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Friction Discs World


The products were initially taken from GKN Sheepbridge in England - who manufactured under licence to Wellman Friction
Products of the United States. As the range needed to be expanded, extensive investment was made in molds and tooling
to provide the correct product, in the correct material and to the correct specification.

Today, all 'genuine FMC Parts' supplied in paper, bronze, graphite and steel, are either manufactured in our own
facilities or from our tooling at key manufacturers around the world, who play a strategic role in the OEM supply
of these materials to our market.

Friction Materials

Currently, FMC have available at their disposal, a wide and unique range of friction materials.

They have been developed primarily for original equipment use but also fine tuned in the aftermarket
on problematic applications.

Typical uses include:

       Forklift - Transmission and Brake
       Marine - Transmission and Winch
       Excavator - Swing and Travel Brakes
       Military - Specialist Products
       Bus - Transmission and Retarder
       Agriculture - Brake, PTO and Shuttle Transmission
       Mining - Torque Limiter, Transmission and Brake
       Motorsport - Limited Slip Differential
       Earthmoving - Master and Steering Clutch, Wet Brake,
       Differential Units and Powershift Transmission
There is an ongoing program to upgrade existing materials as well as
continuing pressure to develop new ones.

The left margin shows of the standard friction materials
available from FMC.











Sintered Brass/Bronze Friction Material


Sometimes called 'Bronze' due to the appearance, which is because of the high copper content of the various
They have been in production for almost 60 years and are available in hundreds of formulations. The material
once sintered to the steel core plate is easily machined for final thickness and groove pattern.
Sintered Brass / Bronze materials are suitable for use in both 'wet' and 'dry' applications. In
wet applications typical co-efficients of friction would be 0.07 dynamic, 0.10 static.

Available Data Sheets for this range:
Click on the links below


Carbon Friction Material


Carbon friction materials provide an outstanding thermal capability with good wear resistance and superior
NVH (noise, vibration, harshness) engagement characteristics. There are various types including woven carbon
cloth, carbon rich paper and special composites.
Friction coefficients vary depending on the material type and structure.
We are also developing new evolutionary carbon materials to further improve customer benefits.



Ceramic Friction Material


Ceramic materials are best known for their use as clutch 'buttons'. These buttons come in a wide range of sizes
and thicknessess. They are fitted to clutches used in agricultural tractors, heavy duty truck and performance
The latest formulations offer an excellent co-efficient of friction in the range of 0.45 - 0.65 while reducing
flywheel wear.

Elastomeric Friction Material


Elastomeric is a sophisticated rubber friction material and was developed for powershift transmissions and swing
and travel brakes.

Due to its elasticity it is extremely resilient and adapts well to mating surfaces thereby increasing the energy
and power consumption capability.

In wet applications the typical dynamic friction coefficient would be 0.12

Available Data Sheets for this range:
Click on the link below



Graphite Friction Material


The original graphite material was developed by Wellman Friction Products to meet the ever-demanding needs of their
Graphite is only used in wet applications. Typical co-efficients
of friction would be 0.11 dynamic, 0.14 static.
The material is approximately 30% porous and has an extremely high energy dissipation capacity. This explains why
it is supplied as original equipment in axles, wet brakes and powershift transmissions.

Available Data Sheets for this range:
Click on the link below


Molybdenum Friction Material


Molybdenum (Mo) friction materials are typically used for low speed high pressure applications and provide high
wear resistance, good oil compatibility and a stable coefficient of friction.

The coating of pure molybdenum is flame sprayed onto the coreplate to a thickness of 0.045 – 0.070 mm per face.
A final finishing process prepares the surface to guarantee reliable friction behaviour.

In wet applications the typical friction coefficient would be
0.08 dynamic, 0.11 static.


Paper Friction Material


Although produced by the paper making process these materials are in fact elaborate composite structures.
We now have many formulations available, which offer different characteristics, energy levels and co-efficients
of friction.
The material is blanked from a sheet and bonded to the steel core plate, final sizing and of the material is done
during bonding. The extremely important groove pattern would be the last operation before final inspection.
Porosity can be as high as 70%.
There is a close relationship between the dynamic and static coefficient of friction which is a distinct advantage
for the designer.


Steel Mating Plates


Can be used as the primary heat sink or the means to dissipate the energy into the ambient surroundings.
In a 'dry' application the steel mating plate is the reaction surface which in conjunction with the friction material
deliver a co-efficient of friction of up to 0.90.

In a 'wet' or oil-immersed application, oil molecules are trapped between the steel mating plate and the friction material. The surface roughness of the steel mating plate and the texture of the friction material combine on shear of the oil to deliver a co-efficient of friction of up to 0.15.
Surface roughness is therefore critical to the application and has to be compatible with the opposing friction material.

Steel quality and hardness are application dependent but equally important. Usually a material such as CS 70 would be
typical with a minimum hardness of Roc C 25.

Further processes such as induction hardening and blackodising are used as required.

Groove Pattern

The groove pattern on a particular friction material is critical to its success. Many hours of testing and evaluation
go into selecting the optimum pattern to be used on a material, which is specified on in a particular application.

Grooves perform two major functions. First they must remove the oil film between the plates and then keep the friction
material surface supplied with oil to assist in dissipating energy during engagement. The rate at which this happens
depend upon the grooving design and application parameters.


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