PCCB wear on track
10-03-2014 | 09:19 AM
#19
Three Wheelin'
Joined: Sep 2013
Posts: 1,710
Likes: 10
I have to admit that I chose PCCB because I don't track my car. This is my first car with PCCB----3 prior with cast iron. You already know the risk with heavy/severe track use. But, I can tell you the feel is excellent and the stopping power is awesome (yes, I know the cast are are also excellent). The advantage of lower unsrung weight is there but on the street it's not really noticeable. The total lack of brake dust IS noticable and I love it. Bottom line......PCCB for DD or light track use is awesome and I have no regrets yet.
10-03-2014 | 09:28 AM
#20
Thread Starter
Drifting
Joined: Oct 2012
Posts: 3,242
Likes: 78
From: Merrick, Long Island NY (Jeff)
10-03-2014 | 10:52 AM
#21
Three Wheelin'
Joined: Jan 2014
Posts: 1,953
Likes: 469
From: Northern NJ
10K for the option - and then the 20K to replace. That is what is keeping me from doing it... If I want to track it I don't want the 20K cost when I could replace the standard brakes several times over for the same price.
10-03-2014 | 10:57 AM
#22
Thread Starter
Drifting
Joined: Oct 2012
Posts: 3,242
Likes: 78
From: Merrick, Long Island NY (Jeff)
20K to replace??? Wow, I thought it would just cost another 10K
10-03-2014 | 11:05 AM
#24
Rennlist Member
Joined: Jul 2013
Posts: 360
Likes: 1
From: Atlanta, GA
or you could look at it as $10k for the upfront option and then you have a choice later on which direction to go. you could convert to steel rotors or move to a Movit / serviceable system.
i think a lot of us are in the camp of taking the plunge on the PCCBs, intending it for lots of DD / weekend trips and wanting to do some occasional track days.
for those in that camp, it's likely the PCCBs will provide 2-3x the wear of steelies (cast iron) at least, which at $2,500/replacement, it might save at least the cost of a couple of steel rotor replacements.
likely scenario is that i get at least several years of service from the PCCBs w/ some light track duty and get to stare at those gorgeous rotors every day and smile...AND no brake dust!!!!
i'm also expecting that there will be some really high-quality non-OEM replacement options for steel or ceramic fitments that are developed in the next couple of years or sooner.
i think a lot of us are in the camp of taking the plunge on the PCCBs, intending it for lots of DD / weekend trips and wanting to do some occasional track days.
for those in that camp, it's likely the PCCBs will provide 2-3x the wear of steelies (cast iron) at least, which at $2,500/replacement, it might save at least the cost of a couple of steel rotor replacements.
likely scenario is that i get at least several years of service from the PCCBs w/ some light track duty and get to stare at those gorgeous rotors every day and smile...AND no brake dust!!!!
i'm also expecting that there will be some really high-quality non-OEM replacement options for steel or ceramic fitments that are developed in the next couple of years or sooner.
10-03-2014 | 11:06 AM
#25
Thread Starter
Drifting
Joined: Oct 2012
Posts: 3,242
Likes: 78
From: Merrick, Long Island NY (Jeff)
10-03-2014 | 11:18 AM
#29
Former Vendor
Joined: Mar 2014
Posts: 1,340
Likes: 24
From: Fullerton, CA
I can't speak to the 991 specifically, but I can speak about the 997.2 cars on PCCBs. I tracked my RS extensively and vigorously. It came with the PCCBs, so I ran them for maybe three sets of pads.
The pads wear very quickly. My estimate is roughly half life of a comparable pad on a cast iron rotor (please don't use the term steel - they are not). This was due to two issues. One, the rotor is a lot harder, therefore the pad took most of the wear. Second, you never want to run them down past 1/4 remaining thickness, as the rivet that secures the pad material onto the backing plate will machine into the rotor and ruin it. If you were to do this on a cast iron rotor, you can easily machine it smooth again.
The other problem I encountered is chipping of the rotor due to flying debris (rocks). And, of course it's very easy to chip or crack them in the course of taking off/on the caliper and/ or the wheel.
The pads wear very quickly. My estimate is roughly half life of a comparable pad on a cast iron rotor (please don't use the term steel - they are not). This was due to two issues. One, the rotor is a lot harder, therefore the pad took most of the wear. Second, you never want to run them down past 1/4 remaining thickness, as the rivet that secures the pad material onto the backing plate will machine into the rotor and ruin it. If you were to do this on a cast iron rotor, you can easily machine it smooth again.
The other problem I encountered is chipping of the rotor due to flying debris (rocks). And, of course it's very easy to chip or crack them in the course of taking off/on the caliper and/ or the wheel.
When I dealt the brake issue in GT-R community, the most famous one was Shawn's running his pad down to the steel backing plate and he still can stop his car w/o scoring his CCM rotors (Discs by Surface Transforms).
Here is his complete review on OE caliper replacement:
RacingBrake Replacement Caliper Review
Same type of RB calipers will be offered for GT3