Тормозные колодки

--

Eddy, l-auto Цимерман не возит, поэтому он тебе цену не скажет. Феродо у них из топов только и Валео

Eddy, шиггерт?

quattrik:

Eddy, шиггерт?

возможно, это таки было в 02-03 году...

Eddy:

quattrik:

Eddy, шиггерт?

возможно, это таки было в 02-03 году...

говноколодки это

В итоге заказал себе TRW.

я уже держу их в руках - забирай))

раскажите про semi-metalic колодки. или это и есть обычные дешёвые колодки? купил несколько месяцев назад такие на пробу за $15 нонэйм китайский( japan cars c буквами PR в конце партнамбера ), на коробке гордые надписи Premium semi-metalic. К тормоным свойствам никаких притензий, выполнены аккуратно... но скрип сукнх. хоть и редко скрипит,но так стыдно..кстати они не стираются! вобще! тысяч за 10 пробега даже фаски срезаные по краям ещё видны. раньше мне брендовых колодок на 20тысяч максимум хватало, за зиму так и вобще до подложки доездился. Вобщем если бы не скрип прекрасные колодки за 5 копеек.

Менял вместе с дисками Delphi. на наклейке с партнамбером на коробке дисков была маленькими буквами аббревиатура в углу CN ( на коробке от старых колодок Delphi в этом месте также мелко буковки GB красуются). Что бы это значило? диски не едятся вместо колодок.. хотя конечно же чуствуется буртик в доли мм.

глюк

ржа?

deviator:

раскажите про semi-metalic колодки. или это и есть обычные дешёвые колодки?

Before jumping into specific pad selection, let’s first take a step back and look at the bigger picture. Understanding the material composition of the four basic pad types, and how those materials behave on our cars, will substantially narrow the sensible choices for any given driving condition.

Brake pads for street cars typically fall into one of four categories. These categories are defined by the pad’s fundamental composition: organic, semi-metallic, ceramic, and sintered.

Organic

Organic pads are made of fibers mixed with fillers and binding resins to hold them together. Some components commonly found in organic pad are glass, Kevlar, and carbon. Organic pads have what enthusiasts consider a ‘mild’ character. They tend to be softer, easier on rotors, and they don’t make much noise. In the US, most OEM’s ship organic pads in new cars because they don’t require a lot of heat to generate friction, or bite. They are therefore safe for commuting in various environments. While these pads offer comfort, their Achilles Heel is a severely limited temperature range. Once they reach their maximum operating temperature, they almost immediately lose their coefficient of friction and burn up very quickly.

The materials used in these pads are the least costly to acquire, as are the tools and processes to manufacture them. Therefore, organic pads are typically the least expensive pad type.

Semi-metallic

Not surprisingly, semi-metallic pads get their name from their composition. Each friction puck contains a substantial amount of metal. Common ingredients are steel wool, iron, or copper, mixed with fillers, friction modifiers, and lubricants such as graphite. On the plus side, these pads have higher operating temperatures than organic pads, draw heat out of the rotors, and do not wear as quickly. On the other hand, they’re more abrasive and tend to wear rotors more quickly, make more noise, produce heavier dust, and many times have very little cold bite. Most race pads on the market today are semi-metallic.

Because the constituent materials, tools, and processes involved are more expensive than those used to produce organic pads, semi-metallic pads are more expensive.

Ceramic

The term ‘ceramic’ has been a hot marketing buzzword in brake pads for the past decade. These pads are created by mixing ceramic fibers, fillers, and bonding agents. The greatest benefits of ceramic pads are their lack of dust and noise. They tend to wear a little longer than organic compounds, and are also a bit more rotor-friendly. While they may have a higher temperature threshold than some of the organic compounds, they cannot compete with semi-metallic or sintered pads for heavy duty use. Enthusiasts who spend a disproportionate amount of time staring lovingly at their 6” polished rim lips may enjoy ceramic pads. Those who prefer to actually drive their car hard may be disappointed with the performance of ceramic pads.

Sintered

While sintered pads have been popular on motorcycles with steel rotors, they remain an emerging technology for automotive use. Most sintered pads are formed from a copper alloy powder. The powdered metal is mixed with other lubricating and wear controlling constituents such as graphite and carbon, formed into the required shape, and then brazed to a backing plate at temperatures as high as 1800 degrees F. ]

Sintered pads have some unique characteristics vs. other pad types. Their nearly pure metal content provides a stable coefficient of friction from cold to hot, meaning they often need almost no warm-up time to produce bite. Since they’re formed at extremely high temps, they don’t fade under extreme use. They also don’t create as much of a transfer layer on rotors, and therefore don’t require a lengthy, traditional bed-in procedure. Since the pads are semi-porous, they can be used in any weather condition: rain, snow, mud, etc.

Because they are mostly metal, the negatives traditionally associated with sintered pads have been increased rotor wear, noise, and the transmission of heat into the calipers.

The materials, tools, and processes involved with producing sintered pads are the most expensive of all current pad types.

The chart below provides a summary of expected pad characteristics based on the material composition. There are exceptions, but these are the general rules of thumb.