Raybestos® Update

Raybestos Expands Caliper Coverage

New Part Numbers Added to Element3 and R-Line

MCHENRY, Ill., Dec. 3, 2018 – Raybestos® has increased its caliper coverage with the addition of premium Element3™ new plated brake calipers and Raybestos R-Line remanufactured plated caliper part numbers, it was announced today by Kristin Grons, marketing manager for Brake Parts Inc (BPI).

“We recently added even more caliper part numbers for popular domestic and import nameplate applications. This new coverage allows Raybestos to continue to make timely shipments and ensure our customers have the parts they need, when they need them,” said Grons. “Raybestos new and remanufactured calipers are plated to provide peak performance in even the harshest conditions.” 

With 100 percent new components, no core return and lower warranty rates, Raybestos Element3 new plated calipers provide hassle-free installation and optimal performance. Designed and manufactured to strict Raybestos engineering specifications, these award-winning premium calipers offer original-equipment precision at a fraction of the cost of OE. The aluminum or plated castings provide superior corrosion prevention and meet (ASTM B117) 96-hour salt spray corrosion resistance test standards. The line is ideal for high VIO and problem applications, and includes plated brackets, where required.

Raybestos R-Line plated calipers are premium quality, remanufactured calipers that function and fit like OE and deliver continued functionality and high-quality appearance through an extended life.

Proprietary RPT Rust Prevention Technology™ provides all-weather zinc plating comparable to OE. The calipers meet (ASTM B117) 96-hour salt spray corrosion resistance test standards and industry-leading processes and testing ensure reliable performance in harsh conditions. The line is engineered to ensure safe, leak-free operation and includes a bracket, seals and bleeder screws.

Raybestos® Training Update

Warped Rotor Myth

Oftentimes, when a vehicle is brought into a shop with a complaint of pedal pulsation, a technician will diagnose the problem as a warped rotor. They will replace the rotors and send the vehicle on its way. If you follow this procedure, there is a good chance the vehicle will develop pedal pulsation problems again after a few thousand miles on the road.

In this video, we will discuss the myth surrounding warped rotors. We will show you what actually causes pedal pulsation, and how to fix the problem correctly the first time.

Watch this training video

Let's dispell the myth right off the bat: rotors do not warp. To warp a rotor, you physically have to change its metallurgy. To change the metallurgy of the rotor, you need temperatures in excess of 2,300 degrees Fahrenheit. It's impossible for the brakes to get that hot in order to warp a rotor.

The true cause of pedal pulsation is disc thickness variation, which is the result of excessive lateral runout.

What is Disc Thickness Variation?

The cause of pedal pulsation is disc thickness variation. Disc thickness variation happens when a rotor varies in thickness on its surface.

What causes a thickness variation to occur? The answer is excessive lateral runout. Lateral runout is the amount of side to side movement of the rotor as it rotates.

Today's vehicles have extremely tight lateral runout specifications. Most vehicles have a specification of two-thousandths of an inch or less. If the runout is excessive, the rotor will begin to make contact with the brake pads as it wobbles back and forth. This contact between the rotor and brake pads won't be constant. It will happen periodically as the rotor wobbles back and forth.

If you use a semi-metallic pad, the pads will begin to grind away on the spots of the rotor that it contacts. This happens because a semi-metallic pad has an abrasive effect on rotors.

If you use a ceramic pad, the pads will leave a thin layer of friction material on the spots of the rotor that it contacts. This material transfer happens because ceramic pads have an adhesive effect on rotors.

Either way, this contact with the rotor is what causes a thickness variation. As the portion of the rotor with the thickness variation passes past the brake pads, the caliper piston has to extend or compress. This causes the pressure of the brake fluid to rise or fall during braking. This change of pressure is what leads to pedal pulsation.

What Causes Lateral Runout?

Lateral runout can be caused by uneven torque or a brake stud. However, the most common cause of lateral runout is rust buildup on the hub assembly. Hubs are often in use on a vehicle for hundreds of thousands of miles.

As you can imagine, a significant amount of rust will build up on that hub over that period of time. It is imperative that you take the time and clean the hub properly every time during a brake job. This will help ensure that you don't receive a comeback.

Steps to Checking Lateral Runout

1.) Clean the hub

2.) Install the rotor and conical washers

3.) Torque lug nuts down to specifications: Specifications can be found in a specification guide or the vehicle's service manual.

4.) Install dial indicator

5.) Check lateral runout by turning the rotor: Specifications can be found in a specification guide or the vehicle's service manual.

Correcting Lateral Runout

There are a few options you can choose from to correct lateral runout. The first option is to machine a rotor with a bench lathe or an on-the-care lathe. The other option is to replace the rotor with a new rotor.

No matter what option you choose, make sure that you re-measure the lateral runout and take the vehicle for a road test to ensure the pedal pulsation has stopped.

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