Hella 355109582 Vented Disc Brake Rotor 288mm 10x112

The Hella 355109582 is a vented, one-piece disc brake rotor cast from gray cast iron and finished with a zinc coating. It measures 288 mm across the outside diameter, 24.90 mm at the nominal friction thickness, and 49.70 mm from the friction face to the mounting flange. The center bore is 65 mm and it uses a 10 x 112 mm wheel bolt pattern. It's sold individually, so if you're doing a full axle you'll want two.

A vented rotor has an air gap cast between the two friction faces. That gap pulls cooling air through the middle of the disc as the wheel turns, which keeps rotor temperatures down when you're braking hard or braking often. That matters on any vehicle carrying weight or running long descents, where a solid rotor would heat-soak and start to fade. The one-piece design means the hat and the friction ring are cast as a single unit, so there's nothing to shift or work loose between them.

The gray cast iron is what gives the rotor its bite and its ability to shed heat. It's the standard material for a reason. The zinc coating on the hat, the vanes, and the outer edges is there to fight surface rust on the parts of the rotor the pads never touch. Bare rotors that sit around will bloom orange within days. The coating keeps the non-friction surfaces looking clean and slows corrosion over the life of the part. The pad-swept faces wear clean on their own the first time you use the brakes.

Fitment comes down to three numbers: the 288 mm diameter, the 65 mm center bore, and the 10 x 112 mm bolt pattern. The 112 mm figure is a common pitch-circle diameter, so the bolt pattern alone won't confirm it fits your car. Check part number 355109582 against your vehicle's application before you order, and confirm the hub bore and diameter match what's on the car now. If the rotor drops over the hub with no slop and the wheel studs line up, you're in the right place.

Installation is straightforward if you've done brakes before. Pull the wheel, unbolt the caliper and bracket, slide the old rotor off, and clean the hub face down to bare metal so the new rotor seats flat. Any rust or crud on the hub face will read as runout and give you a pulsing pedal. Wipe the protective film off the new rotor's friction faces with brake cleaner before you mount it. Torque the caliper bracket and the wheel to the vehicle's spec, then bed the pads in with a series of moderate stops before you lean on them hard.

At 24.90 mm nominal thickness, this rotor doesn't leave much room for resurfacing, so most techs run it as a replace-not-machine part. Measure the thickness against the minimum stamped on the old rotor before you decide to reuse or turn anything. When you replace one side, replace the other on the same axle so both corners brake evenly. And fresh rotors deserve fresh pads. Glazed or worn pads won't seat properly against a new surface and you'll lose braking feel.

One more thing worth saying about any cast-iron rotor: heat is the enemy, and so is uneven clamping. Over-torquing the wheel lug nuts, or torquing them in the wrong order, can distort a fresh rotor enough to feel it through the pedal. Use a torque wrench, work in a star pattern, and bring all the fasteners up evenly. Do that and a vented one-piece rotor like this one will run true for a long time.

Who's it for? Anyone replacing a worn or scored rotor who wants a straightforward cast-iron unit that matches the original dimensions. The 288 mm diameter and 24.90 mm thickness describe a mid-size disc, the kind you'll find on a range of passenger vehicles rather than a heavy truck. It ships as a single rotor with no pads, hardware, or sensors in the box. Match it by part number and you'll get a direct, no-surprises replacement.