Brake Rotor Assembled Lateral Runout Correction

WARNING: This page is about a different car, the 2007 Suzuki XL7. However, it is still accessible from the selected car via links, so may be relevant.

NOTE:

Brake rotor thickness variation MUST be checked BEFORE checking for assembled lateral runout (LRO). Thickness variation exceeding the maximum acceptable level can cause brake pulsation. Refer to BRAKE ROTOR THICKNESS VARIATION MEASUREMENT .
Brake rotor assembled lateral runout (LRO) exceeding the maximum allowable specification can cause thickness variation to develop in the brake rotor over time, usually between 4,800-11,300 km (3,000-7,000 mi). Refer to BRAKE ROTOR ASSEMBLED LATERAL RUNOUT MEASUREMENT .

Review the following acceptable methods for bringing the brake rotor assembled LRO to within specifications. Determine which method to use for the specific vehicle being repaired.

The indexing method of correcting assembled LRO is most effective when the LRO specification is only exceeded by a relatively small amount: 0.025-0.127 mm (0.001-0.005 in). Indexing is used to achieve the best possible match of high spots to low spots between related components. Refer to BRAKE ROTOR ASSEMBLED LATERAL RUNOUT CORRECTION - INDEXING .
The correction plate method of correcting assembled LRO involves the addition of a tapered plate between the brake rotor and the hub/axle flange. The correction plate method can be used to correct LRO that exceeds the specification by up to 0.23 mm (0.009 in). Refer to BRAKE ROTOR ASSEMBLED LATERAL RUNOUT CORRECTION - CORRECTION PLATES .
The on-vehicle brake lathe method is used to bring the LRO to within specifications through compensating for LRO while refinishing the brake rotor. Refer to BRAKE ROTOR ASSEMBLED LATERAL RUNOUT CORRECTION - ON VEHICLE LATHE .

If the assembled LRO cannot be corrected using these methods, then other components must be suspected as causing and/or contributing to the LRO concern.