is it possible for my brakes to unwarp themselves?

[CasioTech]

I warped my brakes like a year ago and it had that constant pulsating. Suddenly overnight it's almost completely gone!!! I didn't think it could get better, only worse..

 

[jtvang125]

Maybe that wasn't the problem. The symptoms of warp rotors won't just go away without replacing the rotors or getting them turned.

 

[ViviTheMage]

sometimes if they are hot enough and you mash them hard enough they cure themselves!

actually, I think that's just a rumor.

 

[CasioTech]

hmm. I don't think that would work, but who knows.

 

[CasioTech]

Originally posted by: jtvang125
Maybe that wasn't the problem. The symptoms of warp rotors won't just go away without replacing the rotors or getting them turned.

actually my midas guy inspected them with a caliper test and that was the problem.

 

[Apex]

If it "cures itself" then it wasn't a warped brake. It was uneven brake pad deposits on the rotors. You wore them off.

 

[CasioTech]

Originally posted by: Apex
If it "cures itself" then it wasn't a warped brake. It was uneven brake pad deposits on the rotors. You wore them off.

I dunno, it was pretty shaky but it's no surprise if the midas guy lied.

 

[boomerang]

You finally made enough stops in reverse to undo the damage.

 

[Apex]

Originally posted by: CasioTech

Originally posted by: Apex
If it "cures itself" then it wasn't a warped brake. It was uneven brake pad deposits on the rotors. You wore them off.

I dunno, it was pretty shaky but it's no surprise if the midas guy lied.

I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

 

[CasioTech]

Originally posted by: Apex

Originally posted by: CasioTech

Originally posted by: Apex
If it "cures itself" then it wasn't a warped brake. It was uneven brake pad deposits on the rotors. You wore them off.

I dunno, it was pretty shaky but it's no surprise if the midas guy lied.

I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He's Armenian, they tend to be good at fixing cars ;p. They told me it's from running hot brakes through water. I believe that. It didn't go away completely but got better out of the blue.

 

[BaDave]

Hmm never new brake pads left deposits on rotors.You would think the rotors would get thicker as the pads wore. Every rotor i have put a mic on has been thinner than the original thickness.

 

[Apex]

Originally posted by: BaDave
Hmm never new brake pads left deposits on rotors.You would think the rotors would get thicker as the pads wore. Every rotor i have put a mic on has been thinner than the original thickness.

Yep. It happens pretty often. Brake warpage is a myth unless you're talking about incorrect lug nut installation, or poorly machined flanges. It doesn't matter whether we're talking about extreme heat from racing, or water, brakes simply don't warp from usage. Take it from the experts:

http://www.stoptech.com/tech_i...warped_brakedisk.shtml

 

[boomerang]

Originally posted by: BaDave
Hmm never new brake pads left deposits on rotors.You would think the rotors would get thicker as the pads wore. Every rotor i have put a mic on has been thinner than the original thickness.

We went on vacation for two weeks. The car was left at the long term lot at the airport. Winter in Michigan.

In retrospect, I probably should have lightly rode the brake pedal as I went through the lot but I didn't and made a quick stop. The car instantly had a shuddering when braking.

I got home and pulled the RF wheel off (it kinda felt like it was on that corner) and there was a big glob of something kinda welded to the rotor. Whether it was rust or pad material I really couldn't tell. I scraped it off and took a little emery cloth to the remains and the problem was solved. It didn't come off easy.

My thinking, right or wrong is that when they stopped putting asbestos in brake material (and maybe something else along with that) that rusting of brake rotors started becoming a big problem. I think something in the old brake material helped to inhibit the rust formation. Now, most if not all new cars come with ceramic pads.

How many of you had a car that on the first stop from an overnight park would just about throw you into the dash. Subsequent stops were fine. That, I think, was the tweener years before they got their act together. This doesn't happen anymore. At least for me.

But brake shudder is still a problem. My '06 is doing it now and has been since winter. It's annoying.

 

[SETIdude]

Originally posted by: Apex
I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He wasn't incompetent, he was measuring the rotor's thickness variation, which causes brake pulsation.

Thickness variation can be caused by excessive hub flange runout or improper lug torque.

It can also be caused by getting the rotors extremely hot. Seen it myself, many times.

Brake pad material depositied unevenly on the disc? Right. I guess that's why the 'thin spots' in the rotor are thinner than the size of the rotor when it was new? Makes no sense. That website is hardly reputable.

 

[BaDave]

Yup sorry to say but brake pads do not leave deposits on rotors.In my opinion alot of pulsations now a days has to do with poor metal that the use to make the rotors from.I see more an more hot spots and rotors that just rot.My wifes car has rear disc brakes an it only sits over night an is driven daily.The rear rotors are rotting away.

 

[Apex]

Originally posted by: SETIdude

Originally posted by: Apex
I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He wasn't incompetent, he was measuring the rotor's thickness variation, which causes brake pulsation.

Thickness variation can be caused by excessive hub flange runout or improper lug torque.

It can also be caused by getting the rotors extremely hot. Seen it myself, many times.

Brake pad material depositied unevenly on the disc? Right. I guess that's why the 'thin spots' in the rotor are thinner than the size of the rotor when it was new? Makes no sense. That website is hardly reputable.

Show 1 example from a reputable brake manufacturer. Just 1.

 

[1prophet]

Originally posted by: Apex

Originally posted by: SETIdude

Originally posted by: Apex
I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He wasn't incompetent, he was measuring the rotor's thickness variation, which causes brake pulsation.

Thickness variation can be caused by excessive hub flange runout or improper lug torque.

It can also be caused by getting the rotors extremely hot. Seen it myself, many times.

Brake pad material depositied unevenly on the disc? Right. I guess that's why the 'thin spots' in the rotor are thinner than the size of the rotor when it was new? Makes no sense. That website is hardly reputable.

Show 1 example from a reputable brake manufacturer. Just 1.

Several possible reasons that can cause pulsation

Disc Brake Warranty Service and Procedures #00-05-22-002 from general motors

BRAKE PULSATION
Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions:

Thickness Variation Caused by Lateral Run Out (LRO). -- LRO on a brake corner assembly is virtually undetectable unless measured. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800 - 16,000 km (3,000 - 10,000 mi). LRO can be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of pulsation. Again, it usually takes 4,800 - 16,000 km (3,000 - 10,000 mi) AFTER an event for the condition to surface. The owner or driver does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service.

Thickness Variation Caused by Brake Rotor Corrosion -- Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows:
? Cosmetic Corrosion:

? In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary.

? Corrosion -- Pulsation Caused by Thickness Variation (Lot Rot / Low Miles -- 0-321 km (0-200 mi):

? At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage -- 3,200-8,000 km (2,000-5,000 mi):

? In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface, caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage -- 8,000 + km (5,000 + miles) :

? At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below.

 

[Apex]

Originally posted by: 1prophet

Originally posted by: Apex

Originally posted by: SETIdude

Originally posted by: Apex
I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He wasn't incompetent, he was measuring the rotor's thickness variation, which causes brake pulsation.

Thickness variation can be caused by excessive hub flange runout or improper lug torque.

It can also be caused by getting the rotors extremely hot. Seen it myself, many times.

Brake pad material depositied unevenly on the disc? Right. I guess that's why the 'thin spots' in the rotor are thinner than the size of the rotor when it was new? Makes no sense. That website is hardly reputable.

Show 1 example from a reputable brake manufacturer. Just 1.

Several possible reasons that can cause pulsation

Disc Brake Warranty Service and Procedures #00-05-22-002 from general motors

BRAKE PULSATION
Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions:

Thickness Variation Caused by Lateral Run Out (LRO). -- LRO on a brake corner assembly is virtually undetectable unless measured. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800 - 16,000 km (3,000 - 10,000 mi). LRO can be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of pulsation. Again, it usually takes 4,800 - 16,000 km (3,000 - 10,000 mi) AFTER an event for the condition to surface. The owner or driver does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service.

Thickness Variation Caused by Brake Rotor Corrosion -- Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows:
? Cosmetic Corrosion:

? In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary.

? Corrosion -- Pulsation Caused by Thickness Variation (Lot Rot / Low Miles -- 0-321 km (0-200 mi):

? At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage -- 3,200-8,000 km (2,000-5,000 mi):

? In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface,<< caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage -- 8,000 + km (5,000 + miles) :

? At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below.

Notice what the causes were that are listed in your example?

1. Improper lug torque (as I mentioned above).
2. Deposits from the corrosions of the pads (as I mentioned above, and not warping).

If it's real warpage (and, as previously mentioned, it does happen with improper lug tightening, or poor manufacturing of hub/flange surfaces), it wouldn't be able to be fixed by hard braking or cleaning of the surface.

Can you warp brakes by abusing them? Sure, hit em a few times with a sledge hammer. Run the car on the track and leave the parking brake on. Shave the thing down with a sander. Short of abuse, stupidity, or manufacturing defects, it just doesn't happen. Deposits do happen, and are far more prevalent, yet are often misdiagnosed.

 

[1prophet]

Originally posted by: Apex

Originally posted by: 1prophet

Originally posted by: Apex

Originally posted by: SETIdude

Originally posted by: Apex
I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He wasn't incompetent, he was measuring the rotor's thickness variation, which causes brake pulsation.

Thickness variation can be caused by excessive hub flange runout or improper lug torque.

It can also be caused by getting the rotors extremely hot. Seen it myself, many times.

Brake pad material depositied unevenly on the disc? Right. I guess that's why the 'thin spots' in the rotor are thinner than the size of the rotor when it was new? Makes no sense. That website is hardly reputable.

Show 1 example from a reputable brake manufacturer. Just 1.

Several possible reasons that can cause pulsation

Disc Brake Warranty Service and Procedures #00-05-22-002 from general motors

BRAKE PULSATION
Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions:

Thickness Variation Caused by Lateral Run Out (LRO). -- LRO on a brake corner assembly is virtually undetectable unless measured. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800 - 16,000 km (3,000 - 10,000 mi). LRO can be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of pulsation. Again, it usually takes 4,800 - 16,000 km (3,000 - 10,000 mi) AFTER an event for the condition to surface. The owner or driver does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service.

Thickness Variation Caused by Brake Rotor Corrosion -- Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows:
? Cosmetic Corrosion:

? In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary.

? Corrosion -- Pulsation Caused by Thickness Variation (Lot Rot / Low Miles -- 0-321 km (0-200 mi):

? At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage -- 3,200-8,000 km (2,000-5,000 mi):

? In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface,<<< caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage -- 8,000 + km (5,000 + miles) :

? At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below.

Notice what the causes were that are listed in your example?

1. Improper lug torque (as I mentioned above).
2. Deposits from the corrosions of the pads (as I mentioned above, and not warping).

If it's real warpage (and, as previously mentioned, it does happen with improper lug tightening, or poor manufacturing of hub/flange surfaces), it wouldn't be able to be fixed by hard braking or cleaning of the surface.

Can you warp brakes by abusing them? Sure, hit em a few times with a sledge hammer. Run the car on the track and leave the parking brake on. Shave the thing down with a sander. Short of abuse, stupidity, or manufacturing defects, it just doesn't happen. Deposits do happen, and are far more prevalent, yet are often misdiagnosed.

Where do you see the word warp in what I said?, its just a term used because it sounds easier when communicating to people who no nothing about cars than saying brake thickness variation, perhaps rotor distortion would be a better way to describe it.

 

[Vic]

No, it's not possible for brake rotors to unwarp themselves.

If you take both Apex's and 1prophet's arguments together, then they are both correct. Rotors rarely "warp." If they actually did so, they you would notice vibration even when the brakes are not applied (think about it, the pads on either side scarely clearly the rotors but by a few thousandths). What they do is wear unevenly, resulting in a variation of thickness, which is why "turning" the rotors, or grinding off a portion of the surface in order to return them to even thickness, usually fixes the problem. However, you can only turn them once or twice before having to replace the rotors themselves.
More than likely, the OP had some deposits than finally got worn off.

 

[Apex]

Originally posted by: 1prophet

Originally posted by: Apex

Originally posted by: 1prophet

Originally posted by: Apex

Originally posted by: SETIdude

Originally posted by: Apex
I doubt he lied. He was probably merely incompetent. Unless your lugs were torqued on incorrectly, or your hub flanges were machined poorly, it's nearly impossible to warp your brakes. Unfortunately, people, even mechanics, rarely know this.

When he took the measurements of the disk thickness, the extra pad material unevenly deposited across the face cause it to read thicker at some points than others. They incorrectly attribute this to brake disk warpage.

He wasn't incompetent, he was measuring the rotor's thickness variation, which causes brake pulsation.

Thickness variation can be caused by excessive hub flange runout or improper lug torque.

It can also be caused by getting the rotors extremely hot. Seen it myself, many times.

Brake pad material depositied unevenly on the disc? Right. I guess that's why the 'thin spots' in the rotor are thinner than the size of the rotor when it was new? Makes no sense. That website is hardly reputable.

Show 1 example from a reputable brake manufacturer. Just 1.

Several possible reasons that can cause pulsation

Disc Brake Warranty Service and Procedures #00-05-22-002 from general motors

BRAKE PULSATION
Brake pulsation is caused by brake rotor thickness variation. Brake rotor thickness variation causes the piston in the brake caliper, when applied, to "pump" in and out of the caliper housing. The "pumping" effect is transmitted hydraulically to the brake pedal. Brake pulsation concerns may result from two basic conditions:

Thickness Variation Caused by Lateral Run Out (LRO). -- LRO on a brake corner assembly is virtually undetectable unless measured. If the brake corner is assembled with excessive LRO (greater than 0.050 mm (0.002 in), thickness variation will develop over time and miles. Excessive LRO will cause the brake pads to wear the brake rotors unevenly, which causes rotor thickness variation. Pulsation that is the result of excessive Lateral Run Out usually develops in 4,800 - 16,000 km (3,000 - 10,000 mi). LRO can be induced when uneven torque is applied to wheel nuts (lug nuts). Improper wheel tightening after tire rotation, spare tire usage, brake inspection, etc. can be the cause of pulsation. Again, it usually takes 4,800 - 16,000 km (3,000 - 10,000 mi) AFTER an event for the condition to surface. The owner or driver does not usually make the connection between the service event and the awareness of the pulsation. The proper usage of torque wrenches and/or torque sticks (torque limiting sockets) will greatly reduce or eliminate the pulsation conditions after wheel service events. The improper use of impact wrenches on wheel nuts greatly increases the likelihood of pulsation after wheel service.

Thickness Variation Caused by Brake Rotor Corrosion -- Rotor corrosion is another form of thickness variation, which can cause a pulsation concern and can be addressed as follows:
? Cosmetic Corrosion:

? In most instances rotor corrosion is cosmetic and refinishing the rotor is unnecessary.

? Corrosion -- Pulsation Caused by Thickness Variation (Lot Rot / Low Miles -- 0-321 km (0-200 mi):

? At times more extensive corrosion can cause pulsation due to thickness variation. This usually happens when the vehicle is parked for long periods of time in humid type conditions and the braking surface area under the pads corrodes at a different rate compared to the rest of the braking surface area. Cleaning up of braking surfaces (burnishing) can be accomplished by 10 - 15 moderate stops from 56- 64 km/h (35 - 40 mph) with cooling time between stops. If multiple moderate braking stops do not correct this condition, follow the "Brake Rotor Clean-Up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (without rotor flaking / higher mileage -- 3,200-8,000 km (2,000-5,000 mi):

? In some cases, more extensive corrosion that is not cleaned up by the brake pad over time and miles can cause the same type of pulsation complaint due to thickness variation. In these cases, the rotor surface is usually darker instead of shiny and a brake pad foot print can be seen against the darker surface. This darker surface is usually due to build-up, on the rotor material surface,<<<< caused by a combination of corrosion, pad material and heat. To correct this condition, follow the "Brake Rotor Clean-up Procedure" below.

? Corrosion -- Pulsation Caused by Thickness Variation (with rotor flaking / higher mileage -- 8,000 + km (5,000 + miles) :

? At times, more extensive corrosion over time and miles can cause pulsation due to thickness variation (flaking). This flaking is usually a build up, mostly on the rotor material surface, caused by a combination of corrosion, pad material and heat. When rotor measurements are taken, the low areas are usually close to the original rotor thickness (new rotor) measurement and the high areas usually measure more than the original rotor thickness (new rotor) measurement (depending on mileage and normal wear). To correct this condition, follow the "Brake Rotor Clean-up Procedure" described below.

Notice what the causes were that are listed in your example?

1. Improper lug torque (as I mentioned above).
2. Deposits from the corrosions of the pads (as I mentioned above, and not warping).

If it's real warpage (and, as previously mentioned, it does happen with improper lug tightening, or poor manufacturing of hub/flange surfaces), it wouldn't be able to be fixed by hard braking or cleaning of the surface.

Can you warp brakes by abusing them? Sure, hit em a few times with a sledge hammer. Run the car on the track and leave the parking brake on. Shave the thing down with a sander. Short of abuse, stupidity, or manufacturing defects, it just doesn't happen. Deposits do happen, and are far more prevalent, yet are often misdiagnosed.

Where do you see the word warp in what I said?, its just a term used because it sounds easier when communicating to people who no nothing about cars than saying brake thickness variation, perhaps rotor distortion would be a better way to describe it.

You're right, you didn't say the word warped in your example.

None of those things will correct themselves though, unlike brake pad deposits.