Hella Pagid Rear Brake Rotor 300mm | Mercedes C-Class

The Hella Pagid 355114212 is a rear disc brake rotor built for the Mercedes-Benz C-Class W204 platform. That covers the C300 sedans from 2008 to 2011 and the C250 sedans from 2012 to 2014. If your rear brakes are pulsing under light pedal pressure, or you've put a gauge on the old discs and found them past spec, this is a direct replacement that bolts right on with no modification.

When do rear rotors like these come up? Usually it's mileage. Pads wear, the discs thin out, and eventually you feel it, a shimmy in the pedal, a light grind, or a parking brake that doesn't hold on a hill the way it used to. The W204 uses a drum-in-hat parking brake at the rear, so a correctly sized rotor hat keeps that system working right too. Catching it at a normal pad interval keeps a simple job from turning into a bigger one.

Hella Pagid isn't a name you'll see on TV, but it's well known in European service bays. The brand builds braking parts to original-equipment fit and finish, so a rotor like this drops in without the guesswork you sometimes get with bargain discs. The 67mm center bore, the 57.5mm overall height, and the mounting pattern all match what came off the car, so your caliper lines up and you won't be chasing spacers or clearance problems.

It's a solid, one-piece casting, not a vented rotor, and that's exactly right for the rear of this chassis. The rear brakes on the W204 do less of the heavy work than the fronts, so a solid disc back there saves weight without giving up the stopping power you need. The material is gray cast iron, the same proven stuff that's been under cars for decades. It sheds heat predictably and machines cleanly if a shop ever needs to true it.

The disc measures 300mm across the friction face with a 10mm nominal thickness. What sets it apart from a plain replacement is the zinc coating, and that matters more than it sounds. The parts of a rotor the pads never touch, the hat, the outer edge, the center, are the parts that flash-rust within days of a rain. That orange bloom looks rough through an open wheel, and over time it can seize the rotor to the hub and turn your next brake job into a fight. The zinc keeps those surfaces clean.

Rotors wear in pairs, so plan on doing both sides. This part is sold as a single rotor, which lets you buy exactly what your job needs, but a worn left rotor means the right one isn't far behind. Fresh rotors also want fresh pads. Running old, glazed pads against a new disc is the quickest way to get noise and uneven wear, so we'd pair these with a new set of rear pads and take the time to bed everything in properly before you lean on the brakes.

Know your numbers before you cut corners. The minimum, or discard, thickness for this rotor is 8.3mm. Once a disc wears below that, it can't handle heat the way it should, and it's no longer safe to resurface. A quick pass with a micrometer tells you where you stand. And if you're already this deep into the rear brakes, replacing rather than machining is usually the smarter call on a car with real miles on it.

Installation is a standard rear rotor job on the W204. Caliper off, carrier off if you're doing pads too, old rotor off, hub face cleaned down to bare metal, new rotor on, then torque to spec. Take the extra minute to wire-brush any rust or scale off the hub before the rotor seats, because even a thin layer there causes runout and a pulsing pedal a few thousand miles later. It's a straightforward part for a shop or a confident DIYer with a jack, stands, and a torque wrench. It won't turn your C-Class into a track car, and it isn't trying to. It's a correct-fit, corrosion-protected rear rotor that gets your brakes feeling the way they should.