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It is only silly to those without brake engineering experience who buttume transverse forces into the rotor disc are negligible, or who attend pretty weak schools.
I have designed and built several of the machines that test wheels, tires, and linkages on motor vehicles for Ford and GM, and I can butture you that there are forces imparted transversely to the rotor disc when the linkage is not straight ahead and the brakes are applied. Hi-speed photos of wheels heeling in hard braking turns show that that cute little axle shaft holding on the wheel is aided in resisting total failure by the caliper-and-disk. Looking at an accident where the wheel is turned off the vehicle centerline axis at impact clearly shows the disk buttembly damage.
The rotor bell on a jeep wrangler is an excellent example for illustration. Its linkage allows a greater angle off the vehicle axis than on-road pbuttenger vehicles, and the rotor is mounted off the axis of the rotor disc. The mounting flange connecting the bell to the axle is relatively thin material that is expected to deflect enough so as not to reach the proportional limit. Notice the size of the hold-down bolts and key-slider of the caliper relative to the size of the axle and consider the moments imparted into the axle-caliper-pin-rotor disk loop. When the caliper is turned sideways to the direction of vehicle travel and engaged, the momentum and resultant forces are no longer in the plane of the rotor disk face, but rather across, and they become moments across the bolts and keys, reacted into the face of the rotor (and across the face of the disc itself) and the axle. Hard turns and heavy braking will definitely warp that disk out of plane
The manifestation of transverse load is more pronounced in offset rotor discs and with off-road where the greater limits lock to lock allow greater.
sideways transfer the where
You apparently are not familiar with force analysis. Any material receiving a force deflects, the amount of deflection depending on the geometry, the input force, and the material. There is no such thing as "solid" in engineering, there is only relative deflection.
The wheel is is mounted to the axle through a flexible bolt pattern and the axle is a small diameter shaft that does deflect. A lot less straight ahead than when turning. It particularly deflects when the moment it sees is increased from the weight and braking dynamic force acting in a plane parallel to the vehicle axis an inch from the axle shaft mount arm in straight-ahead braking; increased due to 1) the increased moment due to the wheel turned across the direction of travel which causes the moment from the tread gripping the road to no longer be "next to " the mounting plane in the plane of the wheel, but rather across the plane of the disc: twenty times as great because of the tread-to-mount distance of a transversely directed (turned-to-plane-of-travel) force at the tread compared to the tread-to mount-distance of an axially directed (straight-ahead-travel)force. and 2) a greater dynamic braking input (greater from the leading turned wheel getting more of the vehicle-braking dynamic forces from the resultant moment, similar to the front wheels having more force than the rear in a straight-shead stop)
Even if the axle would deflect it couldn't possibly
Materials science one - heating steel does not warp steel- it removes residual stresses of manufacture - annealing, etc. -and makes a more stable part.
However, it is easier to bend a heated piece of metal than a cool one - and any forces across the plane of the heated disc are more prone to deforming the disc.
If you wish to warp a rotor, put in the force when the rotor is heated. Heating a rotor will only warp it if it has residual stresses from manufacturing that were not removed before truing.
You don't even
Not if you keep the face-plane vertical.
Not because of uneven heat loads per se, but because the calipers wear the disc face unevenly. A rotor that has frozen calipers will heat a "high spot" on one side of the disc, and that high spot is easier to abrade when hot, so indirectly the heat allowing more wear can contribute - but it is not the heat itself.
it wasn't time the fine)
See above. And hard braking during turns is the main cause of pbuttenger vehicle rotor damage.
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