O’Reilly Unveils BrakeBest Select Pro Pads and Rotors
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By Counterman
It’s a question – and answer of many factors. One to keep in mind is why this is a common question. It’s because decades ago, we always resurfaced rotors and only replaced them when they had been resurfaced too many times. Why did this concept change? Let’s start by looking at rotor resurfacing, a process typically referred to as “turning” the rotor. Turning is the general name of the machining process where a workpiece is rotated against a fixed cutting tool. In the case of a rotor, any surface irregularities, including any grooves formed from normal service and also any rust or pitting, can be removed by this machining process.
In addition to surface condition, rotors often suffer from different forms of distortion. Lateral runout is the side-to-side movement of a rotor, measured with a dial indicator while rotating it by hand. Parallelism is the thickness of a rotor measured at multiple spots around the circumference for comparison. When describing this to a customer, we generally use the basic term of “warped” rotor. These conditions will cause a vibration during braking, and, in some cases, just driving at higher speeds.
Either one can be caused by normal wear or by incorrect mounting or installation of the rotor and wheels. Customers know what it means to have a warped rotor because of the symptoms, but few of them care about the technical terminology or reasons. They just want it fixed. Turning a rotor will correct these problems as long as an underlying cause, such as incorrect rotor installation has been addressed.
Turning a rotor involves several steps, the first of which is measuring it to determine if it will still be above the minimum thickness afterward. In most cases, the minimum thickness is cast or stamped into the rotor, but often it’s rusty and difficult to find, so we generally must look up the specification in service information.
Typically, when you turn a rotor, you’re going to remove a total of about .015 in. to .020 in. (15 to 20 thousandths of an inch) of material. It may be less on a clean rotor, or more on a rusty, pitted or warped one. After measuring the thickness of the rotor and assessing the condition, you’ll know whether you’ve got plenty of material left to turn it, or whether it’ll be too thin when you’re done.
If you determine the rotor can be turned, the next step is to remove it from the car and mount it on the brake lathe. This is where the type of rotor, hubbed or hat, starts to become part of the equation. Hat rotors require a thorough cleaning and rust removal from the mounting surface to ensure they seat properly when mounting on the brake lathe spindle. The mounting surfaces for a hubbed rotor are the wheel bearing races, from which you can just wipe away the excess grease for quick and easy mounting.
When the turning is complete and you’ve taken a final measurement to ensure the rotor is still at or above minimum thickness, the next step is to put a non-directional finish on the brake rotor, which aids in proper break-in of the brake pads. The most popular method is to use an angle-grinder with a cleaning disc, and it literally only takes a few seconds per side.
The final step includes washing the rotor in a mild soap and water solution. Though not visible, small metal particles remain on the rotor after turning, and these particles will embed themselves in the pad and prevent an effective “break-in.” Washing the rotor removes these particles. Hubbed rotors will require removing all the old grease, since a wheel bearing clean and repack is a normal part of this service.
If this sounds like a lot of work, for a technician it quickly becomes routine and many of us enjoy the process, but it does take time, which plays another part in answering the question.
There was a time when the hum of a brake lathe was almost as constant as the ticking of the clock on the shop wall, but this was also primarily in the days of the hubbed rotor. Hubbed rotors, so-called because they were cast as a large one-piece unit consisting of the outer ring and an integrated center hub to house the wheel bearings, were big, heavy and expensive. But they lasted a long time, because they could be turned and reused multiple times before they were too thin to put back in service. The expectation of customers during this era was that their rotors would be “turned” during brake service. Even with the additional cost of labor, it was still far more expensive to replace them.
Hat rotors earned their name due to their similar look to a formal top hat. They have no integrated hub to locate wheel bearings. As the hat rotor slowly became the predominant rotor in use, many other changes were taking place in the automotive industry. New auto parts stores were opening up to meet the demands of the increasing number of cars on the road, and parts were being manufactured overseas. Price competition was high, and the more parts that were produced (hat rotors included,) the less expensive they became.
At the same time, technician salaries were increasing, and suddenly, the labor cost to turn rotors was increasing. Then, there was the process of turning the rotors. It can be done wrong as easily as it can be done right. Traditional hubbed rotors were very heavy, and as a result easier to turn because the weight inherently reduced vibration and mounting them on the lathe was easy and straightforward.
Two things kill a rotor when turning it. One, vibration, and two, incorrect mounting. Guess what? You probably figured this, hat rotors are lightweight, so it’s much more difficult to prevent vibration and they are commonly mounted incorrectly on the lathe. Most of this happens because of incorrect training, or simply a shop not having the proper lathe adapters, or both, but that subject can be reserved for a whole different article.
The trouble involved with turning hat rotors was sort of a nail in the coffin for the whole process. In today’s shops, you rarely hear the sound of a brake lathe. A good majority of the rotors that are scrapped could, in reality be turned and returned to service. But a new set of rotors is less expensive than the labor to resurface an old set (hubbed rotors being the exception). Factor in the reality that they quite possibly could be machined incorrectly causing a comeback, and it doesn’t make as much sense to turn them.
Replacing them is quicker, a shop makes money on the parts, technicians make more money on labor, and they can get onto the next job quicker. Techs and shops like these factors.
The bottom line is hubbed rotors are often the only ones we can justify resurfacing when you compare cost versus time. But your customer may not care about all these technicalities. They likely just want a quick answer about replacement. Here’s an easy approach: Due to the critical importance of breaking in new pads, which relies on the surface of the rotor, any time you are replacing pads, the rotors should be replaced as well, unless it makes economic sense to turn them. And, that’s the key. Economics. With any rotor problems, unless it makes economic sense to resurface, replacing them is the answer that most will choose.
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By Counterman
link hidden, please login to view has joined the Diesel Pro Network, the AAM Group’s newest specialty marketing program designed for diesel-focused jobbers. Diesel Pro Network support
The
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Jobbers throughout Tri-State’s distribution footprint will gain access to:
Diesel-focused aftermarket websites. Ready-to-use social media content. In-store product videos via N-Store TV. Participation in the Keys to Ride sweepstakes. Network Expansion
This move marks an expansion for the
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By Counterman
At
link hidden, please login to view in Beckley, West Virginia, the phones rarely stop ringing. Behind the counter, Rob Mills is juggling three orders, a text from a local garage and a dealership on hold about a hard-to-find filter. In other words, there’s not a whole lot of quiet and calm. Thankfully, Rob Mills is both of those things.
His steady presence, matched with a tireless work ethic and unmatched dedication to customers, earned Mills the title of 2025 WIX Filters Counter Professional of the Year, presented at AAPEX 2025 in Las Vegas. The award, presented each year by aftermarketNews and Counterman, recognizes the aftermarket’s top counter pros.
Starting from Scratch
Mills’ career didn’t begin with a lifelong love of cars. It began with opportunity and a willingness to learn.
“I got hired as an assistant manager at my first parts store, and I’ll be honest – I didn’t even know what a spark plug was,” Mills recalled with a laugh. “So I went out and bought a manual for my car, started reading and learned from everyone around me.”
That curiosity turned into commitment. He studied vehicle systems, asked questions and made a point to understand not just what customers needed, but why they needed it. The more he learned, the more he loved the process. “I didn’t want to be the one holding up the job,” he said. “Getting the right part the first time … that became my goal.”
Over nearly three decades in the aftermarket, Mills developed a reputation for accuracy and reliability. He learned to read between the lines of a customer’s request, ask the right questions and anticipate the next step in a repair.
Building Trust One Call at a Time
Mills’ official title is Commercial Parts Professional, but the job description tells only part of the story. His customers, from one-bay garages to major dealerships, see him as a partner in their success.
He estimates that he handles hundreds of calls a day. Each one matters. “It’s about helping them make money, too,” Mills said. “If I can get them the right parts fast, they can get the job out, keep the customer happy and keep the doors open. That’s what this business is about.”
He doesn’t shy away from difficult situations. “We had a shipment mix-up once,” said James Akers, area sales manager for Fisher Auto Parts. “A customer’s engine got docked two states away, and it was supposed to take three days to fix. Rob worked out the logistics and had it there in seven hours. That’s just who he is – if something goes wrong, he fixes it before anyone even knows.”
That level of service means customers rarely shop on price. “They don’t ask what it costs,” Akers added. “They just call Rob because they know he’ll take care of them.”
For Mills, it’s all about relationships. “You have to find what makes people tick,” he said. “Some want the part fast, some want to talk through the issue. You’ve got to know your people – dealers, shops, fleets – and treat them all with respect.”
Adapting to a Changing Industry
After three decades, Mills has seen the aftermarket evolve through every imaginable change – from carburetors to computer modules. He’s not intimidated by it.
“You have to stay current,” he said. “We do training all the time – classes through Fisher and Federated, supplier programs like Standard Motor Products or turbo training. I read a lot. You can’t stop learning.”
He’s also quick to adapt his communication. Many of his customers now text him directly or send photos of parts and VINs to verify applications. “Technology helps a lot,” Mills said, “but the personal side is still what matters most.”
Akers agreed. “What separates Rob is that he combines old-school service with modern tools,” he said. “He can look up a complex OE code while talking a customer through diagnostics – and he makes it look easy.”
That mix of knowledge and empathy helps him navigate one of the industry’s biggest challenges: complexity. “There are so many variations now – different engines, trims, options – you can’t assume anything,” Mills said. “That’s why I always double-check. I’ll call a dealer, confirm a VIN, do whatever it takes to make sure it’s right.”
Leading by Example
As much as Mills is known for his customer service, he’s equally respected for his influence inside the store.
“Rob’s a natural mentor,” Akers said. “When new counter pros come in, I want them working near him. They learn just by watching – how to talk to customers, how to stay calm, how to solve problems instead of creating them.”
That mentorship has produced measurable results. “We’ve had employees move up in other stores and markets because they learned from Rob,” Akers said. “He’s helped shape some of our best team members.”
Mills doesn’t seek the spotlight. He says he just wants to help. “I had people help me early on,” he said. “It’s only right to give that back. If someone wants to learn, I’ll teach them everything I know.”
It’s a humble approach that’s earned him universal respect. “In all the years we’ve worked together,” Akers added, “I’ve never had to fix a customer problem behind Rob. He takes care of it – always.”
Family, Fishing and Finding Balance
For all his dedication to work, Mills says life outside the store keeps him grounded. He and his wife, Leigh Ann, have two children and three grandchildren, and weekends are often spent with family – or out on the water.
His favorite pastime is bass fishing, sometimes in local tournaments. “It’s kind of like being behind the counter,” he said. “You’ve got to figure out what’s going to work that day. Patience, persistence – you try, adjust and try again until you get it right.”
That same mindset drives him at work. “You might spend all day chasing a part number or helping a customer figure out a tricky job,” Mills said. “When it finally comes together, that’s the reward.”
“He loves his family, he loves to fish, but he also loves helping people,” Akers said. “That’s the thing about Rob – he genuinely cares about everyone around him.”
Recognition and Reflection
Pictured from left: Fisher Auto Parts COO David Reid; Fisher Auto Parts President Herb Godschalk; Federated Auto Parts CEO Sue Godschalk; Leigh Ann Mills; Rob Mills; MANN+HUMMEL CEO Kurk Wilks; and MANN+HUMMEL Chairman Thomas Fischer. When Mills got the call notifying him of the award, he didn’t believe it. “I thought it was a spam call,” he joked. “Once I realized it was real, I was shocked – and thrilled. I work hard, but I never expected something like this.”
He and Leigh Ann received an all-expenses-paid trip to Las Vegas for AAPEX 2025, where he was recognized during the AWDA luncheon and later presented with the award at the AMN/Counterman Counter Professional of the Year reception.
Counterman Managing Editor Jeff White poses with Rob Mills. “It’s a huge honor,” Mills said. “I just try to do my best every day. To be recognized by WIX Filters and Counterman – it means a lot.”
Akers, who nominated him, said the recognition couldn’t have gone to a better person. “Rob represents what this industry is all about – hard work, honesty and taking care of people,” he said. “He’s proof that great counter professionals don’t just sell parts – they build relationships that last decades.”
Mills with wife Leigh Ann at the Counter Professional of the Year reception. Three decades after opening that first repair manual, Mills has become the kind of professional he once looked up to.
“I still love it,” he said. “I love helping people, solving problems and knowing I made somebody’s day a little easier.”
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By Counterman
link hidden, please login to view unveiled its new line of XTRA Ceramic Severe Duty Brake Pads at AAPEX. Brembo Severe Duty, available early 2026 in the United States, Canada and Mexico, is an ideal solution for pickup trucks, SUVs, commercial vehicles and police vehicles facing extreme environments and demanding driving conditions, the company noted. The new Severe Duty will launch with 52 part numbers, covering trucks, vans and SUVs from most automakers. Key applications include Ford F-150 & Super Duty, Chevrolet Silverado, GMC Sierra, Ram 1500 & Ram HD, Nissan Titan, Toyota Tundra, Chevrolet Tahoe & Suburban, GMC Yukon, Ford Expedition, Jeep Wrangler, Ford Explorer & Taurus Police Interceptor, Mercedes Sprinter, Ford Transit and Chevrolet Express.
The pads use a copper-free ceramic compound for safe, consistent braking performance. Brembo said it subjected the new Severe Duty Pads to several SAE-certified instrumented tests to validate performance. According to Brembo, when compared to the equivalent OE pad, Brembo Severe Duty displayed:
18% better stopping performance; 10% improvement in fade resistance; 33% noise reduction in noise; and 13% improvement in wear resistance. “Brembo Severe Duty is the perfect solution for customers that demand ‘XTRA’ braking solutions that can withstand the toughest driving and environmental conditions,” said Greg Tackett, vice president aftermarket Americas. “Whether you’re a police officer in the line of duty or towing through extreme conditions regularly, Brembo’s renown global quality and unparalleled performance has now changed the game in the popular Severe Duty category.”
For fleet applications, Brembo Severe Duty can help police fleets or commercial vehicles with enhanced safety and durability in heavy brake use. Severe Duty is also a great solution for SUV or truck drivers who tow regularly, delivering reduced fade and greater safety. The ceramic compound also delivers quiet, vibration free comfort with low dust output.
Brembo Severe Duty joins the XTRA product line, which is for drivers seeking a solution with enhanced performance and design. Severe Duty pads will feature a silver backing plate and Brembored shim.
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By Counterman
link hidden, please login to view unveiled its new line of XTRA Ceramic Severe Duty Brake Pads at AAPEX. Brembo Severe Duty, available early 2026 in the United States, Canada and Mexico, is an ideal solution for pickup trucks, SUVs, commercial vehicles and police vehicles facing extreme environments and demanding driving conditions, the company noted. The new Severe Duty will launch with 52 part numbers, covering trucks, vans and SUVs from most automakers. Key applications include Ford F-150 & Super Duty, Chevrolet Silverado, GMC Sierra, Ram 1500 & Ram HD, Nissan Titan, Toyota Tundra, Chevrolet Tahoe & Suburban, GMC Yukon, Ford Expedition, Jeep Wrangler, Ford Explorer & Taurus Police Interceptor, Mercedes Sprinter, Ford Transit and Chevrolet Express.
The pads use a copper-free ceramic compound for safe, consistent braking performance. Brembo said it subjected the new Severe Duty Pads to several SAE-certified instrumented tests to validate performance. According to Brembo, when compared to the equivalent OE pad, Brembo Severe Duty displayed:
18% better stopping performance; 10% improvement in fade resistance; 33% noise reduction in noise; and 13% improvement in wear resistance. “Brembo Severe Duty is the perfect solution for customers that demand ‘XTRA’ braking solutions that can withstand the toughest driving and environmental conditions,” said Greg Tackett, vice president aftermarket Americas. “Whether you’re a police officer in the line of duty or towing through extreme conditions regularly, Brembo’s renown global quality and unparalleled performance has now changed the game in the popular Severe Duty category.”
For fleet applications, Brembo Severe Duty can help police fleets or commercial vehicles with enhanced safety and durability in heavy brake use. Severe Duty is also a great solution for SUV or truck drivers who tow regularly, delivering reduced fade and greater safety. The ceramic compound also delivers quiet, vibration free comfort with low dust output.
Brembo Severe Duty joins the XTRA product line, which is for drivers seeking a solution with enhanced performance and design. Severe Duty pads will feature a silver backing plate and Brembored shim.
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