PHOTO TECH: How a Brake Pad is Made

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PHOTO TECH: How a Brake Pad is Made

Andrew Markel
By Andrew Markel
Andrew Markel is the director of content for Brake & Front End magazine. He has been with Babcox Media for 20 years. He is a technician and former service writer and holds several automotive certifications from ASE and ­aftermarket manufacturers. He can be reached at [email protected].
Published:
1. It all starts here in the lab. In some cases, the manufacturer will look at the original formulation as a starting point. Also, at this phase they will look at the design of the backing plate.
1. It all starts here in the lab. In some cases, the manufacturer will look at the original formulation as a starting point. Also, at this phase they will look at the design of the backing plate.
2. The brake dynamometer is a critical component of the development process. Before an application makes it into a catalog, it will spend many hours on a dyno to verify its performance.

2. The brake dynamometer is a critical component of the development process. Before an application makes it into a catalog, it will spend many hours on a dyno to verify its performance.

Even with zero moving parts, the common replacement brake pad is one of the most difficult to engineer and manufacture components on a vehicle. From the initial design to the final packaging, we look at what it takes to make a brake pad.

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3. During the development process, the engineers will look at many raw materials from several suppliers. Every component and its quantity in the formulation can determine the performance of a pad. The engineer formulating the mix will look for the right balance of characteristics for wear, noise and braking performance. Also, they will make their decision based on performance, manufacturability and cost.
3. During the development process, the engineers will look at many raw materials from several suppliers. Every component and its quantity in the formulation can determine the performance of a pad. The engineer formulating the mix will look for the right balance of characteristics for wear, noise and braking performance. Also, they will make their decision based on performance, manufacturability and cost.

 

 

 

 

 

4. In the latter stages of development, the engineers will start to tweak the friction material and pad design for the best NVH performance on the dynamometer. This may involve adding chamfers and slots.
4. In the latter stages of development, the engineers will start to tweak the friction material and pad design for the best NVH performance on the dynamometer. This may involve adding chamfers and slots.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

5. One of the first stages of manufacturing is the stamping of the backing plate. Large coils of steel are used, and as much as 50% of the steel coil ends up as scrap that is recycled. The steel is oiled and pickled to prevent corrosion.
5. One of the first stages of manufacturing is the stamping of the backing plate. Large coils of steel are used, and as much as 50% of the steel coil ends up as scrap that is recycled. The steel is oiled and pickled to prevent corrosion.

 

 

 

 

 

 

 

 

 

 

 

 

 

6. When the plate is stamped, it may have to go through several processes to make sure the dimensions are correct.
6When the plate is stamped, it may have to go through several processes to make sure the dimensions are correct.

 

 

 

 

 

 

 

 

 

 

 

7. Special features like pins, friction material retention devices and other hardware are machined after the plate is stamped. Also, surfaces that make contact with the caliper bracket are set to their final dimensions so the pad fits properly when you install it.
7. Special features like pins, friction material retention devices and other hardware are machined after the plate is stamped. Also, surfaces that make contact with the caliper bracket are set to their final dimensions so the pad fits properly when you install it.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

8. The backing plate is media blasted and washed to remove any burs, imperfections and oil from the stamping process. If any oil remains on the plate, it will cause problems when it comes to bonding the friction material.
8. The backing plate is media blasted and washed to remove any burs, imperfections and oil from the stamping process. If any oil remains on the plate, it will cause problems when it comes to bonding the friction material.

 

 

 

 

 

 

 

 

 

 

 

 

 

9. The backing plate emerges from the media blasting and washing with a surface that is primed for adhesives. The media blasting also helps to increase surface area for the adhesive.
9. The backing plate emerges from the media blasting and washing with a surface that is primed for adhesives. The media blasting also helps to increase surface area for the adhesive.

 

 

 

 

 

 

 

 

 

 

 

 

10. On most pads, an adhesive glue is sprayed onto the backing plates. This glue helps to bond the friction material to the backing plate. If the pad uses a mechanical attachment method, this step
10. On most pads, an adhesive glue is sprayed onto the backing plates. This glue helps to bond the friction material to the backing plate. If the pad uses a mechanical attachment method, this step

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

11. This is the station where the components of the friction material are measured out and mixed. The operator will measure precise amounts of the components onto a scale.
11. This is the station where the components of the friction material are measured out and mixed. The operator will measure precise amounts of the components onto a scale.

 

 

 

 

 

 

 

 

 

 

 

 

 

12. The precisely measured ­components are placed in a special mixer. The mixer makes sure the mix is homogenous.
12. The precisely measured ­components are placed in a special mixer. The mixer makes sure the mix is homogenous.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

13. The mixture is then molded into “pre-molds.” These “pucks” will be pressed and molded onto the backing plates.
13. The mixture is then molded into “pre-molds.” These “pucks” will be pressed and molded onto the backing plates.

 

 

 

 

 

 

 

 

 

 

 

 

14. Here is a stack of the pre-molded friction pucks ready for final molding. This formulation is a semi-metallic.
14. Here is a stack of the pre-molded friction pucks ready for final molding. This formulation is a semi-metallic.

 

 

 

 

 

 

 

 

 

 

 

 

15. The backing plates are placed in a mold with the friction material on top. The friction material here is an organic formulation.
15. The backing plates are placed in a mold with the friction material on top. The friction material here is an organic formulation.

 

 

 

 

 

 

 

 

 

 

 

16. In press, the friction material is molded to the backing plate with pressure and heat. Some of the friction material is forced through the holes in the backing plate to increase retention. This is called integral molding, or IM for short. IM is only one method for attaching the friction material.
16. In press, the friction material is molded to the backing plate with pressure and heat. Some of the friction material is forced through the holes in the backing plate to increase retention. This is called integral molding, or IM for short. IM is only one method for attaching the friction material.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

17. This is the final product of the process, but it is just the starting point for other procedures.
17. This is the final product of the process, but it is just the starting point for other procedures.

 

 

 

 

 

 

 

 

 

 

 

 

18. The brake pads will be placed in an oven to cure. The heat will activate and solidify resins, binders and other ingredients. This means consistent performance over the lifetime of the pad.
18. The brake pads will be placed in an oven to cure. The heat will activate and solidify resins, binders and other ingredients. This means consistent performance over the lifetime of the pad.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

19. Now the manufacturer will cut chamfers and slots into the pads. Also, the pad will be ground to the correct height.
19. Now the manufacturer will cut chamfers and slots into the pads. Also, the pad will be ground to the correct height.

 

 

 

 

 

 

 

 

 

 

 

 

20. Here is the before and after of the grinding process.
20. Here is the before and after of the grinding process.

 

 

 

 

 

 

 

 

21. Some manufacturers will scorch their pads. This involves extreme heat and pressure. This will help to give the initial 1 to 2 mm of material on the pad’s face an increased ability to bed and transfer a layer of friction material to the rotor. This means less time is needed for test-driving the vehicle.
21. Some manufacturers will scorch their pads. This involves extreme heat and pressure. This will help to give the initial 1 to 2 mm of material on the pad’s face an increased ability to bed and transfer a layer of friction material to the rotor. This means less time is needed for test-driving the vehicle.

 

 

 

 

 

 

 

 

 

 

 

22. During the scorching process, the pad will emit gases. You might smell these gases if you manage to overheat a set of brakes. At this plant, the gases are burned until they are harmless.
22. During the scorching process, the pad will emit gases. You might smell these gases if you manage to overheat a set of brakes. At this plant, the gases are burned until they are harmless.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

23. Before a batch of pads is painted, labeled and shipped, the manufacturer will test random samples for quality control. Here, an engineer is testing the pad’s hot and cold compressibility.
23. Before a batch of pads is painted, labeled and shipped, the manufacturer will test random samples for quality control. Here, an engineer is testing the pad’s hot and cold compressibility.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

24. At this point, the naked pad is prone to corrosion. Some pads will have a coating applied to prevent corrosion. The coating can be a high-temperature paint or a powder coating that is baked on. Some pads will use a plating on the backing plate that does not require paint.
24. At this point, the naked pad is prone to corrosion. Some pads will have a coating applied to prevent corrosion. The coating can be a high-temperature paint or a powder coating that is baked on. Some pads will use a plating on the backing plate that does not require paint.

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