Silhouette 7 0 11 – More Than Just Rotor

• Silhouette 7 0 11 – More Than Just Rotor Size
• Silhouette 7 0 11 – More Than Just Rotor Blades
• Silhouette 7 0 11 – More Than Just Rotor Replacement
• Silhouette 7 0 11 – More Than Just Rotor Pads

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Is there a difference between front brakes vs rear brakes? The front brakes are in the front, and the rear brakes are in the rear. That's all you need to know, right? Perhaps, on the most basic level, that would be 'correct,' but entirely misleading. The front brakes vs rear brakes comparison has everything to do with friction and heat.

Aiseesoft mac pdf to image converter 3 1 50 mm. From a physics standpoint, the brakes on your car are designed to convert the kinetic energy of your moving vehicle into heat energy, via friction. The result of that energy conversion is what brings your car to a stop. Then, vehicle design, including that of the brakes themselves, helps to dissipate that heat to the air.

Now, here's where the major difference arrives: the amount of heat generated. Taking a look at the front brakes and rear brakes, especially the size and weight of the brake rotors, brake calipers and surface area of the brake pads, it's obvious that the front brakes are a lot heavier than the rear brakes, enabling them to take the heat.

Front Brake Design — Hot Stuff

Back to physics for a moment, to further understand why the front brakes need to handle so much more heat. When you're moving forward and you hit the brakes, the center of gravity of the vehicle effectively shifts forward, putting more weight and more momentum on the front tires. The front tires therefore gain more traction, and they can take more braking force to stop the car. Little snitch makes the invisible visible 4 4 3. Because the front brakes generate up to 75 percent of the vehicle's stopping force, they generate much more heat, over 500°F in heavy braking.

This has necessitated the development of a few common design features:

• High hydraulic pressure, split by the master cylinder, delivers more clamping force.
• Larger and multi-piston brake calipers develop more clamping force.
• Larger brake pad surface area increases friction.
• More aggressive brake pad material also enhances friction.
• Larger diameter brake rotors for more stopping torque.
• Thicker brake rotors maintain their shape at high temperatures.
• Ventilated brake rotors dissipate heat faster.
• Aerodynamic features in the body and under the car drive air through the brakes, aiding in heat dissipation.

Rear Brake Design — Stability

Overall vehicle design determines front brakes vs rear brakes bias, but most rear brakes should never provide more than 40 percent of the stopping power at any given time. As such, they don't develop nearly as much heat as the front brakes. If they weren't designed for this lesser load, the rear brakes would lock up every time you stepped on the brake pedal, or at least the anti-lock braking system (ABS) would be activating all the time.

Providing just the right amount of braking power and vehicle stability requires the following:

• Low hydraulic pressure, split by the master cylinder, has less clamping force.
• Smaller brake calipers also give less clamping force.
• Smaller brake pad surface and less aggressive brake pad material for decreased friction.
• Smaller diameter brake rotors for less stopping torque.
• Thinner brake rotors are lighter and don't have to endure that much heat.
• Solid brake rotors don't have to dissipate that much heat.
• Drum brakes, on many economy cars, with all the above benefits.

As you can see, there's quite a difference in your braking system, from front to rear. Built to take the heat and stop your car safely, no matter where they are located your brakes are designed to get the job done.

Check out all the brake system parts available on NAPA Online or trust one of our 17,000 NAPA AutoCare locations for routine maintenance and repairs. For more information on your brakes, chat with a knowledgeable expert at your local NAPA AUTO PARTS store.

Photo courtesy of Wikimedia Commons

Benjamin Jerew View All

Ben has been taking things apart since he was 5, and putting them back together again since he was 8. After dabbling in DIY repairs at home and on the farm, he found his calling in the CGCC Automobile Repair program. After he held his ASE CMAT for 10 years, Ben decided he needed a change. Now, he writes on automotive topics across the web and around the world, including new automotive technology, transportation legislation, emissions, fuel economy and auto repair.

Silhouette 7 0 11 – More Than Just Rotor Size

Even Wear

Silhouette 7 0 11 – More Than Just Rotor Blades

Pads have about equal amounts of friction material on both pads.

This is caused by proper brake function. To fix this kind of wear, replace the brake pads and hardware such as abutment and anti-rattle clips, service the caliper guide pins and slides.

Outer Pad Wear

The outboard pad has significantly less friction material than the inboard pad.

Wear like this is caused by the outer pad continuing to ride on the rotor after the caliper releases. Seizing guide pins, bushings and slides are usually at the heart of the problem. Correcting this kind of wear is relatively simple. Service or replace the guide pins, bushings, or the entire caliper, and replace the brake pads.

Inner Pad Wear

The inboard brake shows more wear than the outboard pad.

This happens when the caliper piston is not returning to the rest position due to a worn seal, damage, or corrosion. It can also be caused by a problem with the master cylinder. To correct this kind of wear, take the same steps as fixing outer pad wear as well as inspecting the hydraulic brake system and the caliper for residual pressure and guide pin hole or piston boot damage, respectively. If the pin holes or piston boot are corroded or damaged, they should be replaced.

Tapered Pad Wear

The friction material is worn in a horizontal or vertical wedge pattern.

This kind of wear is caused by improper pad installation as well as guide pin wear. Having a single guide pin or slide seizing can also cause tapered wear. The procedure for correcting this kind of wear is the same as correcting outer pad wear.

Cracking, Glazing, or Lifted Edges on the Pads

The friction material is physically damaged and shows signs of thermal distress.

This can be caused by many things. Filmlight daylight 4 4m1 9139 download free. Overuse, improper break-in procedure, hydraulic system problems, seized caliper components, defective pads, and the parking brake not fully retracting are some common problems. This can be corrected by replacing and breaking-in the new pads properly. The parking brake may also need adjusting.

Overlapping Friction Material

The top edge of the pad overlaps the top of the rotor.

This can be caused by wear on the guide pins, caliper or caliper bracket or having the wrong rotor or pad on the vehicle. To correct this kind of wear, replace the pads and fit the vehicle with OE specification diameter rotors.

Tips and Guidelines

Silhouette 7 0 11 – More Than Just Rotor Replacement

• Some electronic brake distribution may have faster than normal rear brake pad wear rates. This is normal in some cases. The reason for this wear is because the rear brakes are used to control nose dive. If the wear is greater than expected, check for TSBs. Often, the OEM will issue new software for the hydraulic control module that solves the problem.

Brake NVH (Noise, Vibration, and Harshness)

Just like a diagnostic flow chart, you can assess a brake NVH and the braking components to find a resolution which can be productive and profitable.

Servicing Brake Calipers

Silhouette 7 0 11 – More Than Just Rotor Pads

Disc brake service has become routine for most ­import repair shops. Many shops in the rust-belt service disc brake calipers by simply replacing them with loaded caliper assemblies, but in drier climates, calipers can last for many years and may ­require only routine inspection during a disc brake pad replacement. In order to appreciate some…