On Wed, 28 Mar 2018 07:29:32 -0700, Larry Jaques
wrote:

On Tue, 27 Mar 2018 16:52:32 -0400, Clare Snyder
wrote:

On Tue, 27 Mar 2018 11:14:25 -0700, Larry Jaques
wrote:

On Mon, 26 Mar 2018 14:34:32 -0400, Clare Snyder
wrote:

On Mon, 26 Mar 2018 10:18:41 -0700, Larry Jaques
wrote:

On Sun, 25 Mar 2018 15:51:23 -0400, Clare Snyder
wrote:

On Sun, 25 Mar 2018 07:41:22 -0700, Larry Jaques
wrote:

On Sat, 24 Mar 2018 17:35:09 -0400, Clare Snyder
wrote:

Likewize - but the FIRST stop with a Drum brake is every bit as
good as the first stop on a disk - and generally has lower drag.

There are 2 too many IFs with that: If it's not wet. If it's not
glazed. Disc pads don't glaze and are less prone to warpage, too, so
it only endears me to them more.

Beg to differ on the glazing. Certain pads are VERY bad fo grlazing -

Thinking back, I can't say that I have ever experienced that problem,
professionally or personally.


And drums most often outlived rotors under "normal" use. Very seldom
suffered pitting - and under "normal" use seldom warped.

I think our differences may lie in SAE vs Metric equipment. Our drums
may have been thinner than yours, and our rotors thicker. I recall at
least a 2:1 difference in replacement. Most of the replacements I did
for customers was from their grinding off the rivets, shoes, or pad
backers with their drums and rotors, running 150% of life. One
caliper cup was damaged when the pad fell out. Those people scare me,
and they're out there on the roads right now. I heard our paper girl
drive by the other day, the metal-on-metal brakes squealing as she
stopped at every house. That's like fingernails-on-a-blackboard to
me.



A large part of the difference may be that MOST of my customers over
the years had "preventative maintenance" done by me.

Only a stubborn few of my "regulars" ever ended up steel on steel

I had few regulars in the dealerships and bodyshop, so I had no input
to their habits, though I would have preferred it. It's easy to save
someone money when they throw it away due to lack of knowledge.


I did get lots of "walk-ins" over the years - but even then I replaced
a lot more rotors than drums, had a lot more "bonded" or "molded" pads
loose their frictionmaterial then I EVER had shoes loose theires,.

Early on, that (losing bond rather than wearing thru) was a problem
with disc pads.


Still is.

That's surprising. Granted, I've been out of the field for a long
time, but I haven't known anyone to personally experience it since the
late '60s, nor have I read of recalls. How widespread is it? Import
or domestic mfgrs?
Still happens on both imports and domestics - again likely a salt
related issue. Not REAL common but I imagine any garage doing a fair
amount of brake work up here sees at LEAST 2 or 3 a year.

I'm "out of the trade" now for years but still consult and help
friends and in the last 5 years I have seen at least 2. (one on a
Chevy Lumina -2 out of 4 pads separated).

It's probably a combination of sub-zero temps to high-temp changes
combined with the salts up there. I'm glad I don't have to contend
with all that. I worked on mostly dry cars with no rust to speak of.

The one time I had to work under a truck which was dripping on me was
to run a new wiring loom to the tail of a full, reeking garbage truck.
Had to change into new clothes before returning to work. So, as to
ice, salt, or garbage juice, everyone else can have it, thanks.
Thank you, Fallbrook Refuse (SoCal, avocado capital of the world), for
the not so fond memories and the wonderful avos.


You want to try changing a tire or repairing the apron chain on an
old **** spreader - - - - Or on a chain type gutter cleaner - - - .
Or fix the hydraulics on a pig-farmer's loader tractor in the feild.
In she shop you have the option of using old HOTSY to blast the crap
off - but not on the field.

The dripping salt water coming off vehicles while you are working on
them is one thing I did NOT miss about my mid-life carreer change!!