Servicing Tires With 18-In.-Plus Rims
Brake Pad Confusion: What Is The Best Brake Pad?
ADAS Calibration - Myths and Operation
Universal Technical Institute Opens 2nd New Campus In 2022
Diagnosing ABS/ESC False Activation Notices
Servicing Tires With 18-In.-Plus Rims
Brake Pad Confusion: What Is The Best Brake Pad?
ADAS Calibration - Myths and Operation
Universal Technical Institute Opens 2nd New Campus In 2022
Diagnosing ABS/ESC False Activation Notices
Sponsored By BCA Bearings by NTN
This webinar is part of "AAPEX Repair Shop HQ Webinar Series: An 8-Part Webinar Series." Sponsored by AAPEX.
The typical repair shop is busier than ever – but what happens when the going gets rough? Many of today’s shop owners have never experienced a significant economic downturn. Has your shop prepared to weather any storms that are on the horizon, or have you just been keeping up with current demands? During this webinar you’ll hear real shops share a “just in case” safety briefing.
The August issue includes technical and management content and is free to download and read.
Don't be afraid to work on battery packs. However, you should be mindful of the potential damage high voltages can cause.
The secret to this job is building the total package that optimizes the chassis, springs and ride control components.
Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!
Brake & Front End serves repair shops conducting a high volume of undercar repairs by providing application-specific technical information and solutions to address emerging trends in the undercar repair segment. By subscribing, you’ll receive the ShopOwner digital edition magazine (12 times/year) featuring articles from Brake & Front End and the Brake & Front End eNewsletter (twice weekly). Access to digital editions, contests, news, and more are ready for you today!
ByBrake and Front End Staff on Mar 29, 2017
Auto Pros on the Road puts the Babcox Media into shops across the USA. This episode is sponsored by FRAM.
Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.
GM transmissions and transfer cases are unique to each individual vehicle. This video is sponsored by ACDelco.
Don’t settle for “almost” - it matters where the engine is manufactured or remanufactured. Sponsored by ACDelco.
Click here to view past issues.
Under extreme braking conditions, some lubricants can’t take the heat and melt off, evaporate, oxidize or burn. That’s why ordinary, general-purpose chassis grease should never be used for lubricating brake components. It simply won’t hold up.
AdvertisementU nder extreme braking conditions, some lubricants can’t take the heat and melt off, evaporate, oxidize or burn. That’s why ordinary, general-purpose chassis grease should never be used for lubricating brake components. It simply won’t hold up. What’s needed is a specially formulated, high-temperature brake grease that can withstand the heat, but won’t harm rubber seals or plastic bushings. Petroleum-based lubricants should never be used for brake assembly work because mineral oils can cause seals to swell and fail. What needs to be lubricated? Lubricate any mechanical components in the brake system that slide, move, rotate or bear pressure. On disc brakes, lubrication points include the caliper slides and bushings, self-adjuster mechanisms and the parking brake cables and linkage. AdvertisementWhy do lubricants reduce brake noise? When a caliper finger is lubricated at the point where it touches the brake pad, the lubricant creates a boundary layer that keeps the vibration of the brake pad from exciting the caliper finger and the caliper. This is one approach to solving NVH problems, but it can have limitations. Lubricants do not dampen forces by adding extra mass like a brake shim. Also, lubricants cannot fill in pitting on brake slides, nor do they insulate against vibration. Plus, they are only effective for some frequencies. What are the types of lubricants? There are several basic types of brake lubricants that fall into two categories: those that are designed for lubricating hardware and mechanical components and typically contain a high percentage of solids (dry-film lubricants), and those that are designed for lubricating seals, boots and other internal parts when assembling calipers, wheel cylinders and master cylinders. Hardware lubricant is a special high-temperature grease designed to provide lasting protection, and it may be synthetic or silicone based.AdvertisementMoly LUBE Synthetic-based, boundary-type lubricants that come in tube, paste or stick form have a high solids content and typically contain a variety of friction-reducing ingredients such as molybdenum disulfide (moly or MOS2) and graphite. Moly and graphite are both dry-film lubricants that can handle high temperatures and pressures. Some of these products are rated to withstand intermittent temperatures as high as 2,400° F! Moly won’t evaporate or burn off over time, and it won’t attract or hold dirt like ordinary “wet” greases can. Silicone GREASE Silicone-based brake grease is designed for caliper and wheel cylinder assembly work because it is an excellent lubricant for rubber and plastic. Silicone’s normal working range is -40° F to 400° F, but it does not have the high-temperature staying power of a high-solids synthetic lubricant. Also, silicone is a “wet” lubricant that can attract and hold dirt, making it less suitable for lubricating external metal-to-metal contact points. This type of product is best suited for assembling calipers, wheel cylinders and master cylinders.Advertisement Regardless of what type of brake lubricant you choose, always follow the supplier’s recommendations as to how the product should be used.
U nder extreme braking conditions, some lubricants can’t take the heat and melt off, evaporate, oxidize or burn. That’s why ordinary, general-purpose chassis grease should never be used for lubricating brake components. It simply won’t hold up. What’s needed is a specially formulated, high-temperature brake grease that can withstand the heat, but won’t harm rubber seals or plastic bushings. Petroleum-based lubricants should never be used for brake assembly work because mineral oils can cause seals to swell and fail.
Lubricate any mechanical components in the brake system that slide, move, rotate or bear pressure. On disc brakes, lubrication points include the caliper slides and bushings, self-adjuster mechanisms and the parking brake cables and linkage.
When a caliper finger is lubricated at the point where it touches the brake pad, the lubricant creates a boundary layer that keeps the vibration of the brake pad from exciting the caliper finger and the caliper. This is one approach to solving NVH problems, but it can have limitations. Lubricants do not dampen forces by adding extra mass like a brake shim. Also, lubricants cannot fill in pitting on brake slides, nor do they insulate against vibration. Plus, they are only effective for some frequencies.
There are several basic types of brake lubricants that fall into two categories: those that are designed for lubricating hardware and mechanical components and typically contain a high percentage of solids (dry-film lubricants), and those that are designed for lubricating seals, boots and other internal parts when assembling calipers, wheel cylinders and master cylinders. Hardware lubricant is a special high-temperature grease designed to provide lasting protection, and it may be synthetic or silicone based.
Synthetic-based, boundary-type lubricants that come in tube, paste or stick form have a high solids content and typically contain a variety of friction-reducing ingredients such as molybdenum disulfide (moly or MOS2) and graphite.
Moly and graphite are both dry-film lubricants that can handle high temperatures and pressures. Some of these products are rated to withstand intermittent temperatures as high as 2,400° F!
Moly won’t evaporate or burn off over time, and it won’t attract or hold dirt like ordinary “wet” greases can.
Silicone-based brake grease is designed for caliper and wheel cylinder assembly work because it is an excellent lubricant for rubber and plastic. Silicone’s normal working range is -40° F to 400° F, but it does not have the high-temperature staying power of a high-solids synthetic lubricant. Also, silicone is a “wet” lubricant that can attract and hold dirt, making it less suitable for lubricating external metal-to-metal contact points. This type of product is best suited for assembling calipers, wheel cylinders and master cylinders.
Regardless of what type of brake lubricant you choose, always follow the supplier’s recommendations as to how the product should be used.
Wheel End: Tapered Wheel Bearings
Wheel End: Wheel Bearing Analysis
Wheel End: Decrypting Brake Pad Edge Codes
Wheel End: Understanding EV Wheel Hub Bearings
Technical Resources for diagnosing and servicing undercar components