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While brake friction components are governed by ECE R90 regulations, the aftermarket should not let its guard down

Talking E numbers

The DVSA's market surveillance team's findings that several brake friction brands failed to meet the basic ECE R90 requirements indicated the largest potential fakery of safetyrelated parts, since counterfeit brake pads were found on the Northern Irish market in 2010. Almost twelve months after the public announcement was made, the government agency has remained tight-lipped about its findings, because the investigation is ongoing and revealing further information might prejudice ensuing enforcement action. The DVSA could not give us an idea about when it will be ready to make further statements.

Juratec views the DVSA investigation as being a good reminder not to be complacent about the reasons and benefits of being compliant. While it admits that the government announcement sent shockwaves through the industry, both Juratec and TMD Friction confirm that their businesses have not been affected.

Aside from manufacturers, LKQ Euro Car Parts believes that sellers have a role to play. It told AT that it ensures that its suppliers comply with R90; a specialist compliance team at LKQ Europe makes sure of it. First Line agrees, stating that, as long as parts are purchased through authorised distributors and distribution chains, there should be no risk.

Even so, LKQ Euro Car Parts admits that opportunists will always look to exploit the current situation. For purchasers, it advises checking the vendor's details, especially where items seem particularly low priced. Anything that is purchased from within the UK, or Europe, must comply with R90 legally, so knowing where a seller is based should help alleviate your concerns (or not). Should you have further doubt, ask the seller if those parts possess the mandatory R90 numbers before parting with your money.

TMD Friction agrees with this advice but adds that the current system appears to be working in its purpose of keeping the fakes out of the UK market. It reasons that brake component legislation is strict, manufacturers are required to comply and enforcement bodies ensure that breaches do not happen.

Making the safe compromise

While many corporates will argue (with good technical reasoning) that you should fit the highest-performing roadgoing brake pad you can, many of your customers might not be quite so eager. Consequently, the market may direct you into offering alternatives, based on price. Yet, the temptation must not be to try and source anything that does not comply with R90.

Juratec maintains that seeking alternatives should not result in a significant compromise on performance, because all R90compliant parts must be equal to the OE part's performance, with a variance of above, or below, 15%. Yet. Juratec highlights that the legal minimum standards do not test for other parameters, such as noise and wear.

First Line elaborates that, a friction material, specified to the lower end of R90, may wear faster and be noisier. It also may not be able to cope with the same level of heat, compared to an alternative product at the higher end of R90. Therefore, a superior pad will have the ability to recover faster, provide minimal fade and have a more consistent performance.

Naturally, it could be argued that a brake pad with reduced performance in any way, compared with the OEM part, is compromised from a safety aspect. It can also be reasoned that different drivers have diverse needs from their braking systems. Therefore, it is up to the garage to make the customer aware of any compromises that result from the instruction to seek out cost reductions, by purchasing a value brand.

Tackling false statements

Whether stemming from outmoded practices from the mists of time, or fiction masquerading as truth, we asked the quality brake manufacturers which fake statements they wish to quash. This is what they came up with:

1. "Brake disc coatings must be removed before fitting"

While brake discs used to be protected from corrosion with a thin oil film, and some of them still do, others are painted. This anti-corrosion coating is designed not to be removed. While you should remove any oil and grease from the surface before fitting, coated discs need not be stripped.

2. "Copper grease quietens and lubricates pads"

Although common in the 1980s and '90s, many companies now advise against using copperimpregnated grease on brake pads. First Line reports that some pads, such as those from its Borg & Beck range, possess multi-layered shims on their reverse side. Under no circumstances should copper grease be applied. Despite its excellent high-temperature properties, Copper Slip is a poor lubricant. It also damages rubber and can corrode steel and aluminium. The copper element can also interfere with wheel speed sensor signals. So, what can you use? LKQ Euro Car Parts and TMD Friction offer Ceratec (pictured), which is a metallic-free lubricant that is heat-resistant to 1,000°C. Use only a small quantity on the contact points; one tube is sufficient to lubricate 35 sets of pads.

3. "These new discs are warped"

A customer may return a car to you, complaining of juddering during braking. A snap diagnosis may lead the customer (or you) to blame disc warping. LKQ Euro Car Parts advises that the real cause tends to be dirty hubs. While it is true that heat causes warpage, the amount needed to do so tends to be generated in extreme conditions, such as while negotiating an alpine descent, or when competing on a track day. Warping should not be an issue in everyday motoring on UK roads – unless the brakes are binding from a different mechanical/hydraulic fault. The best way to avoid this complaint is to clean the hub before the disc is fitted.

4. "New brakes do not require bedding in"

Jurid emphasises that new pads must be bedded in over the first 200-300 miles. When handing the keys back to the customer, technicians should warn against sudden and sustained braking over this period. The more technically-interested car owner may be interested to know that the pads can glaze over and impair the braking, if treated over-harshly, causing worrying brake fade. However, while some suppliers provide an information leaflet that garages can hang on the rear view mirror in the hope that customers will read it, some suppliers include means of reducing the bedding-in period. Delphi reports that its pad surfacing and slots allow for optimal and swift bedding in.

5. "If only one disc is worn, then replace that one, only"

It seems crazy but it still happens – some customers are almost suicidal to cut their motoring costs to the bone. Always replace discs and pads in axle sets. Changing one side only will downgrade braking performance severely. Even so, imbalanced wear should prompt further investigations of the entire braking system, because other components are likely to be responsible.

When applying your brakes every centimetre counts. For this reason the febi braking range only consists of OE matching quality products. We have a core range of components including Discs, Pads, Drums, Shoes and Calipers but febi also has solutions for the remainder of the brake system for all popular vehicle types, with supplementary braking products covering over 415,000 applications.

The vast range includes:

» ABS Rings

» ABS Sensors

» Adjustment Unit for Handbrake

» Brake Cables

» Brake Disc Shields

» Brake Fitting Kits

» Brake Fluid

» Brake Hoses

» Brake Master Cylinders

» Tandem Pump

» Vacuum Pumps

» Wear Indicators

» Wheel Cylinders

You can find the complete overview of febi Braking at: partsfinder.bilsteingroup.com.

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