Exactly right.
Where does it mention wear?
Chris
Exactly right.
Where does it mention wear?
Chris
It's generally something you'd do at pad change time? Not much point in fitting new pads to a worn out disc?
No idea, m8. I don't do modern cars, let alone current models.
Oh, I know when to do it. I know how to do it. I know exactly how long it takes. (Especially on a Focus - it was all I owned for 17 years.)
I was just challenging Cursitor Doom's ridiculous assertion that it could be done 'literally in a minute or less'.
FWIW, I change discs every other pad change because regardless of wear limits, by that time the discs are grooved enough to cause some piston knock-back.
Chris
I'm also not your m8.
The odour of troll assails my nostrils - goodbye.
Chris
Where does it exclude failure because wear is the cause, or one of the causes, of the "seriously weakened" disc?
Please note I did *not* state or imply that the threshold for MoT failure was the same as the manufacturer's recommended minimum disc thickness.
Oh, it doesn't. But other contributors to this thread appear to think so.
So you're not an MOT mechanic who also does repairs then? ;-)
Chris
Ah, sorry, missed that angle.
Then go forth and sin no more, my Son. Take up thy dodgy micrometer and dodgy car and walk, mate.
That's my point. Why are garages replacing only pads when they should be doing both bearing in mind there's a markup to be had plus a bit more time?
On some its a nightmare.
Can only be your own BO?
Unless you have Smell-O-Vision of course?
But he's an idiot. ;-)
Same here. I've seen the results of a vented disc breaking up through wear, and don't fancy it for the sake of a few quid.
On a modern car?
Not really. The only discs that I have ever had actual difficulty with changing were: Late transit and Rover 620 (both had inside discs)
Focus are one of the very easiest to change. Why anyone would replace pads alone, on a vaguely modern car, is hard to understand.
Yes - inboard discs are likely to be more difficult to change than those in the wheels.
On my last BMW which had the wear limit engrave on the disc hub, it got through two sets of pads to one disc. All was easy to change with the exception of one bolt on the caliper carrier which wouldn't take a socket with the suspension hanging down. So you had to check the torque setting with the suspension loaded.
Some Mitsubishis have the disc driveshaft side, so the hub has to come off.
Its not a 10 minute job.
For the Transit MK7 the hub has to be pulled out of the carrier too.
You can use long M10 bolts to assist its removal.
Despite being a very young vehicle the bearing carrier was incredibly tight (with rust) to get out.
On the Rover 620 the problem was the drive shaft, it was rusted solid in the spline department, I had to make up a solid plate across the wheel studs, tighten against that and then give it almighty whacks to get it to move, it fought all the way, and the sweat was pouring.
MotorsForum website is not affiliated with any of the manufacturers or service providers discussed here. All logos and trade names are the property of their respective owners.