Hawk's LTS (Light Truck and SUV) rear pad is a ferro-carbon street compound built for full-size trucks whose brake systems carry heavier loads than a half-ton's. The manufacturer positions it for moderate towing and loaded work, claiming improved braking over OE pads, better fade resistance, low dust, long pad and rotor life, and very little noise. For a Ram 2500 or 3500 owner who tows a trailer down a grade, that fade resistance and rotor preservation justify the higher price over a budget pad. These pads are made for iron rotors, and the manufacturer states they are not compatible with carbon-ceramic rotors, so check your rotors before buying.
Confirm your exact year, engine, and trim before ordering, because application details for this part vary across sources. The rear axle is a drum-in-disc layout, and owners on user forums describe the parking brake shoes sitting inside the rotor hub, which often means the rotors need persuading off and the parking brake adjuster must be backed off first. Rust on the backing plate and caliper mounting hardware is a common complication, and forum regulars recommend cleaning it and applying a rust-proofing product before reassembly. Owners also disagree on whether a C-clamp is enough to retract the rear caliper piston or whether a piston-wind tool is required. Shoppers searching for Ram 2500 rear brake pad swap, drum-in-disc parking brake, or heavy towing brake upgrade will find the most relevant install guidance under those terms.
No. The manufacturer states that Hawk pads, including the LTS compound, are designed to work with iron or metal rotors and are not compatible with carbon-ceramic rotors.
The manufacturer offers a limited lifetime warranty against defects in workmanship and materials. It does not cover normal wear, negligence, lack of maintenance, accidents, or improper installation or service.
Rear pad replacement on these trucks is a moderate-difficulty job for a home mechanic with basic hand tools and a jack and jack stands. Owners on user forums report that the rotors can be stubborn to remove because of the parking brake shoes inside the hub, so loosening the parking brake adjusters and tapping the rotors free with a block of wood and a mallet is a common approach. Expect the rust and corrosion on the backing plate and hardware to be the main time sink, and clean the caliper mounting surfaces thoroughly before installing the new pads. Hang the caliper by a wire or zip tie rather than letting it dangle from the brake line, and confirm the piston retraction method before you start. Follow the manufacturer's instructions for torque values and bedding in the new pads.
