Hi guys, anyone got any front brakes? Mine are warped and the steering wheel shudders under heavy braking.

I live in gateshead if anyone is near?

Cheers

Mike.

 

Text me if you like 07469181179

Do you know for sure they are warped, if you have after market wheels, with no spigot rings, that can create a shudder.

Nah they are original wheels on, it's defo the brakes, the car was stood for a few weeks, so maybe they seized or something

Sticking caliper, hub could have run out...... when the discs were fitted were the hubs cleaned up and any rust, dirt removed???

Sorry.... spent day with a brake specialist the other day drumming info into my brain....lol

He said discs don't just warp..... If you get judder it is usually they were not fitted correctly, the hubs are out of specification, there is old corrosion behind the disc making it not seat flush to the hub, Caliper has a sticking cylinder.... all of these can cause run out.....

Ok I'll just get them checked out.. Be easier lol

This was a helpful guy from Pagid who I shall be chatting with soon about new discs and pads for my Z......lol

This is what I found on wiki about it....

Run-out[edit]

Run-out is measured using a dial indicator on a fixed rigid base, with the tip perpendicular to the brake disc's face. It is typically measured about 1⁄2 in (12.7 mm) from the outside diameter of the disc. The disc is spun. The difference between minimum and maximum value on the dial is called lateral run-out. Typical hub/disc assembly run-out specifications for passenger vehicles are around 2⁄1000 in (0.0508 mm). Runout can be caused either by deformation of the disc itself or by runout in the underlying wheel hub face or by contamination between the disc surface and the underlying hub mounting surface. Determining the root cause of the indicator displacement (lateral runout) requires disassembly of the disc from the hub. Disc face runout due to hub face runout or contamination will typically have a period of 1 minimum and 1 maximum per revolution of the brake disc.

 

Discs can be machined to eliminate thickness variation and lateral run-out. Machining can be done in situ (on-car) or off-car (bench lathe). Both methods will eliminate thickness variation. Machining on-car with proper equipment can also eliminate lateral run-out due to hub-face non-perpendicularity.

 

Incorrect fitting can distort (warp) discs; the disc's retaining bolts (or the wheel/lug nuts, if the disc is simply sandwiched in place by the wheel, as on many cars) must be tightened progressively and evenly. The use of air tools to fasten lug nuts is extremely bad practice, unless a torque tube is also used. The vehicle manual will indicate the proper pattern for tightening as well as a torque rating for the bolts. Lug nuts should never be tightened in a circle. Some vehicles are sensitive to the force the bolts apply and tightening should be done with a torque wrench.

 

Often uneven pad transfer is confused for disc warping.[20] In reality, the majority of brake discs which are diagnosed as "warped" are actually simply the product of uneven transfer of pad material. Uneven pad transfer will often lead to a thickness variation of the disc. When the thicker section of the disc passes between the pads, the pads will move apart and the brake pedal will raise slightly; this is pedal pulsation. The thickness variation can be felt by the driver when it is approximately 0.17 mm (0.0067 in) or greater (on automobile discs).

 

This type of thickness variation has many causes, but there are three primary mechanisms which contribute the most to the propagation of disc thickness variations connected to uneven pad transfer. The first is improper selection of brake pads for a given application. Pads which are effective at low temperatures, such as when braking for the first time in cold weather, often are made of materials which decompose unevenly at higher temperatures. This uneven decomposition results in uneven deposition of material onto the brake disc. Another cause of uneven material transfer is improper break in of a pad/disc combination. For proper break in, the disc surface should be refreshed (either by machining the contact surface or by replacing the disc as a whole) every time the pads are changed on a vehicle. Once this is done, the brakes are heavily applied multiple times in succession. This creates a smooth, even interface between the pad and the disc. When this is not done properly the brake pads will see an uneven distribution of stress and heat, resulting in an uneven, seemingly random, deposition of pad material. The third primary mechanism of uneven pad material transfer is known as "pad imprinting." This occurs when the brake pads are heated to the point that the material begins to break-down and transfer to the disc. In a properly broken in brake system (with properly selected pads), this transfer is natural and actually is a major contributor to the braking force generated by the brake pads. However, if the vehicle comes to a stop and the driver continues to apply the brakes, the pads will deposit a layer of material in the shape of the brake pad. This small thickness variation can begin the cycle of uneven pad transfer.

 

Once the disc has some level of variation in thickness, uneven pad deposition can accelerate, sometimes resulting in changes to the crystal structure of the metal that composes the disc in extreme situations. As the brakes are applied, the pads slide over the varying disc surface. As the pads pass by the thicker section of the disc, they are forced outwards. The foot of the driver applied to the brake pedal naturally resists this change, and thus more force is applied to the pads. The result is that the thicker sections see higher levels of stress. This causes an uneven heating of the surface of the disc, which causes two major issues. As the brake disc heats unevenly it also expands unevenly. The thicker sections of the disc expand more than the thinner sections due to seeing more heat, and thus the difference in thickness is magnified. Also, the uneven distribution of heat results in further uneven transfer of pad material. The result is that the thicker-hotter sections receive even more pad material than the thinner-cooler sections, contributing to a further increase in the variation in the disc's thickness. In extreme situations, this uneven heating can actually cause the crystal structure of the disc material to change. When the hotter sections of the discs reach extremely high temperatures (1,200–1,300 °F or 649–704 °C ), the carbon within the cast iron of the disc will react with the iron molecules to form a carbide known as cementite. This iron carbide is very different from the cast iron the rest of the disc is composed of. It is extremely hard, very brittle, and does not absorb heat well. After cementite is formed, the integrity of the disc is compromised. Even if the disc surface is machined, the cementite within the disc will not wear or absorb heat at the same rate as the cast iron surrounding it, causing the uneven thickness and uneven heating characteristics of the disc to return.

Make sure that your front tension rods are not leaking (assuming you still have stock ones).

When the silicon filled bushes fail they can cause vibration under braking.

 

https://z32.wikispaces.com/Tension+Rod

 

Amoungst other irritations, worth checking those pesky blighters all day long.

sent you a text mate, got some dimpled and grooved front discs you can have for free i might just be a bit of a trek away....

 

jon

Another northeast zed. We're gonna be the biggest area soon

Another northeast zed. We're gonna be the biggest area soon

 

I've never seen another Z around here, people must be keeping them under wraps haha :D

 

Driving 174 miles is a bit much for brakes lol, even if they are free, which I appreciate. I would pay for them to be delivered if that's any good?