Hella Pagid 355123142 Vented Disc Brake Rotor 330mm 6x112

The Hella Pagid 355123142 is a vented, one-piece disc brake rotor, and it's the kind of part you want to get exactly right the first time. Brakes aren't where you cut corners. This rotor measures 330 millimeters across the outside diameter, runs a 22 millimeter nominal thickness, and carries a 6 x 112 millimeter bolt pattern with a 68 millimeter hub bore. Those numbers matter. A rotor that's off by even a few millimeters on the hub or the bolt circle won't seat right, and you'll feel it the first time you touch the pedal.

Vented is the important word here. Instead of one solid disc, a vented rotor is two friction faces with cooling vanes cast between them. That gap pulls air through the middle of the rotor as the wheel spins, and it pulls heat out with it. Under repeated hard stops, towing a load down a grade, or stop-and-go traffic on a hot day, a solid rotor bakes and the pads start to fade. A vented rotor keeps its cool longer and holds a more consistent bite. That's why you almost always see vented rotors on the working end of the brake system.

The casting is gray cast iron, which is still the material of choice for a reason. It's dimensionally stable under heat, it damps vibration well, and it wears in a predictable way against a decent pad. Hella Pagid finishes the non-friction surfaces with a zinc coating. That's the dull silver-gray you'll see on the hat, the edges, and the inside of the vanes. It's there to keep surface rust from blooming on the exposed metal, which keeps the rotor looking clean behind an open wheel and stops corrosion from creeping into places that matter. The friction faces themselves ship clean and ready to bed in.

A quick note on how this ships. It's a single rotor. One. Brakes work as an axle pair, so if you're doing the job right you'll order two and replace both sides at once. Mixing a fresh rotor with a worn one on the same axle gives you uneven braking and a car that pulls under hard stops. And while you're in there, plan on fresh pads too. New pads on an old glazed rotor, or an old pad on a fresh rotor, never beds in the way it should.

Installation is straightforward for anyone who's done a brake job, but take your time. Clean the hub face down to bare metal so the new rotor sits dead flat, torque the caliper bracket and any retaining screw to spec, and don't forget to seat the caliper piston back before you fit new pads. Once it's buttoned up, bed the brakes in properly. Run a series of moderate stops from moderate speed to lay an even transfer layer of pad material onto the rotor, then let everything cool. Skip the bed-in and you invite pulsing and uneven wear down the road.

One more thing worth knowing. Every rotor has a minimum thickness, usually stamped right on the hat or the edge casting. That number is the point where the rotor no longer has enough material to shed heat safely, and it's why a badly worn rotor should be replaced rather than machined thin. Starting fresh at the full 22 millimeter nominal thickness gives you the most service life and the most margin before you're back under the car again.

Who's this for? Anyone matching a factory-size vented rotor at this 330 by 22 dimension, the 6 x 112 bolt pattern, and the 68 millimeter center bore. Confirm those three numbers against your vehicle before you order. Bolt pattern, hub bore, and rotor diameter are the make-or-break dimensions. Get them right and this is a clean, direct-fit replacement that'll stop straight and quiet for a long time. Hella Pagid has supplied brake components at the OE level for decades, so you're not gambling on an unknown when you bolt one of these on.