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Federal Motor Vehicle Safety Standards ( FMVSS ) 105, 126 and 135, which are issued by the National Highway Traffic & Safety Administration/Department of Transportation ( NHTSA/DOT ), technically apply to new vehicles only. They do not apply to aftermarket successor brake linings. so, aftermarket brake linings are unregulated and do not have to meet the same FMVSS standards as OEM brake linings .
The FMVSS standards are designed to assure new vehicles are capable of stopping within a certain distance deemed necessary for safe drive. FMVSS 135 and 126 are the stream standards that apply to new cars and the majority of the vehicles on the road. ad Compared to the earlier FMVSS 105 standard, FMVSS 135 requires approximately a 25 % decrease in pedal feat for the lapp stopping distance .
FMVSS 135 says all vehicles under 10,000 pound. crying fomite burden ( GVW ), except motorcycles, must be adequate to of stopping within a distance of no more than 230 feet ( 70 meters ) from 62 miles per hour ( 100 kilometers per hour ) with cold brakes ( under 212° F or 100° C ) and with no more pedal attempt than 368 ft. pound. ( 500 N ) .
The FMVSS 135 standard besides specifies a necessitate discontinue distance for vehicles should the might brakes fail ( no power help ), or if one of the two hydraulic circuits fails. Under these conditions, the maximal discontinue distance from 62 miles per hour ( 100 kilometers per hour ) is not to exceed 551 feet ( 168 meters ) with a utmost bicycle effort of no more than 368 ft. pound. ( 500 N ). FMVSS 135 besides has a stop prerequisite in the event of an anti-lock bracken system ( ABS ) failure. The rules require the stopping distance not to exceed 279 feet ( 85 meters ) with a maximum bicycle feat of no more than 368 ft. pound. ( 500 N ). ad There is besides a hot performance stopping requirement for languish underground. With the brakes hot, the utmost stop distance for the irregular of two back-to-back panic stops is not to exceed 292 ft. ( 89 meters ) with the same bicycle campaign as before ( 368 foot. lbs., or 500 N ) .
The parking brakes are besides covered by FMVSS 135. The rules specify conditions under which the park brake must be able to hold the vehicle on both an uphill and declivitous slope .
Since September 1, 2012, every cable car manufactured or imported in the U.S. must have Electronic Stability Control ( ESC ) to comply with FMVSS 126. It was estimated that FMVSS 126 saves between 1,536 and 2,211 lives a year by preventing rollovers. FMVSS 126 was under construction since 2004, and is credibly one of the best standards in the book because NHTSA consulted not only OEMs, but the aftermarket. ad
FMVSS 126 was then well researched that in 2008, they besides projected vehicle costs would be no more than $ 380 for anti-lock brakes and an extra $ 111 for electronic stability command at the OE level .
The quiz for FMVSS 126 is “ technology-neutral ” and basically involves placing a automatic system in the vehicle that performs a series of maneuvers that can make a vehicle unstable. Sensors then measure how well the ESC system corrected the condition. It does not test individual components, but the vehicle as a hale .
FMVSS 126 requires vehicles modified by the aftermarket to still meet the performance requirements of the regulation. In a nu tshell, if a merchandise affects vehicle acceleration, deceleration or handle, it needs to be tested. tied aftermarket products for appearance ( turn down suspension, low-profile tires, etc. ) or appliance ( roof racks, etc. ) may need to be evaluated for their compatibility with a vehicle ’ s active voice safety systems. This is a new twist to FMVSS standards that typically targeted new vehicles and not the aftermarket. The modern regulation besides specifies that these systems can ’ thyroxine be disabled by shops. entirely the owner of the vehicle can do that .
What does this mean for regular refilling parts and brake pad manufacturers ? It means more test and expense if the new standard is taken to its full extent. After all, brake pads and rotors are at the kernel of any ESC organization. But, friction material suppliers have been jointly developing test standards and procedures along with SAE for friction materials that could make testing less expensive and more consistent. besides, thanks to the efforts of SEMA, the aftermarket was granted a annual exemption while the rule makers figure things out. ad
The Brake Police
With zero regulations, aftermarket brake suppliers have to police themselves and each early to assure their products are condom. No brake supplier in their right beware would sell brake linings they know are not capable of providing adequate stopping power under normal drive conditions. tied then, what is adequate is capable to rendition, and some suppliers take a more broad view of the bottom note requirements than others .
If you want to maintain like-new brake performance, you should be installing application-engineered or bounty brake linings that have been tested and certified to meet standards similar to FMVSS 105, 135 and possibly 126. ad
In the Shop
You need to pay close attention to the brake work you are doing and the kind of surrogate linings and other parts you are installing on your customers ’ vehicles. The hydraulic brakes and friction linings on nowadays ’ s vehicles are close integrated with the anti-lock brake, grip control and/or stability control systems on the vehicle. consequently, any exchange that importantly alters the hot and coldness clash characteristics of the linings has the electric potential of upsetting not merely braking performance, but besides the operation of the ABS, grip dominance and stability control systems .
Given the fact that aftermarket brake linings are basically unregulated, how can you be sure the linings you are installing on your customers ’ vehicles meet these criteria ? The best advice here is to buy name-brand products from suppliers who stand behind their products .
For the most function, the timbre and performance of most aftermarket brake linings is not in motion. testing ground tests have confirmed what the linings are designed to do, and about any name-brand brake lining that meets these criteria will provide safe brake and deliver performance that is similar to, or tied better than, the OEM brakes on your customers ’ vehicles. But there are some concerns with no-name suppliers selling products that are of questionable quality.
Some say the merely way to guarantee that aftermarket brake linings meet the same guard requirements as newfangled vehicles is to have FMVSS 105 and 135 practice to the aftermarket, besides. The brake manufacturers do not want to see that happen because it would require a distribute of expensive vehicle testing. Imagine the cost of having to test brake linings for every year, make and model of fomite in an stallion product line, and how that cost would have to be passed along the distribution chain to you and your customers. It could increase the monetary value of brake linings significantly. ad
fortunately, no union regulations are in the works for aftermarket brake linings ; sol, the brake manufacturers will continue to regulate themselves and each early to make certain their products are safe and deliver like-new or better-than-new performance. The bottom line, after all, is to have a happy brake customer .
Trying to see a brake system through the eyes of the OEM engineer can make you a better technician. Just like any technician, the OEM engineer has to work under certain constraints to achieve a goal that is laid out in quantifiable performance objectives, like meeting FMVSS and home standards. Understanding how they go about this can help to make you a better technician .