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Internal Memorandum FROM: RE: M. T. McDonough MINUTES PRE-PRODUCTION MEETING SMITHVILLE, TENNESSEE FRIDAY, JANUARY 15, 1982 DATE: January 19, 1982 DISTRIBUTION: R. L. Armer W.N. Bockay T.P. Conroy E.R. Koss D.R. Loftis F.C. Skelton T.L. McKenzie MAR-559 I. SEMI-METALLICS It was decided that in preparation for our meeting on January 20 with Sears, we would attempt to determine field data-relative to competitive pricing of Semi-Metallics. This was the responsi bility of M.T.M. and will be reported to the Sears people on January 20. IL__ REBUILTS We were advised by W.N.B. that the analysis on rebuilts presented at the December production meeting (copy attached) was not sufficient for a total analysis from Sears viewpoint on the above. D.R.L. was given the project of a deeper study on a rebuilt OTC program including equipment ramification, freight, cost impacts of same, etc. We would like this information available for the February meeting. Loftis to advise date when information can be available. III. COMPLAINTS All sequentially numbered field complaints are to be sent to D.R.L. with copies sent to M.T.M. and T.P.C. IV. ENGINEERING When W.N.B. deems appropriate, defective material for engineering inspection is to be sent to M.T.M, at the Plus Park office for forwarding to Koss'department. The rationale for handling in this manner is to minimize confusion at the product receiving area in Smithville. MAR 004275 Minutes Pre-Production Meeting Smithville, Tennessee January 15, 1982 Page Two V. AIO KIT CONSOLIDATION An anlaysis on the above is to be broken down as follows: 1) How many kits can we drop from the Sears AIO line maintaining essentially the same vehicle coverage? 2) How may kits would we recommend dropping, coverage sacrificed, and annualized sales figures for recommended drops. (a) Time schedules and checkpoints to be published by D.R.L. on January 22nd. (b) Tentative worst case for complete project completion is July 1, 1982. VI. EQUIPMENT W.N.B. is assuming responsibility of responding to F.F. Andelbrat relative to new equipment recommendations because of down-sized vehicles. VII. BRAKE SELLING STATION W.N.B. to assume responsibility of developing same. VIII. WARRANTY It was decided Ed Koss should develop response to Sears through M.T.M. and W.N.B. on Point 5 on the attached letter. Included in Point #5 would be Ed's evaluation on future market trends in axle set replacement and specifically the impact on Sears. It is hoped necessary information in this category to be available by February production meeting. IX. BRAKE SERVICE LOGO W. N.B. and M.T.M. to discuss with F. F. Andelbrat and perhaps obtain agency assistance if deemed appropriate. X. SEMI-METALLIC FORMULATION Maremont/Sears expecting final formulation to be determined and signed off by E. R. Koss prior to February 1, 1982. MAR 004276 Minutes Pre-Production Meeting Smithville, Tennessee January 15, 1982 Page Three XI. CALIBER PISTONS M.T.M. to begin analysis of Caliber Piston line definition, steel vs. phenolics. Project to begin immediately with completion deadline - February production meeting. M. T. McDonough MTM/skb MAR 004277 To develop a cost comparison of new versus rebuilt brake sets, the following sumnary of incremental cost for shoes only was developed. Shoes only is considered due to assumption that all other cost is the same in new and rebuilt. LIST PRICE DISCOUNT NET Purchase New $5.09 1.45 (28.5%) $3.64 Purchase Used $5.09 2.04 (40%) $3.05 HANDLING & FREIGHT IN REFURBISH SCRAP TOTAL -' $3.64 .24 .32 (10%) $3.61 NEW SHOES REQUIRED TO FILL IN FOR NON AVAILABLE CORES: New 30% Used 70% ACTUAL NET COST $3.64 1.09 2.53 $3.62 Core Exchange Program $1.20 -- $1.20 .SO .32 .70 (30%) $3.02 1.09 2.11 List Price - Current Aimcc average list price used for purchase new and used. Core list obtained from inquires to rebuilders. Discount - Nutum:s discount from Aiuco is 28.5%. Vcairbrs of used cores quoted 40% off current Aimcc list. This seems tc be a ooirnim pricing policy within the industry. Handling and Freight In - No additional cost for purchased new and used. Core cost arrived .by using actual freight rates ar.d admitted cost from rebuilders. Refurbish - No additional cost on purchased new 'out used can only be purchased sorted with lining still attached. They must be burned or stripped, wheelabratcd, and straightened. A core pre-gram would include carting end storing in addition to burn or strip, wheelabrate, and straighten. ' Scrap - Only 10% factor used for purchased used due to the fact that they are purchased to demand, and have been sorted. In the core program a 30% factor was used due to many cores received would not be numbers used in lino and many are damaged or worn, to the point they are not usable. The 30% was Hutum's estimation and was also confirmed as being accurate by rebuilders. New Shoes Required to fill in for nonavailable cores - Used cores are not available for new numbers, in quantity, for several years. New shoes must be used to fill in the gap. In addition, cores are not always available for current demand, therefore requiring new shoes to be used. MAR 004278 NUTURN CORPORATION * SEMI-METALLIC DISC PAD REPORT 2-18-82/F. C. SKELTON MAR 004279 SEflI-METALLIC DISC PAD REPORT A, 54Q1H (HF-IO-FE) "FINE TUNING'1 MOD IFI CAT I OHS 1. mini 2. 3401N2 3. 34Q1N3 A, 34Q1H4 5, 3401N5 6, 3401N6 7. 3401N7 8. 3401N8 - Best/Final Solution ' B. FRICTION MATERIALS TEST MACHINE EVALUATION mi mm zjchahge ITormal Friction Hot Friction Wear (inches) .366 CF) .349(E) .0089 .351(F) .332(E) . 0058 -4 ^4.9 Test graphs are shown on pages 8 and 9. C, INERTIA DYNAMOMETER EVALUATION 1. We have previously announced that there would be A SHIFT OF TESTING EMPHASIS FROM VEHICLE ROAD TESTING TO DYNAMOMETER TESTING. 2. This shift in testing emphasis enhances our testing in several areas. a. Increased control over the test conditions which yields more accurate results. MAR 004280 semi-metallic''disc pad report PAGE TWO b. Test Time and Cost Reduction - We estimate THAT 702 OF ALL FRICTION MATERIAL TESTING WILL BE BY DYNAMOMETER AND 30% BY VEHICLE TESTING, c. Test Time Comparisons - TEST/HOURS SAE - J843B Road Test SAE - J212 Dynamometer Test 28 15 NOTE: Approximately 30% of the road test EXECUTION REQUIRES BOTH A TEST DRIVER AND AN observer. Additionally, road testing can ONLY BE ACCOMPLISHED DURING DAYLIGHT HOURS AND OUR TEST "SITE" IS APPROXIMATELY 20 MILES FROM OUR SMITHVILLE FACILITY. THE INERTIA Dynamometer is programmed to run on.a 2l\ hour BASLS WITH ONLY MINIMUft'TECHNICAL OBSERVATION/ SUPERVISION. D, INERTIA DYNAMOMETER DURABILITY TEST SCHEDULE 1. OUR DYNAMOMETER DURABILITY TEST SCHEDULES ARE ADAPTATIONS OF A FORD MOTOR COMPANY'ACCELERATED, HIGH TEMPERATURE, HIGHLY ABUSIVE BRAKE TEST PROCEDURE P3-37M, A COPY OF WHICH IS ATTACHED TO THIS REPORT. 2. To ILLUSTRATE THE SEVERE NATURE OF THIS DURABILITY TEST, THE EXPECTED DISC PAD LIFE AS DEFINED IN THE Ford Specification GEN 6.02 (copy attached) is: Semi-Metallic Materials Asbestos Materials 1.1,000 Miles 13,000 Miles mar 004281 SEMI-METALLIC DISC PAD REPORT PAGE THREE 3. Modification of Ford High Temperature Durability Schedule to Normal (consumer use) Temperature Durability -- With input from Ford we utilized their P3-37M durability schedule through THE 21,6 MILE POINT PLUS 1.4 MILES (ESTIMATED DISTANCE) ON HIGH SPEED TRACK UNTIL FIRST BRAKE APPLICATION, AS A NORMAL (CUSTOMER USE) DURABILITY SCHEDULE. This modification results in a dynamometer test SCHEDULE EQUIVALENT TO A TWENTY-THREE MILE TEST LOOP CONSISTING OF THIRTY-FOUR BRAKE APPLICATIONS (STOPS) PER TEST LOOP. THIS BASIC CYCLE WAS REPEATED ONE HUNDRED AND THIRTY-ONE TIMES WHICH RESULTS IN A TEST OF 3,013 MILES CONSISTING OF 4,454 STOPS. -- '*s Results of this dynamometer testing on'^our materials: MG-28 (the ASBESTOS PAD FORMERLY SUPPLIED TO SEARS); 3401N (NF-10-FE, the initially released Nuturn semi- METALLIC PAD); BeNDIX-XO-EE (THE TEMPORARY SEMI- METALLIC MATERIAL BEING FURNISHED TO SEARS), AND; 3401N3 (final "tuned" modification to be furnished to Sears), are shown in tabulated form on page 10. It should be noted that the Bendix disc pad (Bendix- XO-EE) IS THE PREDOMINANT OEM ACCEPTED AND APPROVED SEMI-METALLIC MATERIAL USED BY THE MAJORITY OF VEHICLE MANUFACTURERS. The EXPECTED CONSUMER LIFE IS PROJECTED FROM THE WORST CASE CONDITIONS, USING THE MINIMUM AVAILABLE PAD WEAR (FROM THE TOLERANCE STACK - SEE PAGE 11) AND THE MAXIMUM MEASURED WEAR POINT (NOT AVERAGE). MAR 004282 SEMI-METALLIC'DISC PAD REPORT PAGE FOUR Of significant interest in'the tabulated data is THAT THE PROJECTED CONSUMER LIFE FOR 3401N8 IS 49% BETTER THAN THAT OF 3401N AND COMPARES WITH THE RIGHT ORDER OF THE FMTM TESTING, WHERE A LIFE INCREASE OF 34.8% WAS NOTED, AS AN EXERCISE ONLY, THREE OF THE MATERIALS: 3401N, Bendix-XO-EE and 3401N8 were tested on an abbreviated VERSION OF THE FORD HIGH TEMPERATURE DURABILITY Schedule. Test results are tabulated on page 12. The decrease in wear for 34Q1N3 over 3401N was 43.3%, WHICH CORRESPONDS VERY WELL WITH THE NORMAL DURABILITY TEST RESULTS, 4. Effectiveness Testing The test graphs shown on pages 13, 14 and 15 are 30, 60 and 80 MPH effectiveness plots. Effectiveness tests are essentially input vs.- output results, In BRAKE TESTING THE INPUT IS EITHER HYDRAULIC LINE PRESSURE OR PEDAL EFFORT, THE OUTPUT CAN BE DECELERA TION, TIME OR STOP DISTANCE, FOR THIS REPORT THE INPUT IS HYDRAULIC LINE PRESSURE IN Lbs/In2 AND THE OUTPUT IS STOPPING DISTANCE. '' The 30 MPH effectiveness plot, page 13,'shows very LITTLE DIFFERENCE BETWEEN THE FOUR MATERIALS BUT ILLUSTRATE THAT SEMI-METALLIC MATERIALS DISPLAY BETTER EFFECTIVENESS THAN THE MG-23 ASBESTOS MATERIAL. T 60 14,he MPH effectiveness graph, page also shows THE SUPERIOR EFFECTIVENESS OF SEMI-METALLICS OVER ASBESTOS BASED MATERIALS. THIS GRAPH ALSO SHOWS THAT THE 3401N8 IS SLIGHTLY LESS EFFECTIVE THAN THE 3401N, WHICH WAS EXPECTED SINCE THE 34Q1HS WAS FORMULATED TO SUBSTANTIALLY INCREASE WEAR DURABILITY AT A SLIGHT SACRIFICE IN EFFECTIVENESS. At LINE PRESSURES AT AND A30VE 500PSITHE EFFECTIVENESS OF ALL THREE SEMI-METAL-! MAR 004283 SEMI-METALLIC DISC PAD REPORT PAGE FIVE TEND TO CONVERGE, AND ON A` PERCENTAGE DIFFERENCE BASIS NONE OF THESE MATERIALS SHOW ANY REAL SUPERIORITY OVER THE OTHER TWO. The 30 MPH effectiveness graphs are shown on page 15, Eighty MPH effectiveness testing has lost a lot of its significance since the introduction of the Federal MANDATED 55 MPH SPEED LIMIT, SlXTY MPH IS 9% OVER THE LEGAL SPEED LIMIT BUT 80 MPH IS 452 OVER 55 MPH. The 80 MPH effectiveness graphs also show the tendency FOR THE SEMI-METALLIC MATERIALS TO CONVERGE AT HIGHER LINE PRESSURES AND ALSO INDICATE A LACK OF CONSISTENCY WITH ASBESTOS BASED MATERIALS AT THESE SPEEDS. E. ROAD TESTING 1. THE FINAL TESTING IN THE 3401N& FINE-TUNING WAS OF COURSE BY MEANS OF ROAD TESTING, v 2. Road test graphs T-332, page 16 for the 3401N . MATERIAL; TEST GRAPH T~378 FOR THE BeNDIX-XQ-EE MATERIAL, PAGE 17; AND TEST GRAPH T-954, PAGE 18; FOR THE 34Q1N8 MATERIAL AS TESTED IN ACCORDANCE . WITH THE SAE-J843B TEST PROCEDURE ARE. SHOWN FOR comparison. This group of graphs illustrate that THE FINE TUNING OF THE 3401N8 WAS ACCOMPLISHED WITH NO SUBSTANTIAL SACRIFICE IN THE FADE AND RECOVERY TEST PHASES, THESE TESTS WERE CONDUCTED ON OUR 1978 Chevrolet Station Wagon. 3. As a companion comparison of road test results, test T-913, OEMgraph page19, for the Delco semi-metallic DISC PAD; TEST GRAPH T"393, PAGE 20, FOR THE 3401N MATERIAL, AND; TEST GRAPH T-955, PAGE 23, FOR THE 3401113 MATERIAL AS TESTED ON OUR 1930 CHEVROLET Citation vehicle are shown. Test results are consistent MAR 004284 SEMI-METALLIC DISC PAD REPORT PAGE SIX WITH THE DATA FROM THE CHEVROLET STATION WAGON AND SHOW THAT THE 3401N8 "TUNED" MATERIAL RESULTS IN NO SACRIFICE IN FADE OR RECOVERY CHARACTERISTICS. F. CONCLUSIONS 1. The ORIGINALLY RELEASED NUTURN SEMI"METALLIC DISC PAD MATERIAL 3A01N, WAS RECALLED DUE TO ANTICIPATED HIGHER THAN DESIRABLE PAD AND ROTOR WEAR AND THE POSSIBILITY OF THE OCCURRENCE OF LONG TERM USAGE "JUDDER" ON CERTAIN APPLICATIONS. 2. The 3401N (NF-1Q-FE) material was "fine tuned" by AN ADJUSTMENT (iN SEVERAL STEPS) IN THE AMOUNTS OF A HIGHLY AGGRESSIVE FRICTION MODIFIER AND A FRICTION MODIFIER FOR ADDED LUBRICITY. 3. This "fine tuning" has resulted in a material of SUBSTANTIALLY INCREASED WEAR LIFE FOR THE DISC PAD AND REDUCED ROTOR WEAR. THE ADJUSTMENT IN THE FRICTION MODIFIERS WILL ALSO REDUCE THE POSSIBILITY OF THE LONG TERM USAGE "JUDDER" CONDITION. l\. This fine tuning was verified by inertia dynamometer TESTING WHERE THE TEST VARIABLES CAN BE ACCURATELY CONTROLLED FOR MORE RELIABLE AND CONSISTENT RESULTS. 5. The fine tuning has slightly reduced the friction LEVEL, BUT AT NO SUBSTANTIAL SACRIFICE IN EFFECTIVE NESS AS COMPARED TO THE PRIOR MATERIAL, THE MAJOR OEM SEMI-METALLIC DISC PAD MATERIAL, AND DISPLAYS BETTER FUNCTIONAL OPERATING CONDITIONS OVER ASBESTOS BASED MATERIALS. MAR 004285 SEMI-METALLIC DISC PAD REPORT PAGE SEVEN T6, he 3401N8 material was last tested on actual VEHICLES AND DISPLAYED NO SIGNIFICANT LOSS IN FADE OR RECOVERY CHARACTERISTICS. VEHICLE TESTING (SUBJECTIVE) ADDITIONALLY INDICATES THE 3401N8 MATERIAL TO BE LESS PRONE TO NOISE GENERATION. ATTACHMENTS DISTRIBUTION ' R. L. ARMER F. F.' ANDLEBRAT WV NV BOCKAY CV W.' BURKHEAD* T. P. CONROY E. R. KOSS mV TV MCDONOUGH R.' H. NELSON eV mV steffan FV cV SKELTON MAR 004286 MAR 004287 MAR 004288 NORMAL TEMPERATURE DURABILITY , .(CONSUMER USAGE) PAGE TEN MATERIAL MG-28 NUMBER OF STOPS 2788 MAXIMUM WEAR POINT (INCHES) .015 MAXIMUM ROTOR WEAR (INCHES) -- 3401N BENDIX XO-EE 3401N8 4454 4454 4454 .059 .028 .030 .0072 .0019 .001 NUMBER OF MILES PROJECTED CONSUMER WEAR LIFE (MILES) 1886 33349 3013 3013 3013 15576 32320 30632 PROJECTED LIFE = MINIMUM AVAILABLE HEAR x TEST MILES MAXIMUM POINT NEAR MAR 004289 PAGE ELEVEN 728A DISC PAD ' AVAILABLE HEAR PAD THICKNESS COUNTERBORE THICKNESS EYELET HEAD .405/.415 .050/.060 .034/.040 MAXIMUM .415 -.050 .365 -.034 .331 NOMINAL v* .410 -.055 .355 -.037 .318 MINIMUM .405 -.060 -.345 -;040 ^7305 - MAR 004290 HIGH TEMPERATURE DURABILITY*' PAGE TWELVE MATERIAL 34Q1N NUMBER OF STOPS MAXIMUM WEAR POINT (INCHES) 3526 .1295 , ww3526 ,0969 3401N8 3526 .0873 MAXIMUM ROTOR WEAR (INCHES) .0080 NUMBER OF MILES PROJECTED CONSUMER WEAR LIFE (MILES) 3034 7145 .0034 .0009 3034 3034 9550 10556 PROJECTED LIFE = MINIMUM AVAILABLE WEAR x TEST MILES MAXIMUM POINT WEAR ^ACCELERATED (AND ABBREVIATED) HIGH TEMPERATURE HIGHLY ABUSIVE TEST NOT TYPICAL OF CONSUMER USAGE. MAR 004291 PAGE THIRTEEN MAR 004292 PAGE FOURTEEN MAR 004293 PAGE FIFTEEN MAR 004294 PEDAL FORCE LB'S. PEDAL FORCE LB'S. ir`1"1 "rri*anji MIN 10 IR 80 MPK MAR FAbt sixittri 004295 ll L- '? O M T 'in V RFAR K G -30/KG - m 3T J N.n D3Z PREBUHNUH1 PEDAL FORCE LB'S. r' 20 10 23 30 MPH I 2Z 60 IJ5PB EFFECTIVENESS I2 80 MPH & o CO lilt l~ i! 15cc:i I C fH <5 Ll Cr I C .v i > *c c c [ s: c i Ij t ^,, PEDAL FORCE LB'S. i 234 STOP 12345 STOP 6 78 MAR 004296 PREBURNIbTI PEDAL FORCE LB'S. STOP FIRST FADE PEC STOP SECOND FAD R MAR 004297 { MAX iAll. raut ;< i uc. i cen MAX r*i ic--r.' c O' ib 12 3 30 tyPH 1 23 60 MPH EFFECTIVENESS 12 00 UPH c c- t<. f. c t f ri>>: rn~ t >OW.1 .C(c. C 23 STOP FIRST FAFF PPH 45 STOP c;.~rn,Mn FAn~ DPf MAR 004298 PREBURNISH PEDAL FORCE LB S . PASe-TWKffY- C-' c c c p cL I 12 3 30 tfPH 12 3 60 MPH EFFECTIVENESS |2 60 MPH c C C f < i f ?< Ko CroTl ' Vi C'-i I f 1 ^ _n PEDAL FORCE LB'S. MAR 004299 004300 MAR PI-DAL FORCE L B ' S. .pREBURNISH .&* f; PEDAL.'. FO R C E. L B 'S . SAE -93T b JOOf -.35p^===| -cwn. 5 0 ! d 30 ' _i . : li' 40 : ce'..." > -0. l.lx-30 J" ;J , Tg 20 *U1. ::y g so . *. 1: CEC .. . . V. 'f : /'V; .40 .V . rr; .'I -V..R 20 cn CN! m . cn C3 2. O'. r l 22 33 4 cm STOP ,,__ --:------------- i--_----------*- .V -- r--------- - . -- j--------------- --------------1 <7 . --rrir--L~T . `1 2 '3 44 5c 37 S STOP MAR 004301 ENGINEERING TEST PROCEDURES PRODUCT HNG1UEHRING FORD MOTOR COMPANY P-3-37M Paae __1 . COMBINED DURABILITY ROUTE FOR PASSENGER CARS 1. INTRODUCTION. This procedure establishes a passenger car Touts ' used to obtain durability and reliability data on components as well as on complete vehicles. Driving conditions are more severe than average customer usage. The test route consists of 37.1 miles of operation oh the Michigan Proving Ground. Average vehicle speed is approximately 37 mph with a maximum speed of 80 mph. ' 2. iNsrmc-iEiroaTON. Ca.) U-Tdbe- -Decelexomater, 4 inch. Bendlx or equivalent to monitor brake stops. . Co) Tire Pressure Gage, dial type, Marshall Town Gage or equivalent. 2.1 CALIBRATION. Tire pressure gages are'calibrated weekly. The deceleroaetermust have a current calibration card in accordance with Instrument Calibration Procedures Manual Procedure C2-1.. 3. FACILITIES.. The test is conducted at the Michigan Proving Ground on various road surfec.es including: Basic Hill and Car Gravel Durability Roads; High Speed Track, 7, IS, 17 and 29 Percent Test Grades; and the Cobblestone, Chuckhole and Resonance Roads. 4. VEHICLE- PREPARATION (a) Install decelerometer L_ * . \. ". (b) 3allast vehicle according to Durability Weight as outlined in Procedure PC-1, Test Height Standards, or as specified in the Test Authorization. Weigh vehicle and record. Cc) Adjust tiro pressure according to Procedure P6-2, Tire Pressure Standards, or as specified in the Test Authorization, and record. Cd) Change engine oil and filter as required in the Test Authorization. 5. OPERATION. If specified on the Test Authorization, include the following procedures during durability testing: P6-S, Component Check List, and P6-12, Extended Engine- Idle Test. S .1 PERIODIC OPERATIONS 5.1.1 2S0 MILE INTERVALS ' (a) Make one brake stop from 60 mph at 22 fpsps at the fourth brake stop pad. This stop replaces one IS fpsps stop normally scheduled on the High Speed Track. Report any unusual brake performance; omit if brake stop area is wet. (b) Make one pass at IS mph through the Sait Bath when the brakes are cool, such as at the start of a shift or after a break. Omit when the ambient air temperature is below 12-21-7Q MAH 004302  ENGINEERING- test procedures. PRODUCT ENGINEERING PORO MOTOR COMPANY P3-37M' Pas* ? COMBINED DURABILITY ROUTE FOR- PASSENGER CARS (c) On- speed control equipped vehicles perform- the following, speed- control function checks on the Basic Durability Road to assure proper operation-. Report, any malfunction to the Traffic Office and. note on the vehicle data sheet. Vehicle- Sueed (MPH) Driver Action Speed Control Functional Check 35 Depress "On" Switch System shall not engage- 35 Depress "Set-Accel1.1 Syste* sets speed Control 3S ;. (Man. Trans.)- Depress Clutch Pedal System, disengages- 3S-50 (Man. Trans.) Depress "$et-Accei"Control System, sets speed. 35-SQ " 3'S-Si*"'" \ 35-30 Depress Brake Pedal Depress "Set-Accel" Control- Accelerate with"Set-Accel" control to .50 mph and. set System disengages System sets speed System- accelerates vehicle gradually and sets at S& mph 3S-S0 (Resume Feature ' ' Equipped) Brake to 35 mph. Depress and release "Resume" Control System accelerates to50 mph and secs at 50 mph automatically 3S-S0 Depress "Off"- Switch System disengages and deactivates 5.1.2 750 MILE INTERVALS. Measure and record tire pres sure'on- Vehicle Data SheetIncrease pressure in each.tire by 4 psi. Proceed to the High- Speed Track and operate vehicle for SO miles at 80 mph or S aph under maximum speed, whichever is lover (using speed control). Stop, turn off the ignition and wait, five minutes. Check engine oil level during this soak period and report any- unusual loss of oil. Start engine, turn speed control on and operate vehicle, for another SO miles at SO uiph or S Eph under maximum speed, whichever is lower (using speed; control) . After leaving che High Speed Track, measure and record tire pressures on Vehicle Data Shoot. Then reduce tire pressures by 4.3 psi as accurately as equipment will allow. S.1.5 ICOO MILE INTERVALS. When the brakes are moderately cool,, such as after a shift change, lunch period or break, proceed to the IS or 17 Percent" Test Grade: ar.d complete one round trip over the 15 Percent,. 29 Percent and 17 Percent Test Grades and perron the. following: **TED MUU. 12-21-79 MAR 004303 ENGINEERING TEST PROCEDURES PRODUCT ENGINEERING ford motor company P3-37M Pag* 3 COMBINED DURABILITY ROUTE FOR PASSENGER CARS (a) Proceed to the IS percent Test Grade and stop the vehicle oa the grade with the service brake. Apply parking brake with enough effort to hold the vehicle on the grade with the transaission in "neutral1'. Place automatic transmission in Drive, manual transmission in low gear, release parking brake, ascend to top of grade and continue over the 29 and 17 percent grades. Return and repeat parking brake check on the descent of the IS percent grade. Place automatic transmission in Low, 3-speed manual transaission in low gear, and 4-speed manual transmission in second gear, release parking brake and descend to bottom of grade making braka retards as required to maintain 30 mph. Co) Aucaaatic transmission vehicles only - during the above round trip over the 17, 29, and 15 Percent Test Grades, make four parking pawl cheeks spaced at intervals of 75 to 100 feet on the ascent and descent of the 17 and IS Percent Test Grades and' one parking pawl check on the ascent and descent of the 29 Percent Test Grade for a total of IS pawl checks. Completely stop vehicle before engaging parking pawl. I S.2 R01TCE. Proceed as described below until the requested mileage is accumulated.Use speed control devieo on vehicles so equipped as indicated. Use ,rD" position on vehicles equipped with a Ford Integral Overdrive (FIOO) transmission unless otherwise specified. ***** - ^^ ' Proceed to the Basic Durability Road via the AccessfRoadJ Stop. (Turn speed control on.) 0.0 Turn west onto the Basic Durability Road and accelerate to 45 mph. Pass over the "Chatter Bumps" and reduce speed on approach, to the escit junction with the Hill Durability Road. Stop. Accelerate at full throttle to SO mph (set speed control). Turn left onto the entrance junction with the Hill Durability Road. Stop. On vehicles equipped with manual transmissions downshift 1 gear from high prior to making the above two stops. 1.0 Enter the Hill Durability Road and accelerate to 40 mph (set speed control). Decelerate in gear (with speed control by depressing the coast control) to 35 mph for the right curve at the top of the first grade. Accelerate to SS mph (with speed control by depressing the acceleration control); make a brake retard to- 35 mph for the left curve at the cop of the second grade. Maintain 35 mph past the 7 Percent Test Grade upper turnaround pad and around the next left curve. Descent the grades on the eastern portion of the Hill Durability Road to the Traffic Circle at a maximum speed of 45 mph. Stop. (Turn speed control off.) iw u ; a 12-21-7S MAR 004304 ' engineering test procedures PP.COUCT ENGINEERING FORD MOTOR COMPANY P3-37M Pao* __ 4 COMBINED DURABILITY ROUTE FOR PASSENGER CARS MILES 2.3 Enter the Traffic Circle and proceed at 2S mph to the 17 Percent Test Grade. Climb the 17 Percent Test Grade at full throttle but do not exceed 40 nph.. Slow to 10 mph at the crest of the grade. Stop on the level stretch at the top of the grade and shift into "Low" or VI" range. Approach the 29 -Percent Test Grade at S nph. When the vehicle is folly on the grade, accelerate and climb the grade at foil throttle. Slow to 10 mph when entering the upper turnaround pad and stop. Resume normal shift patterns. Descend the IS Percent Test Grade in high range and at 30 nph downshift to ,fZm position [Downshift FIQO to "1" position; Downshift manual transmissions l gear, from high). Maintain ,30 mph to the bottom of the grade, making brake retards as necessary. Stop at the bottom of the grade.. 3.4 ' 4.0 Shift transmission into "D" position; (manual transmission to low gear). At S mph mako a U-turn, and approach the IS Percent Test Grade. When the vehicle is fully on the, grade, accelerate at fell throttle to 45 mph. Reduce speed to 40 mph and proceed to the top of the .grade.. Slow to 10 mph when approaching the upper .turnaround pad. Stop at the top of ' the* 29 Percent Test Grade. Shift transmission .to "Low"'or "l" range (3-speed manual transmissions in first gear and 4 and. 5-speed trams- ' a missions in-seaMd gear) . Descend the '29- Percent "Test Grade at a sarimom speed-of. 2S -mph., making brake retards where necessary- ' Reduce speed to 15 mph at the top of the 17 Percent Test Grade. Remain in 'Tjow" range (shift 3-speed manual transmissions to second gear and 4 and S speed transmissions to third gear) and descend the 17 Percent Test Grade at a maximum speed of 30 mph, making brake retards where necessary. At tha bottom of the 17 Percent Test Grade, resume normal shift patterns and proceed to the 7 Percent Test Grade. Do not exceed 40 mph on the 7 Percent Test Grade approach or grade. *. ' - Slow to 10 mph whan' felly on the 7 Percent Test Grade. Kickdovn through detent to low gear (manual transmission vehicles stop at the base of the 7 Percent Test Grade) and accelerate at full throttle to 40 mph.; close throttle and decelerate to 20 mph. Kickdovn through detent (manual -transmission downshift one or more gears) and accelerate to and maintain 40 mph to the top of the 7 Percent Test Grade. Slow to 20 mph when approaching the upper turnaround pad. Stop at the entrance to the Hill Durability Road. Enter the Hill Durability Road and accelerate to 35 nph. Descend the grades on the eastern portion or the Hill Road to the Traffic Circle at a maximum of 45 mph. Stop. 5.2 Continue on the Hill Durability Road at 35 mph. Decelerate in gear to 20 nph when approaching the base'er the 25 Percent Test Grade (rarua 1 transmission vehicles stop in the right lane at the base of the 25 Percent Tesc Grade). Shift to "Low" or "1" range, and climb the 2S Percent Test Grade at 2S mph. Shift to "0" position at the cop of the grade near the entrance to the 45 and SO Percent Test Grades. Descend the 14 Percent Test Grade in gear and at a speed of 30 mph shict into "Lo'.," or "1" range (downshift manual transmissions one gear from high) Continue Co the bottom of the grade. Stop^ P"aWT?D M 111 A 12-21-79 MAH 004305 engineering test PROCEDURES PRODUCT ENGINEERING FORD MOTOR COMPANY P3-37M P* 5 COMBINED DURABILITY ROUTE FOR PASSENGER CARS MILES S.8 Shift transaission into "0'' position (turn speed control on). Accel erate to 40 mph (set speed control) and continue on the Hill DurabilityRoad. Decelerate in gear (with speed control by depressing the coast control) to 35 apH for the right curve at the top of the first grade. Accelerate to 55 mph. (with, speed control by depressing the acceleration control); make a brake retard to 35 mph for a left curve at tho top of the second grade. Maintain 35 mph past the 7 Percent Test Grade upper turnaround pad and around the next left curve. Descend the grades on the eastern portion of the Hill Durability Road to tho Traffic Circle at a matiimin speed of 45 mph. Stop. 7.7 Continue on the Hill Durability Road at 35 mph to the Junction with the Basic Durability Road. Bear west onto the Basic Durability Road, accelerating (with speed control by depressing the acceleration control) to 50 mph and proceed through the southwest turn to- the Back-up Road. Kickdown through detent and accelerate to 75 oph (set speed control). When approaching the northwest turn, release the throttle - .(turn speed control off) and downshift automatic. transmission to ,T2.n position (Downshift FIOD to "1" position). Decelerate in gear to 40 mph, then shift to "0" position! Proceed through the turn, then accelerate to and maintain 65 mph (turn speed control on and'set speed control) Make a brake retard to 50 mph when approaching the third stretch of rough pavement on this leg Cset speed control) and tS-Lntain this speed to the entrance junction with the Car Gravel Road!" 'Stop. (Downshift manual transmission one gear from "high" prior to making stop). 11.3 Proceed on tho Basic Durability Road. Accelerate to 50 mph (use speed control "Resume" from 30 mph to SO mph if equipped-set speed control). Reduce speed (with, speed control by depressing the coast control) for the left and right curves (increase speed where possible to SO mph by depressing the acceleration control). Enter the Ride and Handling loop at 30 mph (turn speed control off). Maintain 30 mph until approaching the Resonance and Impact Bumps. Reduce speed to 25 mph and pass over the Resonance and Impact Bumps, (manual transaission stays in high gear). Leave the Ride and Handling Loop via the Car Gravel Access Road at 25 mph. 14.6 Enter the Car Gravel Road, accelerating to S5 mph. Maintain a maximum speed of SS mph to the junction with the Truck Gravel Road, reducing speed to 4S mph for Che two right curves. Proceed west on the "Truck. Gravel Road at a maximum speed of 35 mph. Increase speed to 45 nph after passing tho entrance to the Gravel Pit and naintain this speed until approaching the east entrance to the Cobblestone Road. Downshirt to "1" position at 45 mph and decelerate in gear to 10 mph. Step. Shift to "D" position and enter the Cobblestone Turnaround Pad at 10 mph. After- passing ever the Jounce-Refccund holes, continue at 1-3 mph over tho special car body twist. Proceed to the "Stop" area in the east turnaround pad for the reverse operation. Back up for approximately 100 ft. at 10 mph. Stop. B-4TS3 - A 12-21->0 MAR 004306 ENGINEERING TEST PROCEDURES PROCUCT ENGINEERING FOHO MOTOR COMPANY P3-37M p*o 6 COMBINED DURABILITY ROUTS FOR PASSENGER CARS MILES 14.6 (Cont'd) ----------------- -------- ---------------- Automatic transmission vehicles. Shift into "Neutral" and turn off ignition. For catalytic converter equipped vehicles, if auto ignition occurs, turn ignition to "on" position, place transmission in Drive, and turn ignition off to stop engine. . Wait five seconds, place trams- ' mission in "Lou" and turn ignition key to determine if engine will crank. Engine should not crank. Perform.this operation in each of the drive ranges and reverse. With brakes applied, place transmission in "neutral" and start engine-. 'Release brake and see if vehicle moves; do the same in "Park". Vehicle should not move. If the "starter- neutral" switch or the- transmission does not operate properly, describe the malfunction on the Vehicle Data Sheet and notify the Track Office for corrective action. / ' 17.3 Pproeeed at 8-10 mph to'the Chuckhole Access Road. Enter the Chuckhole Access Road and accelerate to approximately 30 mph. Make a brake retard to 3-10 mph when approaching the Chuckholes and proceed through the Ch.uckho.les at 8-10 mph (3-speed manual transmission in second gear and 4-anA- S-speed transmissions in-third-gear).- Continue-to--the-west- turnaround-pad- Turn the steering-wheel'-from lock-to-lock six-times. -If the vehicle' Is equipped with manual steering, perform this check at 1-3 mph- If the vehicle is equipped with power steering, perform this check when stopped; do not impact steering stops or hold against the stops for more than 3 seconds. Proceed to the entrance of the Cobblestone Road ' at 3-10 mph, and turn onto the Cobblestone Road entrance with the wheels against the. wheel stop. Increase speed to 12 mph and proceed over the Cobblestone Road (3-speed manual transmission in second gear and 4 and S speed transmissions in third gear). Make a brake retard from 12 mph. to 5 nph on the east turnaround pad upon completing the pass over the Cobblestone Road. . Proceed to the Chuckhole Access Road at 8-10 mph. Turn right onto tho Chuckhole Access Road with the wheels against the wheel stop. Repeat the Chuckhole and Cobblestone Road sequence four additional times excluding the steering wheel lock-to-lock sequence. Make one additional pass over the Chuckhole Road and proceed to the entrance to the Basic Durability Road. Stop. (Turn on speed control.) Turn west on the.Basic Durability Road and proceed at 4S mph (set speed control) to the intersection with the Access Road. Stop. (Turn speed control off.) Downshift manual transmissions one gear prior to making stop. 21.2 Turn right on tho Access Road and proceed at 35 mph (maxisaun) to the High Speed Track slowing to 2S mph (maximum) on the U-turn section. Scop. (Turn speed control on.) A***TE9 * U $ a, 12-21-79 MAR 004307 c: engineering test procedures pnooucr engineering fcrd motor company combined durability route for- passenger cars P3-37M Pice 7 MILES 2i.6 4- 1*4 23 MORMMCoT OR ?Dl*4T Turn right onto the High Speed Track. Lap l - Accelerate at full throttle until the upshift to high gear is completed for manual and non-overdrive automatic transmissions (on FIOQ transmission, accelerate at full throttle until 2-3 upshift occurs, then slowly release throttle until 3-4 upshift occurs). Do not exceed 8Q mph s ttph under maximum speed, whichever is lower. After completing the above acceleration, decelerate in gear, without lisin* brakes, to 60' mph (set speed control). Proceed at 60 mph and make a IS ft/sec/sec deceleration brake stop, on the first brake stop pad. Repeat the above acceleration, deceleration, cruise at 60 mph, and brake stop sequence .for the second, third and fourth brake stop pads. Lap 2 - After stopping on the fourth brake stop pad, accelerate to 80 mph or 5 mph tinder maximum speed, whichever is lower (ox flOO trans mission, slowly release throttle until 3-4 upshift occurs). Set speed control and complete one non-stop lap at that speed. Lap.-3 Decelerate (with speed control by depressing .the coast control) in gear to 60 mph and make a IS ft/sec/.sec deceleration brake stop on., the-first brake-stop pad. Accelerate at-full throttle "to 80 mph-err S mph under maximum speed, whichever is lower (on FIQD transmission, slowly release throttle until 3-4* upshift occurs). speed control and. continue at that speed until approaching third brake stop pad, then decelerate (with speed control by depressing the coast control) in gear to 60 mph. Make a IS ft/sec/sec deceleration brake stop on the third brake stop pad. Accelerate at full throttle to SO mph or S mph under maximum speed, whichever is lower (on FIQD transmission, slowly release throttle until 3-4 upshift occurs). Set speed control and continue at that speed. Starting at the target sign in the southeast turn, make a brake retard at 5 ft/sec/sec to 60 mph. Decelerate in gear to the exit (turn speed control off). 36.7 Turn right off the High Speed Track and proceed on the Access Road at 3S mph maximum to the intersection with the Basic IXarability Road, slotzing .to IS mph on the U-turn section. 37.1 Stop at the intersection with the Sasic Durability Road. This completes one cycle. 6. GENERAL 6.1 ROUTE DATA ireo w u.J * 12-21-79 MAR 004308 engineering test procedures product ENGINEERING foro motor company P3-37M 8 combined durability route for passenger cars 6J.T^i._MtLEAGE - . ...... .... Miles Percent CO Basic Durability Road CO ' Hill Durability Road and Test Grades CO Gravel Roads CO Cobblestone Road - Resonance and impact Road. 8.3 ' 6.6 2.7 1.3 . 0.5 ID.8 15.7 6.4. 3.1 1.9 CO High Speed- Traci 3-Lap Cycle * 15.1 35.0 Pro-rated Increment of 100 Mile 80 nph Operation Every 20 Cycles Panagraph.5.1. 2}. __ <S ., - 11.6- Cs) Approaches and Turnarounds _co Chucihole* Ci) One Coreplete Circuit 6.1.2 BRAKE AND THROTTLE. APPLICATIONS 2.0 __ .3. 42.0 4--8 0.7 100.0 CO Brake Stops . Autocratic Transaissions - 24 . Manual Transmissions - 26 Cb) Brake Retards - 19 Cc) Reverse Stops - 1 CO Full Throttle Acceleration Starts - 10 6.2 OPERATING CONDITIONS (a) Full throttle accelerations referred to in this. procedure, are defined, a? maximum accelerations shove of wheelspin. All ocher accelerations axe to be pare throttle. WW-TE5 : u S A. MAR 004309 engineering test procedures PROOUCT ENCINcSRING FORD MOTOR COMPANY P3-37M Pao 9 COMBINED DURABILITY ROUTE FOR PASSENGER CARS .(b) Vfhare any speed specified is greater than the maximum speed of .a particular vehicle',' operate at 5 mph less'than maximum speed. ' ' : - (c) On full throttle accelerations, kick down through detent unless otherwise specified. (d) Unless otherwise specified, make brake stops at 6 to 10 ft/sec/sec. (e) hiieu Baking all brake stops, gradually reduce the brake pedal force near tho end of the stop to prevent vehicle rock-back. (f) Unless otherwise specified, when Baking brake retards, reduce speed by 10 nph. (g) Unless otherwise specified, operate automatic transmissions in that range which automatically incorporates the maxiarum number of forward gears. 00 Vehicles equipped with manual transmissions will be shifted into first gear between S and 10 mph befovo all forward stops, except for the stops on the High Speed Track, where the shift will be made after the vehicle is stopped. *\ " .(0 Wxese transmission downshifts are specified, in the procedure, the speed at which the downshift will he made is; 'X& Downshift Speed Range . Downshift 3-Speed Manual All Axle Ratios 4- and S Speed Manual Axle Ratio 3.50 _____ or Less ___ 4 and S Speed Manual Axle' Ratio Above 3.SO 2-1 20 - 25 mph 20 - 2S mph 3-2 4S - SO mph 3S - 40 mph 4-3 -- 45 - SO mph S-4 -- 55 - 60 mph IS - 20 'mph 2S - 30 mph 35 - 40 mph 45 - 50 mph Upshift speeds for manual transmission vehicles will be specified by che requester. (k) Maximum upshift points are governed by the capabilities of the engine. Under no circumstances should the engine be overspeeded. (1) All vehicles must be completely stopped before shifting into reverse gear. (13) Unless otherwise- specified, operate overdrive transmissions with overdrive engaged. (n) Operate vehicle in accordance with Procedure PI-42M, Michigan Proving Gcound Traffic Rules. ww U 1A. MAR 004310 engineering test PROCEDURES PRODUCT ENGINEERING FORD MOTOR COMPANY P3-37M P*g to COMBINED DURABILITY ROUTE FOR PASSENGER CARS (o) Adjust vehicle speed as necessary to permit safe operation, considering road, weather, and traffic conditions, ' ; . (p) Do not ascend the 17 Percent and 29 Percent Test Grades when pavement is wet or slippery, .` . Cq) 'Ih malting brake applications at greater than 10 ft/sec/sec decelerations, exercise caution if braking areas are wet to avoid wheel lock-up or skids. (r) If the vehicle grounds out at specified speed on any test surfaces, contact the Track Office. (s) Use only the fuel and engine oil specified in the Test Authorization. 5.3 SPEED CONTROL USAGE (a)Do not activate the- speed contxol when-the road surfaces are ice or snow covered. * G>1 Deactivate the speed control before operating' on: (11 test grades o 14, IS, 17 and 29 percent and [2}' the gravel portion of the basic durability road. Tel. "Speed, 'Control, must/be turned. o before.manually downshifting art automatic 'transmxsslon. "' (d) Specified full throttle accelerations are done with the accelerator. 6.4 TERifOfOLQGT. Certain terms used in this procedure axe described below: (a) Accelerate with Speed Control- Increase vehicle speed by depressing the acceleration control ("Set-Accel" switch or "Set" switch), with, the Speed Control in operation. (b) Decelerate with Speed Control. Reduce vehicle speed by depressing the deceleration control ("Coast" switch or "Set" switch on some vehicles) with the Speed Control in operation. (c) Sec Speed. Engage the Speed Control to control vehicle speed at the desired value. This is usually accomplished by depressing and releasing the "Set-Accel" switch or "Set" switch. (d) Turn Speed Control On. Put the speed control system in operation by operating the "On" switch. Does not include setting a control speed. (e) Turn Speed Control Off. Completely deactivate speed control system by operating the "Off" switch. Merely disengaging Speed Control by braking or dropping below control speed does not satisfy this operation. 12-21-79 MAR 004311 engineering test PROCEDURES PRODUCT ENGiNEHRIMG PORO MOTOR COMPANY P3`37m Pac___Li__ COMBINED DURABILITY ROUTE FOR PASSENGER CARS (f) Resale with Speed Control. Increase vehicle speed by noKcntarily depressing -_. the "Resume" control. Vehicle will accelerate at a controlled rate and set at the previous set speed. Resume'Bust follow a set and a brake application, and must be actuated above the mininun speed control operating speed (approximately 30 mph). 7. PRESENTATION OF DATA. I (a) Report daily on Vehicle Data Sheet the number of complete test cycles, any departures fro* the test procedure, route or specified .speed and any repairs performed. 3. REFERENCES. . " (a) Procedure P1-42M, Michigan Proving Ground Traffic Rules (M Procedure P6-I, Tost .Height Standards c<o Procedure PS-2,. Tire Pressure Standards c<i) Procedure-P 6-3, Component Check List "->1 Cel Procedure' P.6-12,. E:ctended Engine- Idle Test" -- XUSA 12-21-79 MAR 004312 n-twifrvTi' A^" GENERAL PRODUCT ACCEPTANCE SPECIFICATION Pasaangor Cars System C-SH 6,02 SUBSYSTEM: DISC BRAKE I. Adollcafelon This General Product Acceptance Specification is applicable to all passenger car lines for all model year3. In addition to tho requirements listed in this specification, the Disc Brake Subsystem must comply with, all applicable requirements listed in the Brake System Specification (GSM 6.00). . II. Subsyatea Description This specification defines the limits of acceptability of tho Disc Brake Subsystem. The functional objectives of this Subsystem and tho definition of parts and subassemblies of which it is comprised cart -bo found in tho HAAO "Design and Balease Responsibility Manual". HI- Subsystem Functional Responsibility i. Powertrain and Chassis Product Engineering' (Chassis) TV. Requirements A. Performance ' 1. Brake roughness, shudder, pedal free-travel, and/or pedal feel s will be evaluated for acceptability by Jury evaluation in accordance with Engineering Test Procedure PC--101. 2. The vehicle must be capable of completing Engineering Tost Procedure P4-43 without failure or permanent deformation of any brake component that will impair Minimum performance, deflnod. as making a smooth, even, straight lino stop within a tweDivo- foot lane on dry, clean, level concrete from a speed of 20 tsph. within a distance of 25 feet. . 3. On warmnl brake vehicles, the pedal, travel, neasursd statically, when applying 50 pounds effort to tho pedal, shall uot exceed 50 percent of the total available travol, with burnished and cold brakes. 4. On power brake vehicles, the pedal travel, measured statically, at engine idle, when. applying 50 pounds effort to the pedal, shall not exceed 60 perceo." of tho total available travol. r.i J ,'Cflor COirusu^r iusr-o i* ;.? i. 1M IO-31-SO MAR 004313 GENERAL PRODUCT ACCEPTANCE SPECIFICATION 9 Passenger Cars Svalam CSK 6.02 [ SUBSISTS': DISC BRAZE IT. A. Performance (Coat'd) Brake effectiveness teats will be conducted in accordance with Engineering Teat Procedure P4-66, codified. Pedal efforts for ' the first and second 30' and 60 nph tests shall not exceed those specified below. Stopping rates specified are sustained deceleration' rates. Wheel skid gust not occur at or below (22 fpaps) during the 30 and 60 nph effectiveness tests. Deceleration ft/sec2 Manual Brakes (uound3) Power Brakes (pounds) . 5 10 15 ' 20 25 38 54 . 67 80 95 - 20 . 30 ito - . 50 . : `60 ' Exception; . Tehicles offering a temporary spare tire shall be tested for braking stability. The test shall -be-conducted on a level ' surface with~a'friction coefficient of .75, at brake test weight, with the test spare tire and wheel installed and evaluated at each wheel position. Brake stops will bo conducted from 30 and 60 nph, bat not to exceed the martmm reconmended speed for the tire, at the deceleration.rates specified in I7.A.5. (max of 22ft/sec2). The vehicle shall not deviate from a 12 ft. lane and shall not exhibit brake lock-up at or below 22 ft/sec2.' The brake pull rating shall not be less than 5- This criteria applies to testing the spare tire at any wheel position on the vehicle with either carnal or power steering (if offered). 6. Mountain Test The brake system must successfully complete the Mountain Brake Test, Engineering Test Procedure P4-47. Pedal efforts encountered during the fade fil'd drag portions of the test must not exceed 200 pounds. Recovery characteristics must meet the requirements below. During the fade and drag portion of this test, no wheel lock-ups, severe pulls or objectionable noise will-be considered acceptable. The pedal effort for the first recovery stop shall not exceed three tines the effort on the recovery check stop. Mot taoro than five recovery stops shall be required to ar.tarn check stop effort, plus or nines 20 percent for manual brake:?, end plus 15, minus 10 sounds for pO'..:\r brakes. rorc Moltf MAR 004314 general product acceptance specification Passangsr Cara Svatom OSH 6.02 IV. A. SUBSYSTEM: DISC BRAKE Performance (Coat'd) 7* Disc Brake Pad Knock and Shake-Back Disc brake pedal travel Increase due to pad knock-back, or shake-back on the Elda-Fnndl 1 ng, Grist }&11 and Resonant Bumps and Cobblestones shall not exceed the limits listed below:- a. Baseline Check - Perform four brake snubs, 1.25 uiles 'apart, from 20 mph to 10 mph at 10 fpsps. Record the pedal travel . along the chord of the pedal pad arc foir .four (H) snubs to obtain an average travel. b. Pad Knock-Back Check (Bide and Handling) - Vithout applying the brakes, operate the vehicle at 40 mph on the ride and . handling road, followed by 35 wph for 360 degrees or the - 150-foot radios carve. Upon completion of one cycle, perform a brake snob from 20 mph to 10 mph at 10 fpsps. Bepeat the check to obtain an average pedal travel for two right and two left-hand trips through the course. Tho average pedal travel shall not he more-than 1.25 Inches ' greater than-the baseline .check: in Paragraph 7a. c. Pad Knock-Back Check (Grist Hill) - Wit&FUt applying the brakes, conduct three (3) Grist Hill Test turns (Engineering Test Procedure P3-52), followed by a brake snub from 20 mph to 10 mph at 10 fpsps. The resulting pedal travel shall not be more than 1.75 inches greater than the b3selino stop described in Paragraph 7a. d. Pad Shake-Back Check (Resonant Itemns or Cobblestones) Without using the brakes, operate the vehicle one pass ovor the resonance and Impact bumps at HPG at 25 mph, or three passes over the cobblestones at DPG at 25 mph, aftor which - the pedal travel for a 20 mph to 10 upb snub stop at 10 fpsps shall not be more than .75 inch greater than tho baseline check in Paragraph 1&-. B. Durability ` 1. 3rake lining Life When tested in accordance with Engineering Test Procedure P3-3W, Combined Durability Route for fas r. eager C-avs, tho rvlntmiua brake lining life shall be 11,000 miles for Seai-r-ioLallic linings or 13,0C0 ailes for asbestos linings. -0- MAR 004315 JF MAR 004316