Brake pads aren’t something that tons of individuals believe today. The restraint that auto manufacturer’s select for his or her vehicles are chosen supported select number of qualities, primarily noise, dust, stopping ability and wear. The perfect combination of those aspects is low noise and mud, good stopping power, and long pad life. That’s tons to ask from a brake pad! Believe it, restraint gets tons of abuse; they need to affect high temperatures and be ready to make friction occur on wet/dry/cold/hot rotors, and that they need to roll in the hay repeatedly for 50 thousand miles or more! That’s pretty demanding, but somehow brake pad manufacturers are ready to engineer pads that meet these levels of performance.
Making the perfect brake pad for your vehicle
If manufacturers have already found out the way to make a perfect brake compound that consistently stops cars, then why are there of these brake pad suppliers out there boasting they need better pads? Well, it is a tough question to answer, but the most reason is performance. You see, everyone measure performance on an individual scale; does one want many pad-bite and maximum friction, or does one need a pad which will affect repeatedly stopping heavy loads without wearing call at six thousand miles, or does one want something that’s like what the first pads were like? That’s the first step to picking your next set of restraints. If you would like something that gives higher friction levels and faster stopping distances, then you’ll want a semi-metallic brake pad that was designed for light to heavy track use.
How should the best brake pad be like?
If you would like a pad that will affect towing loads and four-wheeling, an extended wear pad would be your most suitable option. For the longest enduring, low-dust pad, a ceramic compound would be optimal. There are a couple of brake pad suppliers who supply a semi-metallic ceramic compound, which will supposedly offer high friction, low-dust, and wear. Still, my personal experience has been that these pads try to be everything for everyone, but find you not being that great at anything.
Another thing to think about when choosing your restraint is how they’re constructed. All OEM restraint is made employing a positive molding process, the brake shim is applied to the rear of the mold then the whole compound is heated to melt the brake compound, pressure it into an ideal mold and bond to the back of the pad.
Many pads aren’t made in this fashion; preferably, the compound is heated and pressed during a machine then a shim is glued to pad after the molding process. While the glue does hold the beautiful pad tight, it’s not as secure as using the actual molding process. Why don’t most brake pad manufacturers use positive molding processes? Well, for one, the positive molding is costlier. The reason is that some people don’t need to use the shim that’s provided by the brake pad manufacturer.