Disc Brake Pads — Service Instructions — WARNING; Due to the increased braking demands placed upon todays down sized brake systems, certain service proce- dures should be followed during replacement of disc pads, Failure to follow these procedures may result in damage to disc pads, rotor, or both, Thus, drastically affecting braking performance and service life of related braking components, Satisfactory operation of these pads is assured upon ‘compliance with service instructions. Failure to do so may void product warranty. CRITICAL SERVICE POINTS © Caliper Overhaul © Caliper Mounting Hardware © Noise Suppressor © Pad Installation @ Rotor Conditions (© Burnish Break-In CALIPER OVERHAUL Dise brake pad wear shoul be checked at least every 10,000 miles under normal operating conditions. Under severe service Conditions, pad wear should be checked more frequently, Calipers should be rebuilt each time the brake lining hi reached minimum thickness (3/32 or less). As the pads wear, the piston moves out further through the piston seal to compensate for clearances. If the piston is corroded or pitted, forcing it back through the old seal can result in seal damage. ‘Wash caliper housing with denatured alcohol or equivalent rnon-petroleum base solvent and dry with clean, compressed air. Inspect piston and caliper bore, Replace piston i itis pitted scored, or worn. Remove any corrosion from seal and dust boot groove, NOTE: Some vehicle applications may have phenolic (plastic) caliper pistons. Inspect piston for cracks, chips, or gouges, Replace piston it any of these conditions exist. Refer toFigureNo, 1 CRACKS. chiPs. GouGES MAY NOT ENTER PISTON SEAL GROOVE, ‘CRACKS, cuiPs. couces MAY a& is INCH LONG NO MAY Go INWARD, ‘ALMOST TO PISTON SEAL Groove. NO CRACKS, CHIPS, GOUGES, ‘OR ANY OTHER SURFACE. DAMAGE ON GROUND SEAL ‘SURFACE (PISTON 0.9.) ARE ACCEPTABL Figure Use @ wire brush to remove any rust from machined surface feas of caliper and support anchor. Apply silicone or lithium lubricant (white grease) to contact areas between caliper and anchor. Lubricate piston seal and caliper bore with clean brake fluid ‘and position seal in machined groove. Assure that seal is fully ‘seated, Position dust boot and insert piston. Applying staady, firm pressure to piston, guide it through the piston seal until bottomed In caliper housing Avoid using C-clamp or pliers to compress piston. If strong resistance is felt, eemove piston and inspect piston seal and dust boot installation CALIPER MOUNTING HARDWARE NOTE: Always service caliper hardware to assure maximum life and performance of new disc pads. Hardware lite is drastically affected by intense heat, weather conditions, abrasive particles, and nermal wear. Vaous forms of disc brake hardware are outlined as follows. Caliper Guide Bolts Floating calipers are supported by guide bolts that fasten to the caliper anchor plate, The caliper moves laterally upon these Quide bolts, Always inspect guide bolts for alignment, scoring {and corrosion; service as required. Lubricate with silicone grease = fr equivalent upon reassembly. Insulators /Bushings Used in conjunction with guide bolts to cushion caliper movements and eliminate brake noise from metal to metal Guide Pins Locate disc pads in caliper housing. Pins are retained in caliper by pin retainers, Anti-Rattle Clips/Springs Secure pads in caliper housing to prevent vibration Caliper Support Key Various sliding caliper designs may. be positioned by a support key inserted Gelwten the calipsr and anchor plate Tapered pad wear may result from worn support keys. Always ‘service support key and associated hardware upon pad replace- ‘ment. Lubricate key and sliding surface areas of caliper and anchor with silicone grease or equivalent, NOISE SUPPRESSOR ‘A most common complaint of disc brake is brake “squeal”. Metal to metal contact along with vibration is the most common, ‘cause. No rotor is perfectly true; so as the rotor turns, the pads vibrate, Contact between the metal backing plate of the disc pad ‘against the piston or caliper housing creates a high pitched squeal Coat the backside of the disc pad plate with a 1/16" thick coat of liquid Noise Suppressor (Bendix Part No, 93). Refer to Figure No. 2 Allow 20-30 minutes curing period at temperatures above 72, degrees. Allow longer curing time for temperatures below 72 degrees, (See reverse sda)PAD INSTALLATION Check dise pads for secure retention in caliper housing and/or anchor plate. Service anti-rattle clips or springs, If outboard pad is positioned by metal ears of backing plate, bend f2ar8 so that pad is a press fit into caliper housing. Refer to Figure No. 3 and 4. yocarIna S senna cur post Certain vehicle applications will utilize a spring st rattle clip attached to the outboardpad plate. In addition is manufactured with protruding posts or nibs which are designed to recess into holes or indentations cast into the caliper housing Refer to Figure 5. When installing pads of this design, avoid excessive force which could lead to distortion, dislocation, or breakage ofthe clip. Assure that the locating posts are seated properly into position. ‘CAUTION: Improper installation of the outboard pad may, result in dislocation during braking operation. ROTOR CONDITIONS ‘A smooth, non-diractional rotor finish is essential in order to have semi-metallic disc pads perform properly Before resurfacing rotors, check for the following conditions Runout ‘Side to side movement of the rotor as it rotates. Wheel bearing lash has a direct effect on rotor runout. Excessive runout may cause vibration, pedal pulsation, or brake noise. Before checking runout, tighten spindle nut to obtain a zero lash reading on a dial indicator. ‘Set dial indicator to zero. Slowly turn rotor one complete turn and ndte high and low reading. If the total indicated reading ‘exceeds specification, the rotor must be resurfaced, Parallelism ‘Variation in the thickness of the roter. Excessive variation can create pedal pulsation, noise, or increased pedal travel ‘A micrometer may be used to check parallelism, Measure fotor thickness at twelve points around circumference of the fotor. Compare dimension to specification; resurface rotor as required. Rotor Thicknoss The rotor acts as a heat sink, absorbing heat generated ‘during brake applications and dissipating it into the ait Due to normal wear or resurfacing, the cooling surfac of the rotor is reduced, creating higher operating temper ‘Thickness also affects structural strength. A thin rotor will warp oF distort easier, causing pedal pulsation and brake noise. Thickness of the rotor must be determined before resur- facing, All rotors have @ minimum thickness dimension cast into them. This figure refers to the minimum wear thickness (discard limit) not the resurfacing thickness. EXAMPLE: New Rotor Thickness. 1.290 Minimum Allowable Thickness After Machining 1.230 Minimum Wear or Discard Thickness 1215 CAUTION: NEVER RESURFACE ROTOR TO MINIMUM WEAR OR. DISCARD THICKNESS. Rotor Resurfacing Tips 1. For accurate setup of the rotor on the lathe, indicate highest runout reading, on the vehicle, with a chalk mark. Position rotor on the lathe and take @ dial indicator reading while turning shaft 360 degrees by hand. Reading should be the Same as on the vehicle and at the chalk mark. If dimensions differ, loosen shaft nut, rotate rotor 180 degrees and retighten nut. Recheck indicator reading, 2. Final finish cut should be at slowest speed with tool bits set to ‘cutting depth of 001" - 002 3. After resurfacing, a non-directional finish should be applied to rotor suface, Refer to Figure No.5 4. Clean rotor surface with denatured alcohol after rei BURNISH BREAK-IN Performed during vehicle test drive to help achieve good lining life, shorter stops, and resistance to fade. ‘Accelerate vehicle up to 30 mph. then apply medium brake pressure to bring vehicle to a stop. Repeat this procedure 20-25 times, allowing a two minute or one mile cooling interval between applications, This will allow both pads and rotor surface towear in together. NOTE: DO NOT PERFORM PANIC STOPS DURING VEHICLE TEST DRIVE AND BURNISH BREAK-IN. It is also recommended the vehicle owner avoid unnecessary severe braking applications for the first 200 miles after installation. New brake job should be treated same as new car break-in. ishing