Hella Pagid 355122641 Vented Front Brake Rotor, 330 mm

This is a Hella Pagid front disc brake rotor, part number 355122641. It's a vented, one-piece casting measuring 330 mm across, 24 mm thick, with a 67 mm center bore and a 6 x 112 mm bolt circle. If you're replacing worn or warped rotors and you want a direct-fit iron disc that goes on and gets forgotten, this is the kind of part that does exactly that.

The vented design is the important bit. Instead of one solid slab of iron, the braking surface is split into two faces with cooling vanes cast between them. Those vanes pull air through the center of the rotor as the wheel turns, and that airflow carries heat away from the pad contact area. Heat is what kills braking performance. When a rotor can't shed it fast enough, the pads start to fade and the pedal goes soft on a long downhill or after a few hard stops. A vented rotor this size is built to keep its cool on heavier vehicles and spirited driving.

It's a one-piece casting, so the hat and the braking ring are a single piece of gray cast iron. No hardware to fail, nothing to work loose between the two sections. Simple and predictable. Gray cast iron is the standard material for street brake rotors because it handles heat well, machines cleanly, and grips the pad the way the pad expects.

Now the coating. This rotor comes zinc-coated, which matters more than people give it credit for. Bare cast iron flash-rusts the moment it meets damp air, and a rotor bolted to a car that's parked outside will show orange surface rust fast. The zinc layer keeps the hat, the vanes, and the edges from corroding, so the parts you don't wipe clean every drive stay looking right and don't scale up over the years. The pad wipes the friction face clean on the first few stops. The rest stays protected.

Fitment is where you need to pay attention. The 6 x 112 mm bolt pattern and 67 mm center bore point to European platforms, and the 330 mm diameter puts it on the larger sedans and SUVs in that family rather than a compact. That's a guide, not a guarantee. Rotor diameter and thickness have to match your caliper and your car exactly, so confirm part number 355122641 against your specific vehicle and year before you order. Don't go by the wheel pattern alone. A rotor that's a few millimeters off in diameter or thickness won't seat right in the caliper, and that's a safety part you don't want to guess on.

A couple of numbers worth knowing before it shows up. The 45.2 mm figure is the overall height of the rotor, the hat depth plus the braking ring, which sets how far the disc stands off the hub face. The 24 mm thickness is the new, full-spec dimension. Every rotor has a stamped minimum thickness it can wear down to before it has to be replaced, so once these are on, that's the number your shop measures against at future brake jobs. Because it's a fresh casting at full thickness, you're starting with the whole service life ahead of you.

On installation, replace rotors as an axle set, both sides at once, even if only one looks bad. Uneven rotor thickness side to side makes the car pull under braking. Fresh rotors want fresh pads, and fresh pads want a proper bed-in, a series of firm stops from moderate speed to lay an even transfer layer of pad material onto the disc. Skip that and you invite vibration and hot spots down the road. Before the rotor goes on, wipe the friction surfaces with brake cleaner to strip the protective film, then torque the caliper bracket and wheel to your vehicle's spec. This is sold as a single rotor, so order the quantity you need for the axle.

It's an honest replacement disc for a daily driver or weekend car. It isn't a drilled-and-slotted track piece, and it doesn't pretend to be. If you want a straightforward, corrosion-resistant iron rotor that brings back the braking your car had when it was new, that's what this is. Confirm the fitment, put it on in pairs, and get back on the road.