Rear rotors
Race Director
Joined: Jul 2004
Posts: 12,680
Likes: 329
From: Scottsdale Arizona
Had something to do with the order in which parts were assembled at the factory. It made assembly easier. Nothing to do with function or performance, though if you read Gary's paper on adjusting runout, he does suggest bolting them on. Perhaps the factory had the right idea though I don't believe that they added shims.
Thread Starter
Instructor
Joined: Feb 2008
Posts: 140
Likes: 0
From: Tulsa OK
Thanks for the reply. Removing the Trailing Arms I discovered the PO drilled the drivers side and reinstalled without rivets. Never noticed any problems. Passenger side was never touched. Luckily both TA's came off smoothly.
Race Director
Joined: Jul 2001
Posts: 15,892
Likes: 42
They were riveted together to permit final machining of the rotor face for elimination of runout as an assembly . Also helped with manipulation and installation of the components on the trailing arm.
Once these tasks were completed, the rivets became redundant.
Modern cars have the spindle and rotor machined independantly which avoids the drawback of having to maintain a matched set like on C2 and C3 Corvettes.
Many people make the mistake of scrapping the old rotor, installing a new one and not measuring or correcting the newly created runout problem.
Once these tasks were completed, the rivets became redundant.
Modern cars have the spindle and rotor machined independantly which avoids the drawback of having to maintain a matched set like on C2 and C3 Corvettes.
Many people make the mistake of scrapping the old rotor, installing a new one and not measuring or correcting the newly created runout problem.
Team Owner
Joined: Oct 2004
Posts: 23,831
Likes: 10
From: Springfield MO
St. Jude Donor '07
Tech Contributor
Joined: Aug 1999
Posts: 15,130
Likes: 3,938
From: Connecticut, USA
They were riveted together to permit final machining of the rotor face for elimination of runout as an assembly . Also helped with manipulation and installation of the components on the trailing arm.
Once these tasks were completed, the rivets became redundant.
Modern cars have the spindle and rotor machined independantly which avoids the drawback of having to maintain a matched set like on C2 and C3 Corvettes.
Many people make the mistake of scrapping the old rotor, installing a new one and not measuring or correcting the newly created runout problem.
Once these tasks were completed, the rivets became redundant.
Modern cars have the spindle and rotor machined independantly which avoids the drawback of having to maintain a matched set like on C2 and C3 Corvettes.
Many people make the mistake of scrapping the old rotor, installing a new one and not measuring or correcting the newly created runout problem.
Over time as the car was used the time came for brake service and this is where the hacks took control and made the brakes worse and the owner much poorer without fixing the problem. Many garages, dealers, even vette shops never took the time to correct bearing endplay or rotor runout, instead throwing parts at the problem.
I set runout to under 002 and bearing endplay to 0015-002- I never use O rings, DOT 5 BF, or anything other then shims to dial in the runout and have brakes that work on all my vettes and those I work on.
If you store the car over the winter buy a Motive bleeder and bleed the brakes when you take the car out of storage. You'll have great brakes and will put that extra $700-$1000 in your pocket- or gas tank!
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