Prizm L4-108 1.8L DOHC VIN 8 MFI (1998)
Rotor thickness variation is the result of uneven rotor wear caused by excessive lateral runout (>0.076 mm; >0.003 in.). Lateral runout can be induced
by:
1.
Distortion of the braking surface by applying uneven and/or excessive wheel nut torque.
(This could be the result of a recent tire change, rotation, etc.).
2.
Improperly refacing rotors.
Brake Noise
Important:
SOME BRAKE NOISE IS NORMAL.
Brake noise is caused by a "slip stick" type vibration of brake components. Some intermittent brake noise may be normal. Performing 3-4 aggressive
stops may temporarily reduce or eliminate most brake squeal. If the noise persists, a brake dampening compound may be applied to the back of each pad.
Use Permatex Disc Brake Quiet # 126HB or equivalent. Also, clean and lube all metal-to-metal contact areas between pads, pad guides, caliper and
knuckles with a thin layer of high temperature silicone grease. This allows parts to slide freely and not vibrate when moving relative to each other.
Rotor Grooving
Excessive grooving can be caused by foreign material in contact with the rotor, but most often rotor grooving is the result of normal brake wear. DO
NOT RESURFACE ROTORS FOR LIGHT GROOVING. Resurface rotors only when grooves of 1.5 mm (0.060 in.) or deeper are present.
A dime may be used to determine disc brake groove depth. Place a dime in the groove, with Roosevelt's head toward the groove. If the dime goes into
the groove beyond the top of his head, the groove exceeds 1.5 mm (0.060 in.) and the rotor should be serviced. (In Canada, if any portion of the letters of
"In Canada" are covered, the rotor should serviced.)
It the groove is too narrow for the dime to be inserted, it is not a cause for concern.
High Pedal Effort
Follow Service Manual diagnostic procedures for this condition. Service rotors if they have been recently resurfaced. (The surface finish may be
out-of-specification).
Lightly Rusted Rotors
Light surface rust on rotor braking surfaces is often cosmetic and can be eliminated during a few normal driving stops. Rusting may occur when a vehicle
is not driven for extended periods. Rotors with surface rust on unsold new cars can usually be burnished clean by performing 15 moderate stops from
62-75 km/h (35-40 mph) with cooling time between stops.
Facts About Brake Service
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Original equipment rotor surfaces are ground to ensure smooth finish and parallelism between mounting and friction surfaces. New rotors should not
be resurfaced before installation.
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Improper tightening of wheel nuts can induce lateral runout (distortion of braking surfaces) which will lead to uneven wear. As high spots are worn
down, resulting thickness variation will cause brake pulsation.
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Ensure wheel bearing flange is clean and free of corrosion before installing new rotors. A new essential tool (Kent Moore tool J 42450) will soon be
sent to all dealers. This tool makes it easier to clean corrosion around the wheel studs.
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Always mark the position of rotor on the hub before removal, and reinstall the rotor in the same position.
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Rotors with perceived hard spots or discoloration should not be serviced. These conditions are normal.
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Installation of new rotors does not require pad replacement. Do NOT replace pads unless their condition requires it.
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It is NOT necessary to replace rotors in pairs. Rotors may be serviced individually.
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A TORQUE LIMITING SOCKET OR TORQUE WRENCH MUST BE USED to insure that the wheel nuts are tightened to specification. This
should be done in 3 steps using the star pattern.
1. Snug the nuts down by hand.
2. Using the star pattern and a torque limiting socket or torque wrench, tighten the wheel nuts to about half the final torque.
3. Tighten the wheel nuts to specification using the star pattern and a torque limiting socket or torque wrench.
^
NEVER use lubricants or penetrating fluids on wheel studs, nuts, or mounting surfaces. Wheel nuts, studs, and mounting surfaces must be clean and
dry.
