July/August 2021

52 AFTERMARKET JULY/AUGUST 2021 BRAKES www.aftermarketonline.net the required studs and feature an Alutherm coating for excellent corrosion protection.” Authenticity Counterfeiting continues to be a problem in the aftermarket, and to protect its customers from fraud, Brembo has introduced two anti-counterfeiting systems. Stefano Previtali, Group Product Manager at Brembo commented: “Brake pads and discs from the spare parts range are marked with a Brembo brand hologram or a QR code to check the authenticity of the products. In the case of brake pads, the QR code is located on the seal of the packaging. For the brake discs, it can be found on the sticker of the packaging box, where a tamper-proof Brembo hologram is also attached. “For the high-performance components, the brand new Brembo Check App, together with the QR code, is another step in the fight against counterfeiting. At this stage, both the new Brembo Check App and the anti-counterfeiting card can be used to verify the authenticity of the products. Both products are also directly marked with the Brembo logo, the article number and the ECE R90 certification. The pads, additionally, are marked with a WVA code, while the brake discs bear the minimum thickness value expressed as ‘Min.Th.’.” Stefano added: “Another good indicator for counterfeits is price. If the offer is significantly more than 15% below the market price, the product should be viewed with scepticism. In the case of price reductions of 50% and more, it can by no means be an original product. Brembo also sells its high-performance line exclusively as a kit. Components such as the brake calipers can never be purchased individually.” Top tips According to Jon Roughley, Global Marketing Director at First Line, When it comes to fitting Borg & Beck Braking products, the brand offers three top tips: “Firstly, the company reminds technicians not to use copper grease on the back of brake pads, as this can lead to complaints of noise and possibly affect the free movement of the pads. Next, it is vital that the mounting surface of the disc and the vehicle’s hub are totally clean and free of rust and debris. The hub should be cleaned using a soft wire brush or emery paper, then wiped with a cloth and solvent. It takes just a small amount of debris to create an instant problem of excessive runout, which will be felt through the steering wheel. Finally,” added Jon, “when new pads and discs are installed together, they must be bedded-in properly to ensure a great pedal feel and promote longevity of the components.” Repair tips: Brake judder “Cars and vans are designed to be driven,” said Colin Cottrell, Marketing Director at LKQ Euro Car Parts, “which means that things can go wrong when they haven’t been used for some time. If left for a while, a vehicle’s brakes can begin to corrode, because there’s no motion to stop rust from building up. The build-up of rust can lead to brake judder, which then damages brake pads by wearing down their surfaces. Eventually, as the pads’ condition worsens the brakes can eventually seize up entirely. “It’s a common problem that’s easy to put right, but is often mis- diagnosed, and if time constraints mean repairs are rushed, vital procedures can be missed. There are lots of signs a driver might suspect faulty brakes, anything from scratching or grinding sounds, a spongy brake pedal or veering to one side while braking, but these can often be presumed to be component warranty failures or warped brake discs, and are diagnosed using rolling roads. Discs only begin to warp when temperatures exceed 600°C, unlikely when the vehicle is in normal use, and rolling roads alone cannot be relied upon for accurate brake disc assessment.” Colin continued: “There are three important tips to bear in mind when it comes to getting brake judder repairs right first time, every time:” 1: Rust is your enemy “After checking relevant components and removing brake discs, use appropriate tools to thoroughly de-rust contact surfaces and hub edge. A purpose-made hub grinder will speed up the job and reduce the chance of hub damage. Witness marks on the back of the disc face are a sure sign of issues, particularly if uneven contact and rust is evident.“ 2: Cleanliness is your friend “Use a good brake cleaner to clean the bright metal contact surface. Remember, problems will soon arise if the surfaces are not totally flat and clean.” 3: Measure twice “Brake disc thickness variation is the most common cause of judder, and measuring run-out is the most commonly overlooked part of the diagnostics and repair process. Use a dial gauge to measure the lateral run-out of between 10-15mm below the maximum radius of the disc. “We recommend that the maximum disc run-out is 0.07mm. If the hubs are clean and you’re still getting readings higher than this, remove the disc and use the dial gauge to measure the hub run- out. This should be no greater than 0.03mm. Poor road surfaces and the increase in lightened components that reduce un-sprung vehicle weight are both factors that increase the likelihood of finding hubs that are out of tolerance.” TRW brake caliper being fitted