KAMPAS REM MEMBUNUHMU

Tahu kah kita, standard keselamatan tidak pernah ada toleransi, sebuah tank atau panser tidak akan pernah mebuat product dari bahan almunium atau besi biasa untuk menurunkan harga, baju anti peluru tidak akan pernah dibuat dari kapas atau bahan lain untuk menurunkan harga, jadi standard keselamatan yang berhubungan dengan nyawa kita tidak akan pernah ada second grade atau standard rendahnya.
demikian juga dengan kampas rem, kampas rem adalah bagian dari kendaraan yang sangat penting dan berhubungan dengan nyawa kita. kebanyakan produsen membuat kampas rem dengan harga murah tanpa memperhatikan standard keselamatan nya, yang penting cepet habis ,konsumen bisa beli lagi dan produsen produksi lagi.
Kampas rem harus aman di temperature tinggi dan aman di temperature normal. Semakin tinggi kecepatan maka akan semakin tinggi juga panas yang akan ditimbulkan pada saat pengereman pada kecepatan tinggi, untuk asbestos cenderung tidak tahan pada temprature tinggi cenderung glazing atau licin.
Process pengereman adakah perubahan energi kinetik menjadi energi panas, jadi semakin tinggi kecepatan maka akan semaikin tinggi pula panas yang akan ditransfer ke rotor atau drum.
sebagai contoh bola base ball jika kita lempar dengan kecepatan 30 mph tidak akan menciderai kita tapi kalau kita lempar dengan kecepatan 90 mph maka akan mencelakakan kita.
jadi berhati hatilah kita dalam memilih kampas rem, Biar aman pilih lah kampas rem Non Asbestos untuk keselamatan anda.
Banyak sekali Bus yang masuk jurang, itu dikarenakan kebanyakan bus menggunakan kampas rem asbestos, ketika kecepatan tinggi dan seringnya menggantung rem efeknya adalah rem mengalami fading atau blong, dan celakanya di negara kita adalahpaling gampang menyalah kan sopir, padahal ketika terjadi fading meskipun satu bus menginjak pedal rem maka bus tidak akan berhenti, nah apakah pabrikan rem perduli?? dan bagaimana jika di dalam bus itu ada keluarga kita??... NAh mulai sekarang pilihlah kampas rem non asbestos untuk keselamatan berkendara kita.
anda boleh beli aki second grade... tapi jangan pernah beli kampas rem second grade...
Inget lagu Dmasive...Kampas Rem Membunuhmu

KOMPOSISI KAMPAS REM BERDASARKAN NEGARA ASAL

Kenapa terjadi perbedaan konsep formulasi untuk kampas rem?
1.Peraturan system pengereman yang bermacam macam untuk masing masing negara.
2.Adanya perbedaan keinginanan pengendara disetiap negara.
Europe:
- German Autobahn leading
- High speed -> high thermal load
- High temperature performance important
- Stringent stopping distance requirements
- Less focus on driver comfort (NVH)
Japan:
- Low max. speed -> low thermal load
- Low temperature performance most important
- High importance driver comfort (NVH)
North-America:
- Low max. speed -> low thermal load
- Low required stopping distance
- Traditional low focus on driver comfort (NVH)
Oleh karena itulah performance pengereman dari masing masing jenis kendaraan akan berbeda,tergantung dari buatan mana kendaraan dibuat.
Bagaimana dengan kondisi negara kita? kalau kita yang suka ngebut yah silahkan cari kampas rem buatan eropa sedang yang senang jalan pelan yah..cukup dengan buatan jepang aja.

Basic Brake Operation

An automobile’s brake system must be able to slow or stop the vehicle when in motion and it must be able to hold the car in position when stopped on an incline.
Automotive brakes have two interrelated systems:
1) Service Brakes
2) Parking Brakes

All brake systems work in accordance with the physical “laws” or principles that describe the relationships between elements of our physical world such as:
—Energy
—Inertia
—Hydraulics
—MechanicsFriction

Energy: can be defined as the ability to do work.

Work: transfer of energy from one physical system to another especially the transfer of energy to an object through the application of force.

Formula: Work = Force x Distance

Automotive Brakes: the force input by the driver is multiplied by the actuation system and enables the energy of the vehicle’s motion to be transferred to the brake drums or rotors where friction converts it into heat energy and stops the vehicle.

Kinetic Energy: the energy of mass in motion
The amount of that energy is determined by the object’s mass and speed.
Kinetic Energy is based on speed and mass, not weight.
Weight is the mass of an object acted upon by the force of
gravity.Since the force of gravity is relatively constant on Earth, we can use the terms weight and mass interchangeably in this tutorial


Weight and speed contribute to kinetic energy – they do not affect it to the same degree – speed has a much greater effect.
Baseball example: thrown at 10 mph is nearly harmless but a fastball at 90 mph can cause harm; both have the same weight
Formula: KE = ½ m v²
The relationship between weight, speed and kinetic energy have significant practical consequences for the brake engineer.

Kinetic energy increases in direct proportion to vehicle weight but as the square of the vehicle speed.
Weight transfer increases the load on the front wheels while the load on the rear wheels is reduced

For the foundation brakes to convert kinetic energy into heat they must be applied with great force.
The force required to stop a vehicle is so great that leverage and hydraulics are used to facilitate a person to apply it (We’ll not consider boosters in this tutorial).
The primary mechanical principle used to increase the application force in every brake system is leverage.
Lever: a simple machine that consists of a rigid object that pivots about a fixed point called a fulcrum.

Three types of levers:
first-class: increases force and changes direction (example: seesaw)
second-class: increases force in the same direction (example: wheelbarrow)
third-class: reduces force but increases speed (example: catapult)
Levers in brake systems are used to increase force so they are either first or
second class levers.

In addition to mechanical advantage, hydraulic principles are used to increase the brake application force.
Hydraulic systems are very efficient at transmitting motion and force.
Hydraulic systems use liquids to transmit motion (by moving a volume of the liquid)

For all practical purposes, a liquid cannot be compressed. A gas, such as air, will compress and a hydraulic system MUST be free from air to work properly.

Brake hydraulic systems not only transmit motion they also transmit force in the form of pressure.
Pressure in a brake system is primarily determined by 2 factors (Not including the booster’s power assist):
1) force on the brake pedal multiplied by the mechanical advantage of the pedal ratio
2) surface area of the master cylinder piston

The application FORCE, 400 lbs. in the brake caliper is solely the result of 100 psi acting on a 4 square inch piston (4 x 100 = 400) Just as larger pistons increase the force, smaller pistons decrease it. The ¾ (0.75) inch wheel cylinder results in a 75 lbs. force, (.75 x 100 = 75)


The ability of a hydraulic system to increase and decrease forces appears to be a convenient thing. However, there is another side to the process that must be considered.
There is the First Law of Thermodynamics which can be simply stated as whenever one kind of energy is increased, another kind must be decreased. Or in simpler words, you don’t get something for nothing.
Or as Dr. Tarara at St. Mary’s College paraphrases the Laws of
Thermodynamics:
1) You Can’t Win
2) You Can’t Break Even
3) You Can’t Get Out of the Game


In our example, the force at the caliper was 4 times greater because of the size
difference between the master cylinder and caliper pistons. Some of the hydraulic energy is converted into increased mechanical force. The tradeoff is the larger piston will NOT move as far as the smaller piston. The amount of hydraulic motion is decreased. Another way to remember: Force x distance must equal each other

Think of how a floor jack works: You have a long lever in the handle and you pump it many times (each stroke length is added to the next) with a relatively low force to move a heavyobject off the ground that requires a larger force.
However,with a brake master cylinder, you only get one stroke.

The brakes at the wheels use friction to convert vehicle kinetic energy into heat energy.
Friction is the resistance to movement between two surfaces in contact with one another.
Amount of friction between to objects or surfaces is commonly called the coefficient of friction (Symbol µ; pronounced mu).
Three factors affect the friction coefficient of vehicle brakes:
1) Surface finish
2) Friction material
3) Heat effects

1)Surface finish: for example; rough and smooth wood on concrete versus on smooth marble. The surface finish of automotive drums, rotors and linings is greatly influenced by the fact that they must be smooth enough for good wear

2)Friction material: For example; replace ice for the wood. The type of materials being rubbed together has very significant effect on the coefficient of friction.

3)Heat effects: Heat (temperature) affects the coefficient of friction but its effect is the most difficult to verbalize because it has varied influence at different times and on different types offriction material.


Usually for sliding surfaces in brake assemblies, the amount of contact width has little effect on the amount of friction generated.
To have a coefficient of friction of 1.0 or more, material must be transferred between the two friction surfaces. Tires are an example. The tire and road usually do NOT have a sliding relationship.
A tire conforms to the road surface and during a hard stop a portion of the braking force comes from tearing away of the tire tread rubber. The rubber’s strength (its resistance to being pulled apart) adds to the braking friction and can be seen as skid marks. Wider tires provide more material resisting being pulled apart and different rubber compounds have different strengths. Because of this, different tires have different coefficient of friction and some can be measured as having a coefficient of friction of 1.0 or slightly greater.

THE ASBESTOS BAN?

Back in early 1980s, the health conscious Scandinavians were the first to ban asbestos containing products, including brake linings, clutch linings and engine gaskets. This lead to the introduction of nonasbestos substitutes, and the rest is history.
In January 1986, our own Environmental Protection Agency proposed a ban on the production of nearly all products containing asbestos in this country. There would also be a ban on importing asbestos-containing products that would gradually phase down over a 10 year period, ending in a total ban by 1996.
For awhile, it seemed that asbestos was headed for extinction. Friction material and gasket suppliers worked hard to develop nonasbestos substitutes and gradually made the transition to these new materials. Nobody wanted the liability associated with asbestos. But the EPA proposed ban was eventually overturned in the courts. One reason was that the ban would have put a lot of brake rebuilders as well as others out of business.
So to make a long story short, asbestos is still with us. Since there is no way to know if a vehicle has asbestos brake linings or not, it is wise to treat every vehicle as though it might have asbestos linings. And even if a vehicle does not have asbestos linings, there are still concerns that other fibers used in NAO linings may pose the same long term health risks as asbestos!
That is why OSHA recommends using some type of wet cleaning (aerosol or a brake washer) or enclosed high efficiency vacuuming to keep brake dust to an absolute minimum. Wetting down the fibers with a liquid prior to wiping or washing them off prevents them from becoming airborne. The maximum permissible exposure limit (PEL) is now only 0.1 fibers per cubic centimeter of shop air over an 8-hour period.
For EPA guidelines on how to minimize your exposure to brake dust, Click Here.

Asbestos Brake Dust Still A Hazard

Though asbestos brake linings have been mostly phased out, contrary to popular misconception they have not disappeared altogether. According to one original equipment brake supplier, Ford was still using asbestos linings as recently as 1993 on the Crown Victoria to cure a brake noise problem. The same supplier also said asbestos linings are still used on some high end import vehicles such as Land Rover because of their good braking characteristics. What's more, asbestos linings are still readily available in the aftermarket.
Though asbestos linings were one used on virtually all vehicles, the arrival of front-wheel drive in the 1980s required semi-metallic front disc brake pads that could withstand higher operating temperatures. But the vehicle manufacturers continued to use asbestos linings on the rear brakes as well as the front brakes on most rear-wheel drive cars and trucks. Why? Because asbestos was and still is an excellent fiber for brake linings. It offers good strength, temperature and chemical resistance, and is cheap compared to other materials that are used for the same purpose. But the physical properties that make asbestos such a good fiber also make it a hazardous substance.
Asbestos fibers are long, thin and extremely small. Exposed fibers easily shred into thin needle like strands that can drift in the air and be inhaled. The size of the fibers are such that they are not easily filtered out by the mucus linings in the nose and lungs. Hence, the fibers lodge deep in the lungs where their sharp needle like presence becomes a source of constant irritation. To make matters worse, the human body cannot rid itself of these fibers because they are impervious to biochemical assault. So over time, exposure to asbestos dust may result in lung disease or cancer.
The asbestos hazard is associated primarily with those who work in the asbestos handling and processing industries. But once the asbestos fibers are encapsulated in other materials, they pose little danger to workers in brake, clutch or gasket manufacturing plants.
There is a danger, however, to brake technicians because of the dust that is generated as brakes wear. As the linings wear, asbestos fibers are exposed and released as dust into the air. Some of the dust clings to brake parts and some of it is blown away. If a technician uses an air hose to blow out a brake drum or to blow dust off brake parts to "clean" them, the only thing he will succeed in doing is blowing billions of asbestos fibers into the shop environment. This will expose not only the technician himself to dangerous concentrations of asbestos fibers, but everybody else in the shop, too

Kekerasan Kampas Rem

Faktor yang mempengaruhi kekerasan kampas rem adalah bagaimana komp0sisi dari kampas rem tersebut. Komposisi kampas rem terdiri Fiber sebagai penguat ( Tulang) , Metal sebagai peningkat friction coefficient baik pada kondisi basah atau kering, sedang resin berfungsi pengikat dari gabungan friction material dan terakhir adalah barium sulfat sebagai kesebagai bahan pengisi agar porosity dari kampas rem bisa dikendalikan.
apa efek jika metal terlalu banyak dan ukuran tidak seragam maka kampas rem tersebut sudah dipastikan akan memakan rotor , dan apa efek bila kampas rem tidak ada metalnya maka kampas rem tersebut tidak akan pakem ketika digunakan.
Apa efek bila barium kebanyakan maka kampas rem akan keras dan akan memakan rotor, kerena dengan barium yang terlalu banyak dan fiber yang terlalu keras maka kekerasan rotor akan kalah efeknya rotor akan kalah dan rotor jadi licin dan tidak pakem.
Oleh sebab itu untuk mengakali konsumen biasanya pabrikan mebuat kampas rem setengah matang hingga pas dipakai awal empuk tapi lama kelamaan keras dan licin

KAMPAS REM NON ASBESTOS , APA YANG SALAH??

kampas rem non asbestos adlah kampas rem yang tidak mengandung asbestos, Orang cuma tahu.. oo tidak mengandung asbes .Padahal dalam hal memilih kampas rem non asbestos yang perlu kita perhatikan adalah seberapa besar porositasnya? karena semakin kecil porositas maka kampas rem akan semakin susah menyerap air sehingga akan licin jika melewati genangan air, semaki kecil porositas juga akan menunjukkan semakin keras dan mudah glazing.
Kebanyakan pabrikan kampas rem hanya memikirkan untung sehingga tidak memperhatikan efek dari produknya terhadap rotor, semakin besar ukuran metal maka semakin cepat pula memakan rotor, kebanyakan pabrik kampas rem menggunakan gram atau scrap bekas kerajinan atau bekas machining, padahal kampas rem yang benar mempunyai persyaratan ukuran partikel harus berkisar antara 100 sampai 300 mesh.(Coba kita bayangkan bagaimana kalau amplas dibuat dari permukaan yang tidak seragam).
Kebanyakan pabrik kampas rem yang tidak tahu material hanya membuat campuran material yang berbentuk kampas rem, bukan kampas rem sebenarnya.
Karena kampas rem yang sebenarnya adalah kampas rem yang mampu memperlambat putaran roda hingga berhenti, jadi yang perlu kita perhatikan dalam membeli kampas rem adalah seberapa besar koeffiicient geseknya ditemperature normal atau tinggi.
Jangan membeli kampas rem yang tidak tahu koefficien geseknya. Dan jangan hanya melihat jarak berhenti saja. Perhatikan jarak berhenti pada temperature kampas rem tinggi dan temperature kampas rem rendah apakah jarak berhentinya pendek?
Untuk membuktikan bahwa kampas rem kita bagus , lakukan pengereman dengan cara di gantung sehingga terjadi asap di kampas rem dan kemudian lakukan pengereman extrim pada
kecepatan tinggi. Kalau blong berarti kampas rem anda jelek.

KAMPAS REM GENUINE

Kampas rem genuine, kadang kadang kita salah dalam mengartikan kata genuine untuk kampas rem, Kampas rem bukan kaya keramik dirumah kita sehingga ada KW 1, KW 2, Kw 3. Keramik tidak ada hubungannya dengan keselamatan atau nyawa? sedang untuk kampas rem penting sekali karena nyawa kita dikendaraan ditentukan oleh kwalitas dari kampas rem kita.
Tidak ada standard kw 1, kw 2, kw 3 untuk nyawa, Apakah KW 1, KW 2, Dan KW 3 memiliki standard yang berbeda? jangan jangan sama, hanya harganya beda sehingga kita sebagai pembeli merasa dirugikan. Apakah standard Kalau Kw 1 berhentinya 50 m , kalau kw 2 berhentinya 75 m sedang untuk kw 3 berhentinya 100 m. Kita sebagai pembeli berhak tahu tentang standardnya, dan berhak untuk claim jika tidak sesuai standard.
Pernahkah anda membeli produk selain rem , misal kamera adakah Canon EOS 400 KW1, KW 2 Dan KW3. Hanya di INDONESIA saja yang mengenalkan KW1 KW 2 KW 3.
KAPAN BANGSA KITA JADI PANDAI? SELAMA BANGSA KITA SALING MEMBODOHI BANGSANYA SENDIRI, DEMI KEUNTUNGAN SENDIRI....

KAMPAS REM IBP MEMANG TERBUKTI HANDAL

Ini cerita dari suatu daerah di jawa tengah , disebuah bengkel terkenal.
costumer kami tidak yakin akan produk ibp, nah secara iseng dia beli produk yang katanya genuine di sebuah bengkel resmi. nah untuk membuktikannya dia membakar produk genuine tersebut sebelum dipasang ke mobilnya selama setengah jam ( dengan menggunakan api las). Nah setelah dibakar langsung dipasang dan dicoba oleh mekaniknya , eh pada kecepatan 120 km / jam mekanik panik karena di rem , rem jadi blong. Nah costumer kami mencoba untuk mengetest produk IBP , nah produk ibp juga diperlakukan sama , dipanasi selama 30 menit dengan menggunakan api las. Nah.. ketika dipasang dan kecepatan 120 km/ jam mekanik mencoba mengerem ternyata, eh langsung berhenti. Itu membuktikan bahwa rem IBP tidak terpengaruh oleh temperature. Wal hasil , bengkel tersebut marah ke costumer kami, dan menyuruh kami (IBP) untuk minta maaf di media masa. Lucu kan...Tapi nggak apa apa, kami memohon maaf kalau kualitas kami diatas kualitas produk genuine...

Produk kami mungkin agak mahal di banding produk asbestos yang lain, tapi kalau dibandingkan dengan kwalitas asbestos produk kami jauh diatas produk asbestos manapun. Tapi kalau dibandingkan dengan kwalitas produk Original kwalitas kita hampir sama, bahkan lebih baik tapi kalau kita bandingkan harga produk original dengan produk IBP harga produk ibp jauh lebih murah.

KAMPAS REM BLONG.

Bila kampas rem anda blong ?
1. Check Jenis Minyak rem anda (DOT 3, DOT 4) , jika handle rem anda tiba tiba ringan, ketika melakukan pengereman berarti ini bisa disebabkan karena adanya gelembung udara disaluran minyak rem anda. Ini bisa disebabkan karena minyak rem anda mendidih carilah dot yang lebih tinggi.
2.Check kampas rem anda , belilah kampas rem yang ada nama pabriknya alamat pabriknya , karena jika kecelakaan karena kampas rem anda jelek ,anda bisa mengklaim ke pabriknya. Jangan beli kampas rem yang tidak ada alamat pabriknya. Karena mereka cenderung tidak bertanggung jawab jika kampas rem anda blong.
3.Jangan beli kampas rem karena harganya, tapi belilah kampas rem karena kualitasnya.Bisa harganya murah tapi kualitasnya jelek ingat pepatah kita ADA HARGA ADA RUPA? , karena harga murah tapi lifetimenya pendek berarti anda beli harga mahal. Harga murah tetapi mencelakakan maka biaya rumah sakit mahal jadi Murah Bukan segalanya dibanding keselamatan. Kenapa helm proyek dilarang untuk motor, nah ....

hitungan matematika:
misal anda beli kampas rem harga 9000 plus biaya bengkel 12000 tapi setahun anda harus ganti 3 kali berarti harga rem tersebut 36000. bayangkan jika anda beli kampas rem harga 17000 sudah termasuk biaya pasang taoi anda tidak perlu ganti selama setahun...mana yang lebih murah.

Jangan lupa ANDA BERHAK MENGKLAIM PRODUK YANG ANDA BELI JIKA MERUGIKAN ANDA>