PAGID friction compounds
PAGID racing compounds are complex formulations with very high content of ceramic materials. The difference to competitor s metallic compounds is the superior thermal insulation and the higher heat resistance of ceramic compared to iron. Ceramic has, to the contrary of iron, very low heat conductivity. Consequently, less disc (rotor) temperature goes through the pad into the caliper.
We measured up to 60°C (140°F) less caliper temperatures with PAGID pads vs competitor s pads. This is very crucial when it comes to brake fluid boiling.
PAGID friction compounds, especially the color-coded yellow endurance materials, have a very low wear rate and are extremely discs friendly. This fact is proven by numerous race wins in 24 hour races world-wide.
Brake modulation, release characteristics and pedal feel with PAGID pads are excellent. Therefore, it is not only less likely to get (tire) flat spots but also improves drivability and driver confidence.
Taking environmental protection seriously / Ecological standards for friction materials.
At PAGID / TMD Friction we have been at the forefront of environmental protection within the friction industry for a number of years.
Almost a decade ago the company was instrumental in the development of the ECO-Table, a set of ecological / environmental classification standards for friction materials. It ranges from ECO I to ECO IV and today it is a universally recognized standard. The product portfolio of PAGID / TMD Friction has been constructed in line with the corresponding environmental requirements and it is constantly being further improved.
We believe that we have a responsibility to conserve the planet's precious resources wherever possible therefore we have set ourselves ambitious energy reduction targets and strict recycling processes.
PAGID steel backing plate design
Pagid Plate DesignPAGID uses a unique and patented system to ensure the friction material does not delaminate from the steel backing plate. The friction material is attached to the backing plate in two ways, adhesive bonding and mechanical retention. The mechanical retention (patented) is accomplished by inserting brass torpedoes (studs) - which are welded onto the steel backing plate deep into the friction material. The brass torpedoes do not harm the brake disc (rotor). PAGID is the only race pad that features a retention system which not only connects the steel backing plate with the under-layer (adhesive bonding) but also with the friction material itself. It has turned out that this system, invented in the first place only for racing, has become also the best retention system for heavy truck and bus disc brake applications.
PAGID race pad fitting instructions
The new brake pads must move freely in their guides. If necessary remove paint from the contact faces. Delayed release and taper wear can occur if pads do not have enough clearance. The outer radius of the pad s friction material must align with the brake disc s outer radius. (Because brake discs grow when they get hot the pads may stick out max. 1mm when cold). Especially with custom made uprights (knuckles) or custom made caliper mounting brackets, brake pads very often do not align properly with the brake disc.
After a brake pad change it is advisable to place a note at the steering wheel to let the driver know new pads had been installed.
Never lay hot pads up side down i.e. with the friction material onto the ground unless you throw them away anyway. Asphalt, rubber, oil etc. can melt into the friction material. (The same applies to hot discs!)
When washing the car (especially with high pressure cleaners) we recommend removing the pads or driving the car after washing and apply the brakes a few times in order to dry the brake pads. Oxidation due to water or high humidity can slightly alter the friction behavior of used pads. Some pro race teams use storage or transport pads and vacuum bag the race pads
Avoiding Brake Judder
During bedding and shortly after, some judder is quite normal but should disappear after 5 to 10 laps. Changing back and forth between two incompatible friction materials (e.g. racing brake pads of different brands or street pads) can cause uneven build-up of pad material on the disc surface and can consequently lead to brake judder. Judder is the result of a thickness variation in pad buildup on the disc surface. Brake judder can be from a barely noticeable vibration to a violent judder. When you install Pagid race pads on top of a layer of an incompatible pad material, bedding might take much longer or in worst case won t work at all. It can also result in sub-optimal brake performance.
Another reason for uneven pad transfer is called imprinting. After coming to a complete stop with hot brakes (in the pits or after a spin), do not keep your foot on the brake pedal. The hot pads can leave a deposit behind that in turn again can cause judder and vibrations.
Bigger vs smaller pad
A larger friction surface will not improve stopping power. The amount of pressure applied, coefficient of friction and the disc diameter determine stopping force. A bigger pad does not apply more pressure, only the same pressure over a bigger area. The size of the pad matters in terms of heat capacity and wear rate. A larger pad will absorb more initial heat and has better wear characteristics.
Pad fade vs brake fluid fade
1.) pad fade - When the temperature at the interface between the pad and the disc exceeds the thermal capacity of the pad, the pad loses friction capability mainly due to out-gassing of binder (matrix) materials in the pad compound. The brake pedal remains firm and solid but the car will not stop no matter how hard you push on the pedal. The first indication is a distinctive smell, a signal to back off. Solutions: better cooling, higher mass brake discs size and vane configuration or higher heat range pad compound.
2.) fluid fade - Boiling brake fluid develops gas bubbles in the calipers. The brake pedal becomes soft and pedal travel increases (because gas is compressible). One can still stop the car by pumping the pedal but efficient modulation is gone. This is a gradual process with advanced warning. The damaged fluid must be completely replaced. Correcting the problem is improved cooling and / or may only require new or higher grade racing brake fluid. The importance of keeping fresh brake fluid in the system and regular bleeding (before every session) cannot be overstressed.
It is highly recommended that brake temperatures are monitored. Three temperature brake paints or similar products should be used. Ideally, the green paint (430°C / 806°F) should be completely oxidized (turns white), the orange paint (560°C / 1040°F) should be symmetrically beginning to oxidize and the red paint (610°C / 1130°F) should be un-touched or change only slightly.
Caliper temperatures can be monitored with temperature strips. Checking the temperatures in the pit lane with a thermometer is a good way to oversee brake bias.
Heat cracks in racing brake pads and discs
Multiple small heat cracks (hairline cracks) in pads and discs (rotors) are normal and accepted for this type of use. Friction material delamination is prevented by PAGID s patented retention system (see above). Heat cracks on brake discs must not reach to the outer or inner edge of the disc.
If you cannot find the information that you require in this area, please contact our technical sales team.