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9,000 miles on my GT3 RS with PCCB. Maybe six track days. Five 20-min. sessions on 3 mile track (one 5-mile day), so about 1,000 track miles. Rotors definitely look a bit... used lol. At least compared to my previous GT3 which also had PCCB. Pads are at like 80%. At this point I'm just gonna stick with PCCB until they're toast.
We've sold a few sets of the Pagid RSC1 pads this year already for 991.1/.2 GT3's. Customers love them for the track. They are a more affordable option than the stock Porsche pads.
We instructed in a McLaren 620S with the RSC1's and were impressed with their performance on track.
Of course and iron conversion is always an option... Its good to have options!
I bought a CPO 991.1 RS that had exhausted its PCCB in 4,000 track miles, 5,000 total miles, but the original owner / driver was advanced. Advanced drivs are suposed to have PCCB checked after each track event, per PCNA. Novices have nothing to worry about.
Not necessarily.
Advanced drivers know how to use their brakes efficiently, so that they are not riding on them. They are on, and off them, unless trail braking.
Also, beginner drivers tend to trigger traction control more frequently, which is murder on the rear brakes (and pads).
Ive tracked a 997.1 GT3, 997.2 GT3, 991.2 GT3 and a 718 Spyder all with PCCB's with no appreciable rotor wear ... enjoy them in good health
I've run my PCCB's on my 718 Spyder at 13 track days and 1,372 track miles with 8,000 total miles on the car. Two weeks from now, I'm going to have the carbon content of my PCCB's re-measured to see how much life I've 'used up' in the past 1 year I've owned the car. I've prep'd a spreadsheet and will publish that once i have my measurements. FWIW: I know I'm very hard on brakes. Another Rennlist poster mentioned he had 3,000 track miles on his 981 GT4 w/ PCCB's and he's still on the original pads...but that he's a momentum driver and is always very easy on the brakes. I'm the other end of the spectrum. I went through my pads after less than 1,000 track miles w/ roughly 5,000 total miles on the car. He's worn through less than 15% of his PCCB life. I expect I'll be through at least double that....in just 13 track days. That scares me ($$$$$).
Would you mind sharing whatever data for number of track days, track miles and carbon content measurements from your PCCB's so we can get a more accurate assessment of the effective life span of the PCCB's? A reasonable self-assessment on braking style might be helpful as well.
my 2016 GT3 has 23k miles, and 60 ish track days. Original PCCB rotors are fine. I have a second set that is going on the car and we’re going to measure the carbon on this set soon.
Car was owned by a very talented, fast driver before me. He drives hard but isn’t abusive on brakes. Will be interesting to see where they are.
the set going on had 40k ish street miles and a few track days, and measured close to new.
I'll be very interested to see your data once you have the measurements done on your PCCB's. I'll publish my 718 Spyder PPCB measurements as soon as I have them (service date is 2/14/22 so posting should be shortly after that).
Hypothetically, let's say I end up getting fifty track days out of my PCCB rotors. And let's say I then spend $20K or whatever it is to replace them. 50 days x 4 sessions/day = 200 sessions. So $100/session in rotor costs.
Now my buddy in his Mustang GT only spends $800 replacing his steel rotors. But he replaces them every eight sessions. Yes, literally every track weekend he ruins a set of rotors. In fact he brings a new set with him in case he doesn't make it through all eight sessions. So he's spending $100/session in rotor costs, and of course he has to change out his rotors every freakin weekend. And he has to drive a Mustang GT and get lapped by me every session too.
PCCBs are expensive for sure, but it's not like that money is being completely wasted. You get a lot of value out of them.
I've seen people selling sets of take off PCCB rotors here on Rennlist and other places with plenty of wear left in them for 10-12K. You've got Giros, AP Racing setups, ST and even Racing Brake (if you are bold) that are much cheaper alternatives to brand new PCCB rotors. If you wear out your PCCBs tracking the car move on with one of the great options that are out there. Tracking a car is a money pit no matter what you are running!
It is interesting that one could get 50+ days out of a set of CCM rotors, because that is not our experience.
I was talking with Ken the other day who owns our company about when the PCCB's first came out in the early 2000's.
Ken has a lot of experience with the Carbon Ceramics. When the C6 ZR1 Corvette came out with Carbon Ceramic brakes we sold a boat load of pads for them. We found that as the carbon ceramic rotors wore, the disc material became more abrasive, and pad wear would go up dramatically towards the end of the rotors life.
Our experience is that with a good driver it is pretty ordinary to wear through a set of CCM rotors in 2-3 weekends. Towards the end of the CCM's life we had customers that would wear through a set of pads in one day due the abrasiveness of the "worn" carbon ceramic rotor. In the end we found it was best to use pads designed for the carbon ceramic rotors (factory pads, or Pagid RSC1 etc). Of course the most affordable solution is to do an iron conversion, which we have great success with Girodisc etc.
In the end all CCM rotors are designed by the same company in Germany, TMD, so the Corvette rotors are not necessarily that different than Porsche rotors because they are all designed by the same company. tmdfriction
It is interesting that one could get 50+ days out of a set of CCM rotors, because that is not our experience.
I was talking with Ken the other day who owns our company about when the PCCB's first came out in the early 2000's.
Ken has a lot of experience with the Carbon Ceramics. When the C6 ZR1 Corvette came out with Carbon Ceramic brakes we sold a boat load of pads for them. We found that as the carbon ceramic rotors wore, the disc material became more abrasive, and pad wear would go up dramatically towards the end of the rotors life.
Our experience is that with a good driver it is pretty ordinary to wear through a set of CCM rotors in 2-3 weekends. Towards the end of the CCM's life we had customers that would wear through a set of pads in one day due the abrasiveness of the "worn" carbon ceramic rotor. In the end we found it was best to use pads designed for the carbon ceramic rotors (factory pads, or Pagid RSC1 etc). Of course the most affordable solution is to do an iron conversion, which we have great success with Girodisc etc.
In the end all CCM rotors are designed by the same company in Germany, TMD, so the Corvette rotors are not necessarily that different than Porsche rotors because they are all designed by the same company. tmdfriction
I can't imagine the sort of driver it would take to burn through a set of PCCBs (pads and rotors) in 2-3 weekends.
Evidently a "good" one! I guess that doesn't apply to anybody I know tracking PCCBs. If we want to hear about corvettes running CCM brake systems back in 2000 let's just get RacingBrake back here posting.
My old pccb car 2016 GT4 was driven by CJ and Matt Farrah before I owned it (who knows who else) - then I took the car to multiple track days probably 6 or so and numerous back road blasts. I guess I’m not a “good” driver. The wear was less than 50% I think around 70%+ life left. I wish I didn’t lose the paperwork but I provided it with the car when I sold it.
I do know I’m slow - but my experience has been that pccb is fine for moderate use.
I don’t deny that real hardcore track rats can and will use them up quick.
01-14-2022, 01:58 PM
