Brake Pads · Discs · Calipers · Wear Sensors · EPB
One place for brake pad replacement, disc diagnosis and repair. We measure pad and disc condition, check calipers and sensors, then explain whether the car needs pads, disc skimming, replacement or no parts yet.
Pad thickness check · Disc thickness & runout · Skim or replace assessment · Wear sensors · Caliper service · EPB diagnostics. Inspection and written estimate before repair
25,255+ Cars Serviced · 10 Years Experience · 4.8 ★ 1,417+ Reviews · 1-Year Warranty
Metre Per Second — Premium Car Service and Repair brings brake pad and brake disc work together in one Hyderabad brake-repair service. A squeal, grinding sound, steering shudder or warning light can come from different parts of the system, so we inspect before recommending parts.
Metre Per Second — Premium Car Service and Repair is Hyderabad's dedicated brake specialist for European and premium cars. A brake-pad change is the one job most garages get wrong: they fit a generic ECE-R90 puck, skip the wear sensor, never touch the caliper, and push the rear piston back with a C-clamp — wrecking the electronic parking brake motor. We do it the OEM way, on the manufacturer's own scan tools, so your brakes stop the way the factory intended.
Brake pads are a precision friction system, not a commodity part. A 2.0 TDI Skoda Superb needs a low-met European compound; a hybrid Toyota Camry needs ceramic NAO; a Volvo XC60 with iBooster needs an integrated sensor and a VIDA reset. Fit the wrong compound and you get squeal, blue-glaze on the disc, brake judder and a 60% drop in stopping power above 100 km/h. Our technicians match the right pad, sensor and fluid to your exact model every time.
Metre Per Second — Premium Car Service and Repair is Hyderabad's dedicated brake-disc workshop. While general garages 'change pads on warped discs and hope', we begin every job with a digital-micrometer reading at 8 points around each disc face and a dial-gauge runout test on the hub — so we can tell you honestly whether your disc should be skimmed, replaced or left alone, and you only pay for the work the car genuinely needs.
A brake disc fails in two ways: it thins below the etched MIN THICKNESS (typically 22–24 mm front, 8–10 mm rear) until it can no longer dissipate heat, or it develops disc thickness variation (DTV) and runout (warp) that you feel as steering-wheel shudder under braking. Each demands a different fix — lathe skimming, OEM replacement, or caliper service — and our technicians measure first so the correct one is done, not guessed.
The right repair depends on the exact vehicle, axle, brake package and measured condition. We check the friction material, disc thickness against its marked minimum, disc runout, caliper movement, wear sensors and electronic parking-brake requirements, then share the findings and estimate before work begins.
Front and rear pads matched to your car's friction rating — low-met for European, ceramic NAO for Toyota — using Brembo, Textar, Pagid, ATE, Akebono or Bosch OE-supplier compounds, shown to you in the sealed box before fitment.
New OEM wear sensors fitted per axle on Audi, BMW, Mercedes, VW and Skoda (integrated sensors on Jaguar/Land Rover/Volvo iBooster), so you never get a false 'open circuit' fault or ABS-module error after a wet drive.
Electronic parking brake put into Service Mode and back via VCDS / ODIS (VAG), ISTA+ (BMW), XENTRY (Mercedes), SDD / IDS (JLR) and VIDA (Volvo) — never a C-clamp that breaks the EPB motor (₹18,000–42,000 to replace).
Guide pins extracted, bores wire-brushed, dust boots inspected and re-greased with high-temperature ceramic anti-seize, pistons rewound with the correct rotational tool — so a sticking caliper never eats your fresh pads in 8,000 km.
Fresh DOT 4 LV (VAG), DOT 4 Class 6 (BMW/MB) or OE-spec fluid (JLR/Volvo) pressure-bled at the worked corner, boil-point tested before sign-off — included on every pad job, never an upsell.
On-car Pro-Cut disc skim when we measure disc thickness variation (DTV), OE anti-squeal shims refitted, then a structured bedding-in run so new pads couple cleanly to the disc and never squeal or judder.
8-point digital-micrometer reading for disc thickness variation (rejection above 0.02 mm) and a hub-mounted dial-gauge runout test (threshold 0.05 mm) on every corner — the measurement that decides skim, replace or pads-only.
Pro-Cut on-car brake lathe machines the disc while still mounted to the hub, eliminating hub-register runout that bench skimming can't fix — restoring serviceable discs above 60% thickness for a fraction of replacement cost.
Vented, drilled-and-slotted and solid discs fitted only from OEM suppliers — Brembo, ATE, Pagid, Textar and Bosch — matched to factory metallurgy and shown to you in the sealed OE box at handover.
AMG GT, M5 CS, RS6 Performance and Range Rover Sport SVR floating discs with aluminium hats — we replace the friction ring where possible to save the cost of a full disc, fitted with Brembo or Akebono components.
Guide-pin clean, bore de-rust, dust-boot inspection, ceramic anti-seize and proper piston rewind, plus electronic parking-brake reset via the OEM scan tool (VCDS / ODIS / ISTA+ / XENTRY / SDD / VIDA).
Every disc job includes fresh OEM-supplier pads, new wear sensors, anti-squeal shims, a 4-corner DOT 4 LV / Class 6 fluid bleed and a 30 km Hyderabad bed-in so the new disc never starts life with DTV.
Brembo, Textar, Pagid, ATE, Akebono and Bosch — the same brands that supply the factory pads. No unbranded 'ECE-R90' generics that squeal, glaze the disc and cut stopping power. Every pad shown to you in its sealed OE box.
We have VCDS, ODIS, ISTA+, XENTRY, SDD/IDS and VIDA on the bench, so rear electronic parking brakes are always put into Service Mode — never the C-clamp that breaks the EPB motor.
Fresh DOT 4 LV / Class 6 pressure-bled and boil-point tested on every pad job, free — so hygroscopic fluid never boils under hard braking and drops the pedal to the floor.
Every disc micrometered against MIN spec and runout checked with a dial gauge. We share the readings with you and only recommend disc work when the numbers genuinely demand it.
Doorstep collection across KPHB, Kukatpally, Madhapur, Gachibowli, Hi-Tech City, Banjara Hills, Jubilee Hills and Kondapur.
Every pad job is backed by a 12-month / 20,000 km warranty against early wear, judder, squeal and sensor failure — with free re-bedding if the pedal ever isn't right.
Our Pro-Cut on-car lathe skims the disc on the hub, removing runout bench skimming can't. Skimming at ₹2,500–4,500 a disc saves a full replacement on serviceable rotors.
Brembo, ATE, Pagid, Textar and Bosch matched to factory metallurgy — never unbranded 'ECE-R90' discs that warp inside 8,000 km. Every disc shown in its sealed OE box at handover.
8-point micrometer DTV and dial-gauge runout on every corner. We prove whether you need a skim, a replacement or nothing — and share every reading with you.
A disc without fresh pads, new sensors and a fluid bleed kills the new disc in months. We include all three on every disc job at no extra labour — only parts are added.
12 months on discs against warping, cracking and DTV (with our bedding-in), plus a verified 30 km bed-in road test before sign-off.
A KPHB → Hi-Tech City commute involves 60–90 brake applications — 6× more brake cycles per km than highway driving. City pads need changing at 25,000–40,000 km; the same pads last 60,000+ km on the highway.
Generic NAO 'aftermarket' pads fitted to a 2.0 TDI Superb or BMW X5 30d give squeal, blue-glaze and reduced high-speed stopping power. The compound must match the caliper — low-met for European, ceramic for Toyota.
A sticky piston or corroded guide pin holds the pad against the disc even when you're off the brake — the inner pad wears 4× faster, the disc develops a hot-spot ring, and the pad cooks on a long drive.
Hyderabad's June–September rains drive water into the guide-pin bores and onto wear-sensor wires. Corroded pins seize the slider; corroded wires throw 'open circuit' faults that only clear with a new sensor.
A hard stop on cold pads transfers uneven friction material onto the disc, creating disc thickness variation (DTV) — felt as steering shudder and pedal pulsation that returns in 1,500 km if you just refit pads.
DOT 4 absorbs 3–4% water by year two in Hyderabad humidity. Above 3% water the boil point drops below 200°C, and a hard stop from speed can boil the fluid at the caliper — sending the pedal to the floor.
New pads released onto a cold disc and held under heavy braking transfer friction material in patches — the start of DTV. Skipping the OEM bed-in gives you shudder from day one.
A piston that won't retract or a corroded guide pin holds the pad against the disc constantly, cooking one face into a hot-ring with blue heat-tint and rapid inner-pad wear.
Cheap unbranded discs with the wrong cast-iron carbon content warp inside 8,000 km in Hyderabad heat. OEM-spec Brembo / ATE / Pagid discs last 60,000–100,000 km.
Pads run to the backing plate cut deep scoring grooves over 0.5 mm into the disc face, reducing pad contact area, stopping power and forcing a skim or replacement.
Extended hard braking on downhill ghats, towing or track use cracks the disc at the cooling-vane mouths. These cracks propagate under further heat cycles — replace, never skim.
Cars parked for weeks develop a rust ring on the disc face that scores the pad and causes pulsation — common on low-mileage and hybrid cars with regen-heavy braking.
Book the change when the warning light or squeal-tab triggers (≈3 mm left). Running pads to the backing plate grinds the disc and turns a pad job into a disc job.
Match the friction compound to your car — low-met for European, ceramic NAO for Toyota. The right pad bedded in correctly does not squeal or glaze the disc.
Clean and ceramic-grease the guide pins on every pad change past 50,000 km so a sticking slider never wears the new pads unevenly.
Replace brake fluid every two years with fresh DOT 4 LV / Class 6 to keep the boil point above 220°C and the pedal firm in hard stops.
Avoid hard stops on freshly fitted cold pads for the first 200 km. A structured bedding-in run prevents DTV, judder and squeal from day one.
Measure disc thickness and runout at every pad change — catching DTV early lets a quick skim save the disc instead of replacing it.
Insist on a proper bedding sequence — moderate stops then a hard stop and cool-down — so friction material lays down evenly and DTV never starts.
Use Brembo, ATE, Pagid, Textar or Bosch discs matched to factory metallurgy — they resist Hyderabad heat far better than unbranded rotors.
Clean and lubricate guide pins and de-rust the bores whenever discs are changed so a sticking caliper never cooks the new rotor unevenly.
Change pads at the wear-sensor warning, not after metal-on-metal grinding has carved grooves into the disc that demand a skim or replacement.
If the car sits for weeks, take it for a short drive with a few firm stops to keep the disc face clean and free of rust rings.
An annual micrometer + runout check catches thinning discs and early DTV before they become shudder, scored rotors or a safety risk.
| Service | Price (₹) | Notes |
|---|---|---|
| Brake Pad Inspection & Measurement | ₹500 – 1,000 | Both axles, micrometer + dial gauge, refundable against work |
| Front Pads — Hatchback / Sedan (Textar / Pagid) | ₹4,500 – 9,500 | Pads + sensor + fluid bleed + EPB reset where fitted |
| Front Pads — Luxury Sedan / SUV (Brembo / ATE) | ₹8,500 – 16,000 | Includes wear sensor + DOT 4 bleed |
| Rear Pads (any focus brand, with EPB reset) | ₹5,500 – 14,000 | EPB caliper service + sensor + scan-tool reset |
| All-Four Pads — Sedan / Hatchback Bundle | ₹9,500 – 22,000 | 4-corner bleed + caliper service + EPB reset + road test |
| All-Four Pads — Luxury SUV (Q7 / X7 / GLE / Range Rover) | ₹16,000 – 32,000 | Heavy-duty OE pads + both EPB calipers + full scan sequence |
| Disc Inspection (8-point DTV + runout) | ₹500 – 1,000 | Refundable against work |
| On-Car Disc Skim (per disc) | ₹2,500 – 4,500 | Pro-Cut brake lathe |
| Front Discs (sedan / hatchback, OEM ATE / Textar) | ₹8,000 – 18,000 | Pair + pads + sensors + bleed |
| Front Discs (luxury sedan / SUV, OEM Brembo / Pagid) | ₹14,000 – 38,000 | Vented + drilled OE discs |
| Rear Discs + EPB Reset (any focus brand) | ₹9,500 – 28,000 | Discs + pads + sensors + scan-tool reset |
| All-Four Discs & Pads Bundle | ₹22,000 – 85,000 | Discs + pads + bleed + caliper service |
| Two-Piece Floating Disc (AMG GT / M5 CS / RS6 Perf / RR Sport SVR) | ₹62,000 – 2,80,000 / disc | Quote on inspection — friction ring usually replaceable |
Brake costs depend on the vehicle, axle, brake package and measured condition. We confirm the parts and scope in a written estimate before starting work.
BMW 5 Series · Rear electronic parking brake
Problem: Customer came in for a rear pad change after another garage refused, warning they'd 'damage the parking brake'. The rear pads were at 2 mm with the wear sensor triggered.
Work done: We put the EPB into Service Mode on ISTA+, rewound the pistons with the correct rotational tool, serviced both rear calipers, fitted Brembo OE pads and new sensors, then bled fresh DOT 4 Class 6 and cycled the EPB back.
Outcome: Rear brakes restored with no EPB fault — saving the customer a ₹40,000+ caliper-motor replacement that a C-clamp would have caused. Backed by a 12-month warranty. (₹12,500)
Mercedes-Benz E-Class · Front brakes
Problem: Steering-wheel shudder and pedal pulsation under braking from 80 km/h. A previous shop had only changed pads, and the judder came back within weeks.
Work done: Disc micrometer and dial-gauge check confirmed disc thickness variation (DTV) just within MIN spec. We skimmed both front discs on the Pro-Cut on-car lathe, fitted Pagid OE pads with anti-squeal shims, bled the fluid and ran a structured bedding-in.
Outcome: Judder eliminated completely and a smooth, firm pedal restored — at a fraction of the cost of new discs. (₹14,000)
Volkswagen Virtus GT TSI · Front brakes
Problem: Persistent squeal under spirited driving and glazed front discs after a generic aftermarket pad set was fitted elsewhere just 8,000 km earlier.
Work done: We removed the wrong-compound NAO pads, lightly skimmed the glazed discs, fitted the correct OE-spec low-met front pads with fresh shims and sensors, bled the fluid and bedded them in with a verified hard stop from 100 km/h.
Outcome: Squeal gone, full high-speed stopping power restored, and the discs saved from replacement. Customer delighted with the corrected pad selection. (₹8,500)
Skoda Octavia · 305 mm front vented discs
Problem: Strong steering-wheel shudder above 90 km/h. Two workshops had quoted a full front disc replacement.
Work done: 8-point micrometer showed DTV of 0.04 mm but thickness still well above MIN with runout under 0.10 mm. We skimmed both front discs on the Pro-Cut on-car lathe to under 0.01 mm DTV, fitted fresh Textar pads and bedded-in over 30 km.
Outcome: Shudder completely eliminated at roughly a quarter of the replacement quote, backed by a 1-year warranty. (₹9,500)
Mercedes-Benz E-Class · 322 mm front vented + EPB rear
Problem: Pedal pulsation with visible blue heat-tint on the front disc face and uneven inner-pad wear.
Work done: Diagnosis traced it to a seized front caliper guide pin cooking one face. We fitted OEM ATE discs and pads, fully serviced the caliper with ceramic anti-seize, did a 4-corner DOT 4 bleed and a XENTRY EPB reset.
Outcome: Pulsation gone and even pad wear restored, with the caliper fault fixed so the new discs stay true. (₹34,000)
Land Rover Range Rover Sport SVR · Brembo two-piece floating discs
Problem: Cracks through the cooling vanes on the front discs after towing and ghat driving; dealer quoted full two-piece disc assemblies.
Work done: We confirmed the aluminium hats were sound and replaced only the Brembo friction rings, refreshed the pads and sensors, serviced both EPB calipers and bedded-in over 30 km on SDD.
Outcome: Factory braking feel restored at a large saving versus full floating-disc replacement, delivered with a warranty. (₹1,45,000)
★★★★★ Karthik Reddy, KPHB — Skoda Octavia
My Octavia was squealing badly with the brake-pad warning on. They fitted genuine Textar pads, new sensors and did the ODIS EPB reset. Pedal feel is spot on and they bedded them in before handover. No squeal at all now.
★★★★★ Sandeep Rao, Gachibowli — BMW 5 Series
Another garage wanted to C-clamp the rear pistons — I knew that was wrong. MPS put the EPB in Service Mode on ISTA+, fitted Brembo OE pads and bled the fluid. Proper dealer-level work at a fair price.
★★★★★ Naveen Kumar, Banjara Hills — Mercedes-Benz E-Class
Pedal was pulsating under braking. They measured the discs on XENTRY, skimmed them on the lathe and fitted Pagid pads. Judder completely gone. Free pickup from home made it effortless.
★★★★★ Pooja Sharma, Madhapur — Audi A6
Front and rear pads plus a 4-corner fluid flush. They showed me the old pads and the sensor in photos and explained everything. Genuine ATE pads, fixed quote, 12-month warranty. Very transparent.
★★★★★ Ramesh Goud, Kukatpally — Volkswagen Virtus GT
My GT TSI was squealing under hard driving — wrong compound from the previous shop. MPS fitted the correct OE-spec pads and did a proper bedding-in run with a hard stop from 100. Brakes feel brand new.
★★★★★ Faisal Ahmed, Jubilee Hills — Volvo XC60
EPB integrated sensor and the iBooster scared off two other workshops. These guys did the VIDA reset, fitted OE pads and bled with the correct Volvo fluid. Picked up and dropped on time. Highly recommend.
★★★★★ Karthik Reddy, KPHB — Skoda Octavia
Bad steering shudder over 90 km/h. They measured DTV at 8 points, found the front discs still above MIN, and skimmed them on the lathe instead of selling me new ones. Shudder gone, and it cost a fraction of what another garage quoted.
★★★★★ Sandeep Rao, Gachibowli — BMW 5 Series
Pedal pulsation and a rear EPB warning. MPS reset the parking brake on ISTA+, fitted OEM Brembo discs and Pagid pads, and serviced the calipers. They showed me the discs in the sealed box. Proper dealer-level work.
★★★★★ Imran Pasha, Banjara Hills — Mercedes-Benz E-Class
Heat-tinted patches on the front discs from a sticking caliper. They replaced the discs with ATE OE, sorted the caliper, did a XENTRY EPB reset and a 30 km bed-in. No more pulsation. Free pickup made it effortless.
★★★★★ Priya Nair, Madhapur — Audi Q5
My discs were scored from worn pads. They quoted honestly — front replaced, rear skimmed — fitted Brembo discs and bled the fluid. The micrometer readings they shared gave me total confidence.
★★★★★ Vikram Chowdary, Jubilee Hills — Land Rover Range Rover Sport
Front disc cracks at the vane mouths after some ghat driving. They replaced with OEM heavy-duty vented discs, serviced both EPB calipers on SDD, and road-tested it. Brakes feel brand new.
★★★★★ Sruthi Menon, Kukatpally — Volvo XC60
Rust ring on the discs from the car sitting during travel. They skimmed it off on the lathe, fitted fresh pads and sensors, and reset the EPB on VIDA. Quick, transparent and exactly the quoted price.
Yes. This is the combined brake-repair page for pad replacement, disc skimming or replacement, wear sensors, caliper service and EPB diagnostics. Brand and model-specific pages remain available for vehicle-specific details.
We inspect and measure the pads and discs, check the disc's marked minimum thickness and look for runout, scoring, cracks and related caliper issues. We recommend only the work supported by the inspection.
Sometimes. Skimming is considered only when the disc is suitable and will remain within the manufacturer's minimum-thickness specification after machining. Cracked, damaged or underspec discs need a different solution.
No. Mileage is only a prompt to inspect. Pad life varies with the car, driving conditions and brake package; replacement should be based on measured wear and the vehicle manufacturer's limits.
Some vehicles require the electronic parking brake to enter service mode and be reset with a compatible diagnostic tool. The correct procedure depends on the vehicle and axle.
No. We share the inspection findings and a written estimate first. Work starts only after you approve the scope.
Yes. The service covers supported VW, Skoda, Audi, Mercedes-Benz, BMW, Jaguar, Land Rover, Volvo and Toyota models. Confirm your exact model and brake package so we can check fitment.
Arrange an inspection promptly and avoid unnecessary driving if braking feels reduced, the pedal changes or a warning is severe. Grinding can indicate metal-to-metal contact; a diagnosis is needed to identify the cause.
Audi A6 · BMW 5 Series · Mercedes-Benz E-Class · Volvo XC60 · Skoda Octavia · Volkswagen Virtus · Land Rover Range Rover Velar · Toyota Fortuner · Volkswagen Virtus · Skoda Octavia · Audi Q5 · Mercedes-Benz E-Class · BMW 5 Series · Volvo XC60 · Jaguar F-Pace · Land Rover Range Rover Sport
Brake Disc Replacement · Dual Mass Flywheel Replacement · Electrical Repair · ECM / TCM Repair · Automatic Transmission Repair · Brake Pads Replacement · Air Suspension Repair