Document Y9yzb3D1j860vk4qo9LxaEZO

<?. ( Intra-Company Communication PLAINTIFF'S exhibit Septester 19, 1963 FD-Ol TOt Mr. L. Martin ec: Mr. A> L. Baynes /Mr. X. S. Marande SUBJECT: Sintered Brahe linings Ref: Coosaunleatlon fron Mr. L. Martin dated August 16, 1963, regarding same subject. At tbls time, no reoouaendatlons on a satisfactory sintered brake lining material can be made. Considerable work has been done in this area; how ever, no material has yet been evolved which had the desired frictional properties without objectionable noise. The development program has Included very extensive investigation of <\: different formulations. Laboratory friction material tests have been used for general evaluation; In addition, both dynamometer And vehicle testing with both drum and shoe and disc brakes has been conducted on several of the more promising formulations. Considerable progress can be reported even though the development vork has not been completed. Formulations have been evolved having only about a +12 variation in coefficient of friction with temperature range of 120*F to.550*F, rubbing velocity range of 216 ft/min. to 2205 ft/min., and con tact pressure range of 25 pel to 200 psl. the practical ranges of the basic coefficient of friction appear to be .40 to .55 although lover and higher values have been achieved. Formulations have been created to show both Increase and decrease In coefficient of friction vltb increasing temperature. Wear rate of the batter formulations is about lb to 250 of that exhibited by production organic brake linings. Assembly of tbs friction material In a brake has been accomplished by riveting, silver soldering, projection welding, and by using the friction material as its own structural support. The noise problem does not look to be Insurmount able. Some formulations have been evolved which vere quiet. The difficulty is simply that quiet operation has not yet been obtained along with the other required frictional properties. The interest in incorporating a layer with squeal expressed In your letter can be answered affirmatively. The usual friction pad construction is a powder metallurgy lamination of the friction formulation on top of a layer FORM IFF * 8602 t8T9 PRODUCED BY FORD SCF-FORD-0371 - Mr. L. Martin -2- September 19, 1962 of plain iron povder. This vill achieve the desired 6queal under controlled conditions (i.e., since the boundary betyeen layers is not perfectly flat only g*ll areas of plain iron povder reach the friction surface vhen re placement is desired). It is regrettable that a positive recommendation cannot be made at this time. Information vill be disseminated upon successful completion of the project. Approved: /j. V. Barnes, Principal Engineer Brahes, Wheels & Tires Section Product Study Components Department Brakes, Wheels & Tires Section Product Study Components Department r: , /y (<- / J. R. Elveil. Manager Product Study Components Department Engineering L Research Staff JV3/bp *002 1880 PRODUCED BY FORD