Brakes 40 www.aftermarketonline.net JUNE 2026 Avoid comebacks with the right grease in the right place As braking systems in modern vehicles become increasingly sophisticated, Scott Irwin, Head of Technical Training at Textar, highlights that modern technicians must treat lubrication as application-specific, and explains why one size does not fit all when it comes to brake lubricants. Modern braking systems are more complex than ever, operating under high temperatures, heavy loads, and advanced electronic control systems. As a result, brake lubrication has become a precision task rather than a routine step, and incorrect product selection is now one of the most common causes of brake noise, wear, and system faults. The component being serviced in the braking system determines the lubricant required. Using the wrong grease can lead to rubber damage, sensor interference, or brake performance issues that escalate into costly repairs. There are two fundamentally different lubrication environments in a brake system: rubber-contact areas and metalto-metal contact points. Rubber-contact components include caliper slider pins, pistons, seals, and boots. These are almost always made from EPDM rubber, which is highly resistant to heat and weathering but incompatible with many greases. If an unsuitable lubricant is used, EPDM can swell, soften, or deform. This leads to restricted slider movement, sticking calipers, brake drag, overheating, uneven braking, and increased noise. In severe cases, the entire caliper may require rebuilding or replacement. For these areas, a dedicated EPDM- and brakefluid-compatible lubricant such as Textar HydraTec is essential to ensure long-term smooth movement and sealing integrity. Metal-to-metal contact points, such as brake pad abutments, caliper sliding surfaces without rubber contact, carrier bolts, and drum brake interfaces, require a different approach. These areas are exposed to high heat and mechanical load, and the lubricant must prevent squeal, reduce corrosion, and maintain stable movement. A high-temperature, metal-free, non-conductive grease such as Textar CeraTec is designed for these conditions. Historically, copper grease was widely used in these locations. However, modern braking systems integrate ABS, ESP, and other electronic controls that are sensitive to electrical interference. Copper is conductive, and when it migrates, it can disrupt sensor signals, trigger fault codes, or cause false ABS activation. It can also accelerate corrosion in aluminium components and increase brake noise rather than reduce it. ABS sensors themselves are highly sensitive to contamination. They rely on precise magnetic or Hall-effect signals to measure wheel speed. Grease or metallic particles on sensors or tone rings can distort readings, cause unstable voltage signals, or lead to warning lights and inconsistent braking intervention. Even small changes in the sensor air gap due to grease contamination can significantly affect performance. Many modern wheel bearings also use magnetic encoder rings, which can be permanently damaged by contamination, requiring full replacement. Critically, brake friction surfaces must remain completely free of any lubricant. Even minimal contamination on pads or discs can reduce braking force, cause glazing, increase stopping distances, and lead to permanent pad damage. Correct brake servicing follows a strict sequence: clean the hub face mechanically, install discs completely dry, and apply lubricants only to specified points using the correct product type for rubber or metal interfaces. Sensor areas must remain dry at all times, and final verification of sensor clearance and system operation is essential. The guiding principle is simple: every contact point in a braking system has a defined requirement, and using the wrong lubricant is not a minor mistake; it is a system-level failure risk. textar.com/en
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