Brake Rotor Replacement

Brake Rotor Replacement – When Do You Need It?

It’s usually fairly obvious when you should replace your brake pads, but brake rotor replacement is a much different story.

Here are some signs that you may need brake rotor replacement, along with tips on ruling this problem out:A cracked rotor on a tire.

Brake Pulsation

Aside from the brake pedal pulsation one feels when the ABS engages, stepping on the brakes should not generate any other noise or vibration, that is, as long as brake rotor runout is less than a few thousandths of an inch.

Generally, brake rotor runout, over 0.005 inches (0.13 mm), can cause brake pedal pulsation and even steering wheel vibration while braking. Brake pedal pulsation symptoms don’t necessarily require brake rotor replacement, but could certainly indicate an issue. Your local NAPA AutoCare Center can tell you for certain if runout is an issue on your vehicle.

Brake Overheating

Long braking downhill or riding the brake can easily deform a brake rotor, typically referred to as a warped brake rotor. Resurfacing or machining a warped brake rotor may solve the problem, but the uneven removal of material may actually cause it to warp again. In this case, brake rotor replacement may be the only permanent solution.

Rotor Installation

Rust scale and buildup on the wheel hub can keep the brake rotor from seating properly, mimicking a warped brake rotor. Clean all rust and grit from the hub and rotor mounting hole and try again. If the hub and rotor are clean, but runout is still unacceptable, rotor/hub indexing may cancel out the tolerances in both, resulting in a nearly perfect runout measurement.

Wheel Installation

Some untrained mechanics, both “professional” and DIY, simply gun lug nuts down, without a single thought as to proper torque or tightening sequence. (Pro Tip: impact wrenches are commonly NOT torque-calibrated, ergo “torque sticks” are not calibrated and can lead to under-tightened lug nuts.) On many vehicles, this can easily deform the hub or rotor, leading to brake pulsation. Lift the vehicle, loosen the lug nuts and then use a torque wrench to force each fastener in the proper sequence. You can also swing by your local NAPA AutoCare Center to make sure your lugs are tightened correctly.

Rotor Thickness

Just like brake pads have a minimum thickness, brake rotors also have a minimum thickness. If the rotors have been machined more than once, double check that they are still above the minimum thickness. Measure three places on the rotor, using a brake rotor micrometer. Also, make sure that the rotors are not tapered from the inner tracks to the outer tracks. If machining will take them below minimum thickness, then replacement is required for maximum safety and longevity.

Rotor Condition

Rotor surface condition may also indicate that it’s beyond machining. Deep ridges and excessive rust may not be impossible to machine, at least not without ruining the brake lathe or exceeding minimum rotor thickness. Blue spots and cracks in the rotor surface, from overheating, should never be machined, as the temper has already gone out of the metal.

Other Conditions

Other problems can cause brake pedal pulsation, such as loose wheel bearings or tie-rod ends, stiff CV-joints or worn control arm bushings. Be sure to check the entire front suspension for worn components before jumping on the brake rotor.

Need Brake Rotors?

Fortunately, replacing your brake rotors usually doesn’t add much to a brake pad replacement. If your brake rotors indeed need replacement, be sure to purchase a quality rotor, mount it cleanly, double-check runout (index if needed) and properly torque all fasteners.

Check out all the brake system parts available on NAPA Online or trust one of our 16,000 NAPA AutoCare locations for routine maintenance and repairs. For more information on brake rotor replacement conditions, chat with a knowledgeable expert at your local NAPA AUTO PARTS store.

Photo courtesy of Flickr

about author

Benjamin Jerew

Ben has been taking things apart since he was 5, and putting them back together again since he was 8. After dabbling in DIY repairs at home and on the farm, he found his calling in the CGCC Automobile Repair program. After he held his ASE CMAT for 10 years, Ben decided he needed a change. Now, he writes on automotive topics across the web and around the world, including new automotive technology, transportation legislation, emissions, fuel economy and auto repair.

related articles

LEAVE A REPLY

Your email address will not be published. Required fields are marked *