary influence on the wear rate is the temperature specify a definitive service life guarantee.
reaches approx. 2 mm. This contact triggers a warning
range of the brake disc or drum as well as the speed in the form of an audible vibration.
range and thus the energy conversion during braking.
Wear greatly increases at higher temperature ranges. With electronic wear indicators (see Fig 1b) the warning
Production or batch-related differences in wear behavior indication is given by an indicator lamp in the dashboard.
are negligible compared to the other influencing factors. These wear indicators, embedded in the friction material,
also make contact with the brake disc when the pad is
2. Operating conditions worn and make or break a circuit, which then indicates
the wear limit (approx. 2 mm) by means of a warning
Driving style (braking frequency, speed ranges), traffic lamp. Different types of warning indicators can be
conditions and topographical and climatic conditions combined, depending upon the vehicle type.
have the greatest influence on wear behavior. Experience
shows that it is mainly the driving style that decisively
influences the service life of a brake friction product.

;^\#&V ;^\#&W

33 / technical information technical information / 34

Technical Information
In Detail

Wear Indicators for Brake Friction Products Brake Friction Product Replacement

Drum brake linings and thus the majority of commercial Brake friction products are always replaced axle-wise, The wide variety of fist caliper brakes requires strict
vehicles use visual wear inspection aids in addition to i.e. the brake friction products on the left- and right-hand adherence to instructions given in garage manuals
electronic wear indicators. One differentiates between caliper are replaced at the same time. If not, there and fitting instructions.
wear edges, wear pockets or wear grooves (see Fig. 2). is a risk that the vehicle will not brake uniformly The manuals specify the dismantling sequence
Inspection is usually in the form of a visual inspection (e.g. brake pull). of parts to be removed, the tightening torque values
through an inspection hole provided in the vehicle. The However, only “type-approved” brake friction products for screws and the other parts to be replaced in addition
brake lining must be replaced as soon as the lower edge must be used, as these were specifically selected for to the linings.
(wear limit) is reached. the vehicle and tested under extreme conditions. It is recommended to always have brake friction products
Wear pockets are used most frequently, whilst This will ensure that the required friction coefficient replaced at specialist garages.
wear grooves have become rare because of high level and comfort behavior is available under all
production costs. operating conditions.
When the basic setting is correct, mechanical indicators Brake friction product replacement is different for The brake friction products must

!
mounted on brake shafts and/or on the ASA (automatic the various brake calipers as described in part earlier. be replaced at the latest, when the
slack adjuster) also indicate the approximate amount friction material has reached the
of wear of the drum brake linings. minimum thickness of 2 mm.

7VX`^c\eaViZ

;g^Xi^dcbViZg^Va

CZlXdcY^i^dc
'bb
Fig. 2

35 / technical information technical information / 36

Technical Information
In Detail

Brake System Maintenance Instructions Maintenance Instructions

A brake system that does not function correctly not only Control valve maintenance CERA TEC versus copper paste
presents a danger for the driver but also for other road
It is recommended to replace these hydraulic control Mechanical parts of the wheel brake must be lubricated
users. One should thus not only replace wear parts but
valves after 3 years or 90,000 km at the latest. This during maintenance using a temperature resistant,
also strictly follow the instructions given by the vehicle
recommendation should be strictly observed due to the long-life lubricant, so that optimum function is guaranteed.
or brake manufacturer. Here is some data, that can serve
safety-critical nature of the valves. Even after this period Copper paste is highly favoured as a long-life lubricant.
as the minimum requirement:
of time, many valves no longer function correctly and a
detailed inspection after maintenance requires the use However, more and more vehicles are being equipped with
Disc brake maintenance highly sensitive technology, which control the processes
of special equipment. Important: Control valves must only
No adjustment is necessary but the pads should be be fitted to vehicles that were originally equipped with during vehicle operation (e.g. ABS, ESP). Many sensors
checked for wear every 10,000 kilometers and replaced valves of identical construction. supply information regarding the actual driving situation to
by new Textar pads as soon as they are worn down to their the on-board electronics.
minimum thickness. The condition of the brake discs Master cylinder and brake booster maintenance Incorrect or excessive use of copper paste can lead to the
should be checked at the same time. If scoring, cracks, particles of metal contained therein causing the sensors
The brake fluid level must remain constant and must be
distortion or other damage is detected, the only thing to and safety relevant systems to malfunction.
checked on a weekly basis. Any drop in the fluid level
do, is to replace the brake discs to be on the safe side. The
below the expected level (due to lining wear) indicates Not only for economic reasons but also to reduce the
calipers should also be inspected for damage or hydraulic
a leakage in the system. The cause of the loss of fluid unsprung masses, more and more vehicles are being
fluid leaks. The pistons must move freely. Corrosion
must be investigated immediately and remedied. Fluid equipped with aluminium alloy chassis parts and brake
or damaged dust seals can cause the pistons to become
loss can cause the brakes to fail. If the master cylinder calipers. Copper particles can also cause problems with
sluggish or seize. If in doubt, re-seal the caliper or replace
is leaking, it must be removed and closely inspected. If the these. Copper and aluminium react electrolytically to one
it. For fixed calipers and calipers with open sliding guides,
inner surface is in perfect condition, new seals can be another. This causes a kind of corrosion, which is precisely
a major caliper overhaul should be carried out every
fitted but if the bore shows signs of wear or corrosion, the opposite effect of a lubricant.
3 years or 60,000 km. For calipers with enclosed sliding
the cylinder must be replaced. New air filters and dust
guides, this should be done every 3 years or 90,000 km. We therefore recommend the use of the heat-resistant,
collars are generally available as replacement parts for
non-metallic, solids-free and transparent long-life
mechanical brake boosters and should be renewed every
Drum brake maintenance lubricant CERA TEC.
three years or 60,000 km. It is not possible to carry out
Drum brake linings should be inspected every 20,000 km maintenance on brake boosters but the condition of the CERA TEC can be used universally on all vehicle lubricating
for wear. Riveted linings must be renewed, before the vacuum hose must be checked at regular intervals. points such as battery poles (as it is acid-free).
friction lining has worn down to the heads of the rivets. CERA TEC is available from authorised dealers.
Bonded linings must be replaced, when the remaining
lining thickness reaches 2 mm. The complete brake TEXTAR CERA TEC order number 81000400.
should be inspected, whenever the drums are removed.
Worn drums must be replaced by new drums. The manual
adjustment system must be undamaged and must move
freely. Wheel cylinders must be checked for damage and
leaks and replaced if necessary. The return springs should
be replaced every time the shoes are replaced. When
carrying out cleaning work, use only brake cleaning fluid
or pure methyl alcohol. Never use petrol or paraffin.

37 / technical information technical information / 38

Technical Information
In Detail

Maintenance Instructions Reference to Fitting Instructions

Wheel cleaner - a brake’s best friend? Fitting instructions According to this, specifications like, e.g., turning-off
drum brake linings, adherence to riveting forces, running
The same care must be taken when handling wheel Every set of brake friction products supplied by TMD
direction of brake linings and numerous other instructions
cleaner as with all cleaning agents. Contact with the brake Friction is accompanied by general fitting instructions
must be meticulously adhered to.
disc and brake system will be prevented if applied provided by the FFLI (Federation of the Friction Liner
sparingly and precisely. Industry) or FEMFM (Federation of European Special brake friction product fitting instructions are often
Manufacturers of Friction Materials). used, to inform of special damping measures, e.g.,
The substances contained in these cleaning agents
adhesive foil, additional grease packings, overgreasing,
can cause damage to the brake system, affect braking These fitting instructions must be followed in the same
fixed running direction brake friction products, warning
efficiency and lead to permanent loss of comfort. way as the special repair instructions given by the vehicle,
notes (SBC) and many others.
axle and brake manufacturers.
Recommendation: Pursuant to the Kraftfahrtbundesamt (Federal Office
It goes without saying, that this information must also be
observed as only brake friction products that have been
Dose this product with care. Less is sometimes more. for Motor Traffic), failure to comply with these fitting
perfectly fitted can operate perfectly.
Use wheel cleaners that can be applied with a brush and repair instructions will render the approval certificate
or sponge. Aerosols have too great a spread. null and void and thus the type approval of the vehicle
in question.
If wheel cleaning agent gets onto the brake disc,
it must be thoroughly rinsed off with a jet of cold water.
The brake disc can be cleaned by braking repeatedly
when driving normally.
The same applies after a visit to the car wash. The
car wash should be used immediately after cleaning
the wheels.
The concentration of cleaning agent will be diluted by the
water and will thus have little affect on braking behavior.
Wet brakes usually operate perfectly normally after
braking only a few times.

39 / technical information technical information / 40

Technical Information
In Detail

Special Fitting Instructions for Disc Brake Pads

41 / technical information technical information / 42

Technical Information
In Detail

Brake Fluid Change

The majority of modern brake systems use synthetic Standard DOT 5.1 also deals with conventional brake Brake fluid specifications should be used for a specific Brake fluid change
brake fluids to transmit the hydraulic pressure generated fluids, which meet these requirements and were vehicle or brake system, depending upon specification
It is, therefore, recommended to change the brake fluid
in the brake master cylinder to the calipers and brake developed for particularly high demands on safety. As and approval of the vehicle or brake system manufacturer.
every year but not later than every 2 years, irrespective
cylinders. The properties of brake fluids are therefore DOT 5.1 brake fluids do not contain any silicone, they are In order to prevent misapplication, it is recommended to
of the mileage.
of vital importance to the overall brake system. miscible with others of the same specification (DOT 3, seek the vehicle manufacturer's advice. Classification ISO
DOT 4 and DOT 5.1). 4925 class 6 represents a new development, which has All references to health hazards when handling brake
Brake fluids should not be referred to as "brake oil", as
a low viscosity even at the lowest temperatures. This fluids must be strictly observed. Brake fluid has a highly
the slightest contamination with oil will destroy the rubber 1. BF standards
permits a higher degree of safety and quicker brake solvent and discolouring nature. Because of this, any
parts in the brake system and could cause complete • SAE J 1703/1704 response in vehicles equipped with ABS, ASR and ESP/ paintwork, shoes or clothes contaminated by brake fluid
failure of the brake system.
• ISO 4925 DSC systems. must be rinsed immediately with copious quantities
The chemical and physical properties of brake fluids are of water.
defined in regulation SAE J 1703 (Society of Automotive • FMVSS 116
Brake fluids
Engineers), which applies internationally. This regulation • JIS K 2233
specifies criteria such as boiling point, chemical Glycol-based brake fluids are hygroscopic and even
2. Explanation of standard designations accumulate water when merely exposed to the
neutrality, water compatibility, rubber swelling, corrosion
and lubricity, which must neither be exceeded nor fallen • SAE: Society of Automotive Engineers atmosphere. This property assures that water constituents
short of. A very important point in the SAE regulation is will disperse in the brake fluid. At the same time, no
• FMVSS: Federal Motor Vehicle Safety Standard
the requirement of miscibility and compatibility of brake isolated water spots can occur which freeze at 0 °C
• DOT: Department of Transportation and boil at 100 °C. However, even the slightest water
fluids among one other. The safety standard FMVSS No.
116 from the American Department of Transport for glycol • ISO: International Standardization Organization content will lower the boiling point of the brake fluid.
based brake fluids DOT 3 and DOT 4 based on SAE • JIS: Japanese Industrial Standard
regulation J1703 is even more significant. The
requirements defined for DOT 5 apply to silicone-based
brake fluids.

7d^a^c\ed^ciî8 LZ^\]i"lViZg

DOT 3 DOT 4 DOT 5 DOT 5.1

'(%
FMVSS 116 FMVSS 116 FMVSS 116 FMVSS 116
SAE J 1703
ISO 4925 ISO 4925 ISO 4925 Silicone ISO 4925
SAE J 1704
Class 3 Class 4 Class 6 base Class 5-1
JIS K 2233 JIS K 2233 &-% 9DI*$*#&
Class 3 Class 4
9DI)8aVhh+
Equilibrium boiling point = 205 °C = 205 °C = 230 °C = 230 °C = 250 °C = 260 °C › 260 °C
9DI)8aVhh)
9DI(
Wet boiling point = 140 °C = 140 °C = 155 °C = 155 °C = 165 °C = 180 °C = 180 °C &(%
& ' ( ) * + % & ' ( NZVgh
Viscosity at -40 °C (cSt) = 1800 = 1500 = 1800 = 1500 = 750 = 900 = 900

43 / technical information technical information / 44

Technical Information
In Detail

Deficiencies in Commercial Vehicle Drum Brakes

Unfavorable brake force distribution across the individual Violent noises and vibrations • Drums not machined properly
axles frequently leads to untypical wear or failures • Linings not turned off
• Insufficient bedding-in (e.g., not cleanly turned off)
apparently linked to the brake linings.
• Drum heavily striated • Ingress of foreign matter (promoted by not adjusting
The following points must be checked the brakes regularly)
• Linings heavily worn
and remedied without fail • Drum material too soft
• Worn out brake and possibly steering
• Inadmissible friction pairing on front and rear axle • Crown-shaped and uneven wear due to excessive wheel
• Out of true drums
• Incorrect loading, e.g. rear axle overloaded, center bearing clearance, worn pin guidance or insufficient play
• Incorrect rivet material or incorrect riveting (especially in the presence of ovality)
of gravity of the load too high
• Bad or improper contact between lining and brake shoe • Bright spots with crack formation due to extremely
• Incorrect manual control or ALB setting
high temperatures
• Newly fitted axle may not yet be sufficiently bedded in Heavy lining wear
• Transverse fracture of brake surface without crack
• Linings and drum not turned off • Excessive trailer run-up formation due to blowholes in the cast drum or the
• Incorrect cylinders, incorrect lever lengths • Bad brake drums (striated, not turned off) introduction of forces caused by loosened and
• Loss of pressure in the circuit in question structurally unstable star wheels
• Foreign matter in the drum during cross country
operation • Defective overload protection of service
Tractor and trailer compatibility and parking brake
• Wrong valve setting (ALB, load/no load valve)
• Friction coefficients in trailer or tractor are too high
or too low
• Cracks in the drum Inadequate braking effect
• Erratic driving (too many brakings in high • Regulator valves set wrongly, defective control
• Pressure lead is not ok
temperature ranges) or brake valves
• Brake defect in any one of the vehicles
• Overloading the vehicle (wrong position of gravity center) • Excessive drum turn-out
Axle pull • Inadequate drum material • Wrong brake cylinders or levers fitted
• One-sided lining replacement on an axle • Imbalanced tractor/trailer braking • Inadequate dynamic effect of brake cylinder/lever
• Differing makes of drum on the same axle (clearance too large)
Heavy drum wear, damage
• Defective steering geometry • Oil contaminated brake linings due to leaking seals
• Crack formation through frequent braking in low in hydraulic systems
• Incorrect return springs on one side pressure range with cold brakes (approx. 1 bar)
• Brake linings not turned off and linings badly bedded in
• Worn brake (e.g., worn out brake shaft, • Wear through fish-scaling, also due to above reasons
shoe pivots, cams) • Swelling drums caused by too many cracks
• Burn marks caused by out of true drums
• Automatic adjustment defective, e.g., in a wedge brake • Wrong friction pairing (insufficient drum material)
and thermal overload
• Brake shoes heavily corroded • Vitrified linings caused by constant braking in the lowest
• Parking brake operated when brakes were hot (ovality)
pressure range
• Oil-contaminated brake with hydraulic clamping • Brake heavily worn (lack of proper shoe guidance)
• Erosion of brake shoes due to heavy corrosion
• Ingress of foreign matter on one side,
e.g., in construction site vehicles • Vehicle overload
• Thermal overload, especially during prolonged
downhill driving
• Trailer axles fitted the wrong way round (turned by 180°)
• Incorrect brake installation

45 / technical information technical information / 46

Technical Information
In Detail

Deficiencies in Commercial Vehicle Disc Brakes

Typical deficiencies, complaints and their cause. • Foreign matter ingress on one side, Heavy pad wear Inadequate braking effect
The following points must be checked e.g., with construction site vehicles
• Imbalanced braking • Defects in the compressed air part
and remedied without fail: • Defective cylinder on one side
• Adverse pairing of towing vehicle and trailer, • Unsuitable pad or brake disc material
• Check the brake system prior to repair • Loss of pressure on one side e.g., disc/drum or drum/disc • Mixed brakes on the axles of a vehicle/trailer
• Inadmissible friction pairing on front/rear axle • Striated brake disc combination
and trailing and lifting axles Violent noises and vibrations
• Brake disc incorrectly machined, e.g., when turning off • Mixed brakes on one axle
• Incorrect loading, e.g., rear axle overloaded, center • Not embedded sufficiently, e.g., after being turned off
• Foreign matter between pad and brake disc • Worn out pad/brake disc
of gravity of the load too high • Surface finish of the brake disc too rough after turning
off, caused by worn turning steel • Cracks in the brake disc • Caliper/caliper guide defective
• Incorrect manual control or ALB setting for semi-trailer
with unequal pairing, tractor with drum brakes trailer • Striated brake disc • Erratic driving (two many brakings in high temperatures) • Adjuster defective
with disc brakes or vice-versa • Excessive brake disc axial runout (lateral trueness) • Overloading the tractor/trailer combination • Cracks in the brake disc
• Newly fitted axle may not yet be sufficiently bedded • Differences in thickness in the rubbing ring area to great • Inadequate brake disc or pad material • Imbalanced braking
in or used brake disc not turned off
• Martensite formation in the brake disc casting • Mixed brakes on the axles of a tractor/trailer • Adverse pairing of tractor and trailer
• Incorrect cylinder fitted material after thermal overload, particularly combination • Brakes not yet bedded in, especially brake discs that
• Fault in the compressed air part, e.g., loss of pressure in the embedding phase • Clearance too small have been driven but not turned off
• Check the caliper bearing (play/freedom of movement) • Worn out pad/brake disc • Defective caliper/caliper guide/adjuster • Pad without friction surface coating with anti-corrosion
• Check the adjusting device • Foreign matter between pad and brake disc • Non-use of wear-free brakes fitted, e.g., retarder, brake discs fitted, bedding in time is increased
with construction site vehicles motor brake considerably by this.
Tractor and trailer compatibility • Cracks in the brake disc • Striated brake discs not turned off
• In contrast to drum brakes, overheating is not noticed
• Adverse pairing: tractor with disc brakes and trailer • Unsuitable pad or brake disc material by the driver in the form of a diminishing braking • Incorrect cylinder fitted
with drum brakes effect (fading)
• Incorrect or old accessories used • Vitrified pad surface due to persistent braking
• Adverse pairing: tractor with drum brakes and trailer in the lowest pressure range
with disc brakes • Defective caliper or caliper bearing Heavy brake disc wear
• Pressure lead (compressed air supply) is not ok • Side plungers not synchronous; adjuster defective • Unsuitable pad or brake disc material
• Brake defect, tractor and trailer • Brake thermally overloaded • Hot spots, thermal overloading
• Brake inadequately cleaned during repair • Clearance too small
Axle pull
• Pad edge deterioration due to inadequate, defective • Defective caliper/caliper guide/
• One-sided pad/disc replacement on an axle hold-down springs, run-in brake discs, etc.
• Bad/inadequate ventilation because of modifications
• Differing makes of pads/discs on one axle
• Ingress of foreign matter
• Defective steering geometry
• Erratic driving (too many brakings in high temperatures)
• Defective caliper on one side
• Non-use of wear-free brakes fitted, e.g., retarder,
• Adjusting unit is defective on one side motor brake
• Thrust element seized or worn out • In contrast to drum brakes, overheating is not noticed
• Incorrect (differing) clearance settings on one axle by the driver in the form of a diminishing braking
effect (fading)
• Brake worn out on one side
• Cracks in the brake disc
• Striated brake discs
• Uneven machining during repair or fault when turning
off used brake discs

47 / technical information technical information / 48

Technical Information
In Detail

Overbraking/Noise Inadequate Braking Effect

Causes of noise/judder The main cause is that one or more brakes overbrake Investigation Diagnose inadequate braking effect
On the roller test bench ... By measuring the temperature ...

Investigation Diagnosing overbraking 250

200

On the roller test bench ... By measuring the temperature ... 150

100
15 20 25 15 20 25
10 30 10 30

50
5 35 5 35
0 40 0 40

250

200

150

15 20 25 15 20 25 100
10 30 10 30
5 35 5 35
0 40 0 40
50

0 ... with a braking force indicator ... with a thermometer

Symptoms Causes Troubleshooting

... with a braking force indicator ... with a thermometer

Influence of driving style and

Symptoms Causes Troubleshooting road condition

Influence of driving style and

road condition All brakes/axles

Check of the balanced braking

All brakes/axles Fault in the pneumatic system between tractor and trailer or semi-
trailer
Fault in both wheel brakes

Fault in the pneumatic system ... only tractors, trailers, semi- Cause analysis
trailers
1. Inadequate brake friction product
quality
Check of the balanced braking
... only tractors, trailers, semi-
between tractor and trailer or semi- 2. Adjusting device defective
trailers
trailer 3. Unsatisfactory brake friction
Fault in this wheel brake contact pattern
4. Brake friction products not bedded
Fault in the pneumatic system in/missing friction surface coating
Fault in both wheel brakes 5. Sluggishly moving parts of the
... only on one axle wheel brake, like brake shaft, bolts,
etc.
Cause analysis 6. Dirty brake friction products
... only on one axle 1. Brake friction products bedded 7. (Oil, grease, etc.)
other drawing in under high temperatures and
loads
2. Loose rivets, drums out of true,
wrong friction products, worn out
Fault in this wheel brake bearings, weak return springs etc.
3. Brake friction contact pattern
incorrect
... only one wheel brake

49 / technical information technical information / 50

Technical Information
In Detail

Commercial Vehicle Drum Brake Linings - Wear Edge Commercial Vehicle Drum Brake Linings - Wear Pocket

Brake linings fitted to commercial vehicles are continually The introduction of a new brake drum design requires The wear pocket design is not impaired by this step in the
subject to material wear. an adapted wear indicating mark for drum brake linings, wear surface of the brake drum. This ensures that the
The linings have wearing edges on both side surfaces, the so-called "wear pocket". actual state of wear can be "read off".
whose height is an indication that the linings The geometrical design and the position of the wear The position of the wear pockets on commercial vehicle
require replacement. pocket in the drum lining is configured to allow drum brake linings is dependent upon the position of the
The height wear edge takes lining riveting dimension assessment of the wear level of the drum without viewing hole in the brake drum cover.
standards (rivet head height, rivet wall diameter) into measuring. Brake drums of this new design are provided The wear pockets are positioned so that they are readily
account and is thus a visual inspection characteristic for with a step in the wear surface, i.e. a larger diameter than visible through the viewing hole.
assessment of lining wear. the diameter of the drum brake lining jacket. This larger
diameter is the inspection criterion for the maximum wear The following sketch serves to illustrate this:
A specialist garage generally carries out the inspection level of a drum.
through a viewing hole in the drum cover.
The following sectional drawing serves to illustrate this:

7gV`ZYgjbl^i]^cY^XVi^dcd[bVm^bjb :caVg\ZYk^Zli]gdj\]i]Zk^Zl^c\]daZ
ji^a^oVi^dcY^VbZiZg

x k s

BVm^bjbji^a^oVi^dcbZVhjgZd[WgV`ZYgjb
lZVgbZVhjgZbZciYgjbWgV`Za^c^c\
7gV`ZYgjb

>ccZgY^VbZiZgd[WgV`ZYgjb
7VX`^c\eaViZ
t 9gjbWgV`Za^c^c\

7gV`Zh]dZ
LZVgedX`Zi

lZVgedX`Zi
Formula:
x › 0.3 s = Wear edge
t = Rivet wall thickness
s = k + (t + x) k = Rivet head thickness
x = Residual thickness above the rivet

51 / technical information technical information / 52

Technical Information
In Detail

Drum Brake Lining Damage Assessment

Assessment of material break-off and cracks Cracks in the friction surface:

in the friction material bVm#l^Yi]&bb
Cracks in the surface of the lining are an indication
bVm#l^Yi]&bb
bVm#aZc\i].%bb bVm#aZc\i].%bb
The service information should provide the expert -bb -bb are non-critical.
of normal wear. Web-like, branched cracks
inspector with a basis for assessing brake linings Replacement is only necessary if:
for drum brakes. EZgb^hh^WaZWgVcX]ZY EZgb^hh^WaZWgVcX]ZY
• cracks reach
XgVX`h down to the rivet wall area. XgVX`h
Area of application: • an individual crack is longer than approx. 90 mm
and is approx. 1 mm wide.
The assessment, as to whether a brake lining should be
replaced, is still incumbent on the inspector, who must Thermally damaged linings:
also take the optical condition of the linings and the
overall impression of the vehicle and its area of operation Brake linings must be replaced after being subject to a
into consideration. If the causes leading to the deficiencies thermal overload. If the cause, which led to a thermal
or damage described are not remedied, further overload, is not remedied, e.g., reduction of the thermal
deterioration in the condition must be assumed. The lining overload by balancing the braking properly, inappropriate
should then be re-inspected at regular intervals in time. use, etc., it must be assumed that a repetition of the
Possible warranty claims are always dependent upon the damage will occur. Typical indications of thermal damage
individual case and its specific conditions. bVm# are, amongst others: bVm#
&!*bbYZZe &!*bbYZZe
1. Incineration on the surface and at the edges
Break-offs: >beZgb^hh^WaZXgVX`Ydlc >beZgb^hh^WaZXgVX`Ydlc
idi]Zg^kZilVaaVgZV 2. Heavily porous, crumbly lining idi]Zg^kZilVaaVgZV
Break-offs at the edges in the defined area, as shown
3. Strong emergence of lining fibers
in Fig. 1, are the sign of normal wear (and thus not
of a product deficiency), and do not make it necessary to EZgb^hh^WaZWgZV`"d[[hViZY\Zhdghjg[VXZVgZVh H`ZiX]h]dl^c\WgVcX]ZYXgVX`hVcYY^bZch^dcZYXgVX`
EZgb^hh^WaZWgZV`"d[[hViZY\Zhdghjg[VXZVgZVh H`ZiX]h]dl^c\WgVcX]ZYXgVX`hVcYY^bZch^dcZYXgVX`
Contact pattern:
replace the lining. Attention must be paid to the following:
If the contact pattern is less than 80% after bedding in, the
• Fresh break-off points on the outside edge of the lining
brake linings should be turned off. It must be ensured that
are caused by incorrect removal of the brake drum.
the contact pattern is always comparable on any one axle.
Circumferential edge break-offs are permissible up to
a width of 8 mm over the total thickness of the lining
Miscellaneous:
(see Fig. 1). Surface area break-offs up to a maximum
of 15% of the total lining surface area, independent Further to this, the brake linings should be visually
of position and to a depth of approx. 1.5 mm are inspected for the following symptoms:
permissible (see Fig. 1). 1. Oil or grease contaminated linings
• Break-offs in the region of the rivet wall are not 2. Heavily dirt-contaminated linings
permissible. The rivet wall is the contact surface
3. Heavily striated surface
to the brake shoe.
4. Non-plane-parallel lining wear
5. Vitrified surface

53 / technical information technical information / 54

Technical Information
In Detail

Dismantling Commercial Vehicle Drum Brake Linings Brake Shoe Inspection

Removing the worn linings Health and safety measures Brake shoe inspection and preparation
The rivets should always be pushed out using a riveting Brake dust is highly contaminated with respirable 1. Inspecting the brake shoe
machine, preferably hydraulically operated. The particulate matter and is a health hazard. Safety 2. Cleaning the shoes in a suitable device whilst observing
equipment used to push rivets out must match the rivet regulations prescribe exhaust systems with a suction all safety precautions
diameter. Modern rivet punches can be used universally power between 40 and 50 m³/h. Wheel brakes must never
for fully tubular and semitubular rivets. be removed using compressed air or cleaned using dry 3. Coating the brake shoes with a high temperature
brushes. It is strongly recommended to use clean water, resistant anti-corrosion agent, if necessary.
Using unsuitable rivet punches can damage
the brake shoe. without chemical additives, for cleaning purposes. The use
of detergents can impair the braking effect. Inspection of backing plate for concavity
Other options The brake shoes must have full contact with the backing
plates, i.e. the backing plates must not be concave. The
If no riveting machine is available or if solid rivets are brake shoe as a whole must not be distorted and the
to be removed, the following (Fig. 2) can be recommended: radius of the platform surface must be neither too small
nor too large. The diameter of the rivet bore hole must
be no more than 0.6 mm larger than the rivet diameter
(DIN 7513). This can be easily checked by means of a rivet
hole gauge. The shoes must be cleaned thoroughly, e.g.,
by sandblasting (not with aluminum brake shoes) or by
means of a shoe grinding unit.
The platform surface can also be treated with an
anti-corrosion agent which must be resistant to high
temperatures. The brake shoes are now ready to have
the linings fitted.

The same tool for semi tubular and fully tubular rivets Shear off the rollover using a chisel Frequent faults

Deformed platform surface

Corroded welding seam

Loose rivets indicate

an enlarged rivet hole

Never drill rivets out! Mill off rollover using a drill

Damaged platform
surface
Deformed shoe web
Cracked welding seam
Rivet hole deformed
Damaged platform edge during drilling
Worn out shoe
Rivet hole damaged roller bearings
by rivet punch
Corroded platform surface

10 mm 8 mm 6 mm Push out the rivet using a punch Rivet hole damaged by drill Damaged shoe web end
Fig. 1 Fig. 2
Worn out shoe support

55 / technical information technical information / 56

Technical Information
In Detail

Fitting Commercial Vehicle Drum Brake Linings

Riveting Final inspection Finally, the linings should be inspected for cracks. If these
occur in the area of the rivets, this is an indication that
It is mandatory to always use the lining material specified Checking the riveting: Light taps with a hammer allow
the work has not been carried out correctly.
by the OE manufacturer or a material approved by the appraisal of good or bad riveting: A dull sound indicates
Federal Office for Motor Traffic (KBA). Textar brake linings a loose lining. A high-pitched sound indicates that the
are available in a wide variety of designs for practically riveting is correct.
any application. A valve gauge can be used to check for cavities under the
Riveting material: the most common materials are steel, lining. A cavity of more than 0.15 mm beyond the first row
brass and copper. of rivet holes can lead to noise problems.

Choice of rivet
Rivets must be chosen, whose shape correspond
to the shape of the rivet hole.
The length of the rivet can be calculated by the following
rule of thumb:
G^kZiaZc\i]XdggZXi
German standard G^kZiaZc\i]XdggZXi
3575, semitubular
A = 0.5 - 0.75 x d
DIN 7338, fully tubular
A = 0.8 - 1.0 x d
Example: For a brake shoe rivet in accordance with DIN HVi^h[VXidgngdaadkZgVcYhigZc\i]
HVi^h[VXidgngdaadkZgVcYhigZc\i]
7338 and a diameter of d = 8 mm, the rivet shaft A should
protrude by not less than 0.8 x 8 mm = 6.4 mm and not
more than 8 mm out of the brake shoe bore hole. G^kZiaZc\i]iddh]dgi
G^kZiaZc\i]iddh]dgi

Important:
With semitubular rivets, the bore hole bottom must
be at the level of position "A", to allow the formation
of a satisfactory rollover.
CdgdaadkZg!WVYg^kZi]ZVY
CdgdaadkZg!WVYg^kZi]ZVY
Riveting tools
Select the correct rivet head formers and anvils.
The riveting machine manufacturers instructions must G^kZiaZc\i]iddadc\
G^kZiaZc\i]iddadc\
be followed.
Some vehicle manufacturers specify that the linings have
to be pressed onto the shoes with a pre-stressing force
of 300 N prior to riveting. The special rivet head formers,
with pre-stressing device supplied by Textar, fulfil this
>cVYZfjViZgdaadkZg!XgVX`^c[dgbVi^dc
requirement and fit in virtually all conventional riveting >cVYZfjViZgdaadkZg!XgVX`^c[dgbVi^dc
machines. The riveting forces differ greatly with the rivets
and materials used and the pressures indicated by the
manufacturers must be strictly adhered to, in order
to achieve the riveting forces specified by the brake
manufacturers. The relation between the pressure applied
and the resultant riveting force varies with the individual
machine type.
Riveting should be done from the center outwards,
i.e. from the center of the shoe out to the edges.

57 / technical information technical information / 58

Technical Information
In Detail

Lining Measurements (Thickness), Commercial Vehicle Drum Brake Linings Pre-Stressed Rivets

Measuring the thickness of drum brake linings generally Special head former
poses no problems to specialist garages, providing that
A special rivet head former, for riveting under
they are dealing with parallel linings (uniform thickness
pre-stress, is used to press the brake lining against
across the length of a lining). The thickness of so-called
the shoe with a pressure of approx. 30 DaN to assure
tapered linings (drum brake linings with varying thickness
clearance-free contact.
along their length) must be measured according to a
specific standard. Brake lining manufacturers that are This prevents the development of brake noise
members of the Federation of the Friction Liner Industry and contributes to achieving an optimum braking effect.
(VRI) and their licensees have standardised the measuring Please refer to our price list for the corresponding
position at a distance of part numbers.

19.05 mm = 3/4"

from the thicker lining end (S).

Textar, as renowned brake liner manufacturer, shows
this measuring positioning in all production drawings.
Replacement service customers also benefit from the
application of the VRI standard.
The following sketch shows how the measuring
instrument should be positioned.

&.#%*

($)
h

HiVgi :cY

59 / technical information technical information / 60

Technical Information
In Detail

Recommended Rivets and Riveting Force Installation Drawing for Tapered Linings

Tapered brake linings

Manufacturer Brake Rivet dimension Material Riveting force (daN) When using axially symmetrical drum brake linings,
so-called tapered linings, it is important to fit the thinner
BPW Steel shoe Flat head with Iron 2000 ± 200 lining at the fixed pivot of the brake shoe.
Warstein Achsen
ø 420 mm stepped bore
ø 360 mm 8 x 15 (96 000 0044 01) 851
ø 300 mm alternatively
8 x 15 (96 208 0150 01) 851
Mercedes-Benz ø 410 mm Flat head with Iron 2000 ± 100
MAN Steel shoe 5 mm stepped bore I]^X` I]^X`
Steel shoe 9 mm 8 x 15 (96 000 0044 0 1) 851
Cast shoe machined 8 x 18 (96 000 0045 0 1)
Cast shoe milled 8 x 18 (96 000 0045 0 1)
Cast shoe not machined 8 x 20 (96 000 0046 0 1)
IVECO ø 381 mm Counterbore head, semitub. Iron 2000 ± 100
Stopmaster I + II 6.3 x 16.5 mm
(96 000 0068 0 1) 851
Kässbohrer-Achsen Steel shoe 7 mm Flat head, semitubular Iron
ø 400 mm 8 x 18 1600 ± 100
Busse ø 300 mm (96 208 0180 0 1) 851
ø 410 mm 10 x 16 2800 ± 200
(96 000 0070 0 1) 851
Sauer Steel shoe Flat head, semitubular Iron 2500
ø 420 mm 8 x 15 (96 208 0150 0 1) 851
ø 300 mm alternatively
8 x 16 (96 000 0067 0 1) 851
Volvo Steel shoe L11 6.35 x 17 mm Brass 1700 ± 100
ø 394 mm (96 700 7110 0 1) 876 I]^c I]^c
ø 413 mm
Scania ø 412 mm 6.3 x 18 Brass 1700 ± 100
(96 000 0028) 876
ROR L10 6.35 x 15.9 Brass 1700 ± 100
(96 700 7100 0 1) 876 ;^mZYe^kdi

Note: The riveting force on the rivet head former varies

according to the riveting machine used. The operating
pressure must be taken from the operating instructions.

61 / technical information technical information / 62

Technical Information
In Detail

Turning-off Instructions for Commercial Vehicle Drum Brake Linings Pre-ground Drum Brake Linings

Turning-off instructions for CV drum brake linings Pre-ground drum brake linings
1. In order to be able to ensure satisfactory functioning Drum brake linings for wheel brakes with sliding
of the wheel brake, the brake linings must always shoe platforms (e.g., Z-cam, various wedge brakes)
be turned off after assembly. are pre-ground.
2. Before turning off, the drum diameter must be The purpose of the special shape is to guarantee a defined
measured (also for new drums) or defined. If drums contact point for the linings on the friction surface
are turned off, the maximum turn-off measure must be of the brake drum thereby ensuring self-centring
observed and the same value set on the right and left. in case of repair.
3. Select lining thickness and, if necessary, use oversized Such drum brake linings are only turned
linings. Spread the shoes to braking position and turn off in exceptional cases.
off using a conventional machine (observe instructions Apart from this, the drum diameters have to be matched
given by axle or brake manufacturers for expansion). to the repair level of the brake linings.
The turn-off measure used should be 0.5 mm less than
the drum diameter determined earlier.
4. A cutting thickness of 0.3 mm should not be exceeded 8dciVXied^ci 8dciVXied^ci
and the lining thickness should not be reduced by more
than 1.5 mm.
The turn-off thickness should be checked during or
immediately after turning off. After re-setting of the
clamping device, the thickness can no longer be checked,
at least not without great difficulty.

:meVch^dckVakZ

8dciVXied^ci 8dciVXied^ci

63 / technical information technical information / 64

Technical Information
In Detail

Fitting Instructions, Drum Brake Linings, WVA No. 19758 Adjustments, Drum Brake Linings, WVA No. 19758

Volvo Simplex wedge brake To remove the brake drums and to position
9^gZXi^dcd[gdiVi^dc HZXdcYVgn the brake shoes, the toothed adjustment screws
Volvo Simplex wedge brakes use brake linings of various &.,*. must be turned anticlockwise.
lengths and thicknesses. This is due to the varying wear
characteristics of the primary and secondary linings. All adjustment screws have a right-hand thread.
Because the primary lining produces considerably
more braking power (approx. 75%), it is provided Volvo wedge brake 360 x 170
with correspondingly more lining material,
i.e. the longer / thicker lining (19758) is fitted Automatic clearance 0.35 - 1.55 mm
to the leading shoe. adjustment

It is always important to observe the special Setting dimension after fitting 1.00 - 1.55 mm
fitting and adjustment instructions supplied
Initial adjustment Turn out by 2.5 - 3 turns
by the vehicle manufacturer. adjusting screw (right-hand thread)

Material DON 7131

Eg^bVgn
&.,*-
Carry out an initial adjustment after re-lining the brakes.
To do this, unscrew the adjusting screw to approx. 2.5
- 3 mm from the end stop, in order to ensure that the
adjusting device can function correctly.
Volvo wedge brake 360 x 170
Also, set the clearance between lining and drum
to approx. 1.00 - 1.5 mm.
WVA-No. Primary 4 x 19758 14.80
The return spring should be replaced as it has a great
Secondary 4 x 19759 09.70
influence on the adjusting device.
1st oversize Primary 18.80
1st oversize Secondary 10.70

9dcdi\gZVhZi]ZVY_jhi^c\
YZk^XZWVhZ
Material DON 7131

Number of Primary 22 pcs. KVg^djhVY_jhiZgh[dgaZVY^c\

rivets Secondary 20 pcs. VcYigV^a^c\h]dZh

'#*Ä(

Eg^bVgn HZXdcYVgn

65 / technical information technical information / 66

Technical Information
In Detail

Installation Drawing for Rockwell Brake - Drum Brake Lining General Fitting Instructions - Commercial Vehicle Disc Brake Pads

Drum brake linings of different thicknesses and design • Before dismantling the brake pads, the clearance on the
are used starting with the 05/96 Rockwell brake. wheel brake (between side plungers and backing plates)
must be checked. Deviation from the nominal dimension
Strictly adhere to the installation drawing. indicates a defective brake.
• The clearance must be increased, by means of the
adjusting screw, so that the pads can be removed
from the housing after the locating devices have been
9^gZXi^dcd[gdiVi^dc removed. (Caution: do not turn the adjusting screw past
the stop, risk of tear off)
• Check the material thickness of used brake pads; the
maximum permissible difference in thickness is 3 mm.
• Now all rubber seals on the caliper must be inspected
for damage and replaced if necessary.
• Check the function of the automatic adjusting device.
• The brake disc must be inspected for wear, heat cracks
and other damage and be renewed if not within specified
values. In order to achieve a sufficiently good braking
effect and good rate of wear, used brake discs should
in all cases be turned off. This is best done with
the discs fitted to the vehicle, in order to minimise
differences in thickness and disc runout. Strict attention
must be paid to the minimum thickness of the brake disc
(sufficient reserve to last until the next brake pad change).
• Oversize brake pads may possibly be used, depending
upon the thickness of the disc.
• It is recommended to replace the hold-down springs.
Fit the brake linings and accessories if required and
tighten the hold-down bracket to the specified torque.
• An initial brake setting must be carried out after fitting,
the clearance must not be smaller than specified.
• A larger clearance will be automatically corrected
by an intact wheel brake (Caution: longer pedal travel
is possible for a short period).
• When all fitting work has been completed, the clearance
must be re-checked, to make sure it has remained the
same (e.g., a box wrench on the adjuster must not move
when the brake is operated).
410 x 180 410 x 200 Thickness Whatever the case, the general and special fitting
instructions provided by the vehicle, axle, brake and pad
1) 19715 19717 21.0 – 0.3 mm manufacturers must be strictly observed.

2) 19714 19716 21.0 – 0.3 mm with wear bore

3) 19556 19553 19.2 – 0.3 mm

4) 19556 19553 19.2 – 0.3 mm

67 / technical information technical information / 68

Technical Information
In Detail

Omission of Thermal Insulation Plates in Lucas D 3 and Elsa Brakes Secondary Measures

Omission of thermal insulation plates in Lucas D 3 Friction surface coating

and Elsa brakes Depending upon their specific application,
The use of TEXTAR disc brake pads (WVA No. 29030 the brake pads may have a glossy, paint-like
and variations) with Lucas D3 disc brakes can render coating on the friction surface.
the installation of thermal insulation plates unnecessary, This friction surface coating has several functions
due to the material properties and design! and effects:
This applies to all vehicles equipped with a Lucas D3 • Increased "initial friction coefficient" until the operating
or "Elsa" disc brake. value is achieved
• Optimized bedding-in properties on non-turned-off
brake discs
• Improved cleaning effect on corrosion-protected
or worn out brake discs
• Reduced tendency to smear when new brake pads
are exposed to immediate thermal stress
• Corrosion protection of the entire friction surface
during storage
• Increased pad and disc wear during
the bedding-in period
• Increased tendency to screech during
the first 1000 km of driving

Wedge-shaped underlayer
This is a patented advanced development of the
underlayer by TMD Friction Products and has the following
properties:
>ccZgeVY
EgZhhjgZeaViZ • Improved friction material bonding to the backing plate
I]ZgbVa^chjaVi^dc • Positive influence on the compressibility of the
eaViZ
DjiZgeVY brake pad
• Positive influence of heat transfer
• Optimized discharge of temperature into the brake disc

Anti-segment chamfer
This is a special method of chamfering the friction surface
of a brake pad.
The angle of the chamfer, which needs to be determined
during extensive tests in vehicles and on test benches,
is decisive for the function.
This TMD patented technique permits a substantially more
consistent discharge of heat into the brake disc (similar
to the wedge-shaped underlayer), so that the comfort
(noise and rubbing) and disc cracking properties were
able to be greatly improved, whilst maintaining the brake
pad contour and size and without appreciable influence
on wear and friction characteristics.

69 / technical information technical information / 70

Technical Information
In Detail

Bonding Procedure for Commercial Vehicle Disc Brake Pads Turn-off and Thickness Data for Commercial Vehicle Brake Discs and Pads

Various methods are used by TMD Friction Products, • Cast plate with nubs (TMD patented) Turn-off and thickness data for commercial vehicle
to "bond" the friction material to the backing plate of disc • Steel plate with meshed metal, also known
brake discs
brake pads. as “weld mesh” Before brake repair, the discs must be inspected for wear,
Differentiation is made between glued bonding and cracking, scoring, heat spots, unevenness and corrosion
• Roughened steel plate
mechanical bonding. With the glued pads, the friction and turned off or replaced, depending upon the diagnosis.
material is glued to the backing plate using special When used in the production of disc brake pads for When turning off a disc, the repair wear limit must be
adhesives. The holes in the backing plate can be used commercial vehicles and sometimes for passenger cars, observed (see table) to leave a sufficient wear reserve
as an additional safety measure, as can the underlayer, this process ensures a permanent bond between friction until the next pad change.
with all their known types and advantages. material and backing plate even under extreme thermal
Worn or torn brake discs (cracks with a depth down to the
overload conditions. Thermally highly stressed
Differing mechanical processes are used to improve cooling channel and/or a length > 75% of the friction ring
or destroyed friction material remains on the backing
bonding, depending upon the area of application and width) must be replaced by axle. The vehicle, axle, brake
plate despite high shearing forces.
thermal stress. However, underlayers can not always and/or friction material manufacturers repair instructions
be used here. From the start of the rapid development of the new must be observed.
generation of disc brakes in commercial vehicles, the TMD
• Steel plate with brass pin (TMD patented) Friction Group has been at the forefront. TMD Friction
• Cast plate with brass pin (TMD patented) is not only the most significant OE manufacturer in the
• Steel plate with OPTITAC, also known as "coffee bean" disc brake sector, but is also looked upon as a "problem
(TMD patented) solver", particularly if the contour of the brake pads in the
current series can not be modified.

KNORR KNORR KNORR Meritor Wabco

Commercial vehicle disc
SB 5 SB 6.../ 7... 4K85 D 3/ Elsa Pan 17
brake
pneumatic pneumatic pneum./ hyd. pneumatic pneumatic

New brake disc thickness 34 mm 45 mm 48 mm 45 mm 34 mm

Patented Textar technology
Absolute wear limit 28 mm 37 mm 38 mm 35 mm 26 mm

6ci^"hZ\bZciX]Vb[Zg
Repair wear limit 29 mm 39 mm 40 mm 41 mm 30 mm

;g^Xi^dcbViZg^Va
Max. turn off 45 mm
1.) Standard size backing plate 40 mm
2.) 1st oversize backing plate
LZY\Z"h]VeZYjcYZgaVnZg

Note: The wear measures only apply for a remaining lining thickness of 2-3 mm plus the backing plate.

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Technical Information
In Detail

Friction Material Overview, Commercial Vehicle Drum Brake Linings Friction Material Overview, Commercial Vehicle Disc Brake Pads

Friction Friction
OE AM Vehicle manufacturer Bus Tractor Trailer OE AM Vehicle manufacturer Bus Tractor Trailer
material material

T 0005 OE IKARUS-Bus/RABA-Achsen x x T 263 OE Perlini x

T 10 OE KBA /ECE90R Mercedes x T 402 OE KBA /ECE90R Mercedes x

T 0104 OE Renault Trucks x T 450 OE Perlini x

T 0115 OE Renault Trucks x T 456 OE Neoplan/IVECO/Evobus Setra x x

T 011 OE IVECO/WABCO x T 457 OE WABCO x

T 012 OE KBA /ECE90R Mercedes x T 471 OE Mercedes x

T 013 OE KBA /ECE90R Kässbohrer/Warstein/SAF x x T 3010 OE DAF/MAN x x

T 016 OE KBA /ECE90R DAF/ Mercedes/ Evobus Setra/ Auwärter x T 3011 OE Mercedes x

T 017 OE Mercedes/IVECO x x T 3016 OE Renault Trucks/Mercedes x x

T 018 KBA /ECE90R IKARUS x T 3018 KBA /ECE90R Ford/IVECO/Renault Trucks/ Volvo x

T 020 OE KBA /ECE90R MAN x T 3023 OE MAN/Van Hool x

T 021 OE KBA /ECE90R VW x T 3030 OE KBA /ECE90R BPW x

T 022 OE KBA /ECE90R IVECO x T 3050 OE KBA /ECE90R Mercedes/Scania/IVECO/MAN x

T 024 KBA /ECE90R IVECO x T 3060 KBA /ECE90R SAF/Fruehauf Achsen x

T 026 OE KBA /ECE90R MAN/VOLVO x x T 7400 OE KBA /ECE90R DAF/Evobus Setra/Neoplan/Mercedes/Scania x x

T 030 OE Auwärter/ IVECO x D 7500 OE VOLVO x

T 053 OE KBA /ECE90R BPW/Knott-Achsen x T 3029 OE MAN x

T 066 OE VW x T 3032 OE Renault Trucks/Volvo x

T 088 ECE90R Mercedes/MAN x x T 3033 OE MAN x

T 090 OE KBA /ECE90R BPW/SAF x T 3034 OE Volvo x x

T 099 KBA /ECE90R BPW/SAF/Frühauf Achsen/ROR x

DON 7113 OE KBA /ECE90R Mercedes/MAN x

DON 7115 OE KBA /ECE90R Scania /Volvo x

DON 7203 OE DAF x

DON G 110 KBA /ECE90R Scania /Volvo x

DON G 115 OE KBA /ECE90R Scania /Volvo x

DON 7141 OE IVECO/ROR x x

DON 7151 OE IVECO x

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