Brake Failure Causes A Liberty To Crash In Liberty

According to sources, a 20-year-old woman was hospitalized after driving her Jeep Liberty off the side of a bridge last week in Liberty, Utah.

Police said early investigation speculations suggested that the brakes went out on the Jeep as the woman was driving northbound down a steep grade.

The woman was said to have been traveling around a sharp curve when she left the road and went airborne for approximately 40 feet before she ultimately crashed into some trees in a rocky ravine below.

The operator of vehicle, who seemed to have been temporarily knocked out from the crash, suffered critical injuries, claiming she had no feeling in her legs and had pain in her chest. She also claimed she had difficulty breathing.

Reports say the airbag deployed, but it had little to no effect. The Jeep also suffered significant damage to the front-end.

AirMed flew the driver to a local hospital, but her current condition was unknown as of last week.

The accident, which was the second to take place at that same site that day, is currently under investigation.

Best Of Reddit: Just Rolled Into The Shop

Every once in a while, the Safe Braking team compiles pictures of the very worst brakes the internet has to offer. Mainly rooting from the Reddit subreddit /r/justrolledintotheshop.

Check out the best pictures of the week!

1)”My brakes feel a little spongey” Courtesy of /u/Captain-NeckBeard









2) “Back Brakes Don’t Do Much, Right?” Courtesy of /u/jimmy9800









3) “Replaced Wheel Hub, Reinstalled Brakes Improperly” Yikes! Wouldn’t want that mechanic. Courtesy of /u/natedagr811






“I keep hearing this squealing noise every time I brake” Really ya don’t say?
Courtesy of /u/gowiththeflow123








It is imperative to frequently get your brakes inspected, as you do not want to end up like one of the poor customers above.

10 Brake Check/Checking Rules To Follow

These are the codes of the road when it comes to tailgaters and brake checking:

1. Don’t Do It! The proper thing to do is let them pass when there’s a chance.

2. Brake Checks are Illegal: Police officers are trained in reconstructing accidents to be able to tell if the driver in front INTENTIONALLY hit their brakes causing an accident. This can qualify as a losing control or reckless driving. The officer will not believe the squirrel defense.  Two wrongs don’t make a right. In some states brake checking is actually a misdemeanor charge of reckless driving!

3. Brake checks are expensive: Do you make that kind of money or have enough time to deal with a lawsuit if they are injured?

 Wind_shield_fluid4. Try wiper fluid instead of a brake check: If you are being tailgated, hit the windshield washer fluid. This is very passive aggressive approach. But, the satisfaction of making them turn on their wipers is worth a few pennies in wiper fluid.





5. Don’t be an A-hole: This is simple rule to follow. Don’t tailgate or drive erratically in the first place. If you are out to enforce speed limits, leave it to the police. You have better things to do.

6. Don’t brake check a car if you are on a motorcycle!

7. Brake Checks to Prank Passengers is OK! (just make sure no one is behind you)

8. Never Brake Check a Cop

9. Never Brake Check a Truck! (NSFWL) (turn the volume down)

10. Relax: No brake check or driving up some tail pipe is worth it to prove you are right or more important.


RAYBESTOS TECH TIP: Brake Pedal Pulsation 2-4,000 Miles After Brake Job

Subject: Brake Pedal Pulsation 2-4,000 miles after brake service

Vehicle Involved: All with Disc Brakes
Condition: Rotor Run-out specs not followed

Repair Procedure: Brake Parts Inc (the makers of Raybestos brand brakes) has
created many bulletins concerning rotor run-out and how to correct it (Bulletins 06-13, 07-10 and 03-01). However, calls are received daily concerning brake pedal pulsation and supposedly “warped” rotors… typically 2-4,000 miles after service. This bulletin explains the reasons why checking rotor run-out is so important when servicing brakes. Most vehicles since 1999 have a rotor run-out spec of .002”. In prior years, .007-.010 was typical.

Brake pad composition was one reason all manufactures tightened up the specs. The pads used in the 80s and 90s were primarily made of soft materials including asbestos. These pads were very forgiving, with very little noise and usually didn’t wear the rotors. Today’s pads are typically semi-met or ceramic. If the rotor run-out is more than spec, the constant pad to rotor contact at one small area will cause a thickness variation. This occurs without touching the brake pedal; just rolling down road. If the pads are semi-met, the rotor will wear thinner in one spot from an abrasive action. If ceramics are used, they will leave an uneven buildup of material causing a slip-stick condition.

Ceramic pads can have material transfer to the rotor, which is called adhesive
action. For smooth stopping, the key is to apply pressure evenly over the rotor. It only
takes a few thousandths for driver to feel pedal pulsation. There have been numerous factory bulletins on this subject over the years explaining the need to check run-out. Recently, many industry tech magazines have had articles targeting this issue. Many shops are investing in on-the-car brake lathes and hub correction shim assortments.

So, to limit your brake pulsation comebacks, start performing the extra 2-4 minutes per wheel step of checking run-out. In our experience, only 2-3 out of 10 rotors need
correction. Usually, just rotating the rotor on the hub to index will get most in spec. Be sure to note run-out specs on the repair order and educate your customer. Also, torque lug nuts correctly to minimize run-out when rotors expand from heating. The extra time spent will not only prevent you from doing the job over, it will set your shop apart from the $99 ones.

Courtesy of Raybestos

FAQ: Why do I need new brake rotors/discs?

brake rotor measureBy the second or third brake job, it’s likely the vehicle will need rotors/discs.

As rotors wear and become thinner, they also become weaker and are less able to absorb and dissipate heat. This increases the risk of the brakes overheating as well as rotor failure.

All rotors have a minimum thickness and/or discard specification that’s usually stamped or cast onto the rotor itself. If a rotor is worn down to this specification (you must use a micrometer to measure the thickness), or it cannot be resurfaced without exceeding this dimension, the rotor must be replaced.

NMnYLRotors can also wear unevenly. This is often due to excessive runout in the rotor, or from hard spots in the surface of the rotor. In many instances, rotors can be distorted if the lug nuts are not evenly torqued. Dirt or rust that’s trapped between the rotor and hub can also cause the same kind of distortion.

Uneven rotor wear will lead to variations in the thickness of the rotor over time, which will eventually cause a noticeable pedal pulsation when the brakes are applied. So if a customer is complaining about a pedal pulsation, you can bet the rotors are worn unevenly or have too much run-out


If you find that a rotor has too much runout, the problem could be in the hub, the rotor or a stack up of tolerances between the two. The factory assembly tolerances for some hubs allows up to 0.0015 inches (0.04 mm) of runout. If you have some runout in the hub, as well as in the rotor, or any rust or dirt trapped between the rotor and hub, the tolerances can stack up and create too much total runout when runout is measured at the rotor.

Runout can sometimes be minimized by simply reindexing the position of the rotor on the hub. Pull the rotor off the hub, thoroughly clean the inside of the rotor hat and the face of the hub with an abrasive brush so you get a flat, clean mounting surface. Then remount the rotor on the hub with the position of the rotor moved over one or two bolt holes from its original position. Remeasure runout with your dial indicator and see if you made runout better or worse. Repeat as needed to get the least possible runout. If runout still exceeds the factory specifications, you may have to use a correction plate that fits between the hub flange and rotor. These BrakeAlign correction plates from NUCAP can bring a rotor into specs without having to remove material.


Resurfacing the rotors can correct uneven wear, and on-car resurfacing will usually eliminate runout issues whether the runout is in the rotor or the hub. But if a rotor has hard spots (discolored, blue areas on the rotor face), replacing it is the smartest thing to do. Hard spots are the result of metallurgical changes in the rotor itself that extend beneath the surface. Resurfacing just shaves off the top, so the hard spots almost always come back within a few thousand miles. Why risk a comeback? Just replace the rotors.

Cracks are another reason to replace rotors. Some minor surface cracking is normal as a result of heat and wear. But deep cracks or ones that are more than one-inch long are dangerous because they could cause the rotor to fail.

Unless rotors are in very good condition (minimal wear and grooving only), they should usually be resurfaced when new pads are installed. This will provide the proper surface finish for pad break-in and braking. Some vehicle manufacturers recommend resurfacing the rotors any time the rotors are badly scored and the depth of the grooves exceeds 0.060 inches (1.5 mm), if there is excessive corrosion on the rotor faces, if rotor runout exceeds maximum specifications or if there is more than 0.001 inch (0.025 mm) in thickness variation.


Grey Market Brake Pads: Hyundai Lawsuit Raises A Lot of Questions

Front_Brake_Pads_largeThis week a lawsuit brought by Korean carmaker Hyundai against a distributor accusing them of providing diverted or fake components was dismissed by a US court. This case is confusing because of the origins of the brake pads.

The brake pads in question were allegedly made by Hyundai, but were not intended for the US market. These “grey market” brake pads were considered counterfeits by Hyundai because they were being sold in the wrong market.

The judge in the case concluded that Hyundai had not provided enough information to back up its claims against Florida-based Pinnacle Group LLC, a wholesaler which specializes in selling fast moving parts that appear to be OES quality.

I can see Hyundai’s problem because the grey market pads have all the markings of a genuine dealer part but with a low price.  But, what is the difference between a Elantra brake pad that is sold in Korea, Europe or South Africa with the one from the US? Shims? Formulation? Corrosion Resistance?

“The auto parts sold by Pinnacle are legal grey market goods, a fact that is known to, but ignored by plaintiffs, in their desire to use false charges of trademark infringement to achieve a result to which they are not entitled,” said documents filed by Pinnacle’s legal representation.


Pinnacle alleges that Hyundai is just trying to run them out of business. Which I can kind of see their point when Pinnacle claims they have been selling to Hyundai dealers in the US. As a technician, I really question the quality of a brake pad that has questions about its origins even if I bought from the dealer. I am sure someone at Hyundai is writing a TSB on the topic that will be out in a few weeks.

Read More