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I read on the gtr forum about the guys who used the sintered pad on the CCM rotor.. from what I can tell you're getting a deposit of metallic layer on the disk? that's why the cross-drilled holes are disappearing right?
So, assuming what you say is correct, in theory these brakes will never wear out?.. you just keep depositing metallic material from the pad onto the disk? Does this change the nature of the disk?.. ie, it started out as a carbon ceramic infused with resin, now what happened to the resin?.. I'm prepared to withold judgement, especially on a reputable vendor who risks their reputation by putting themself THAT far out with such a claim,.. I just hope for the sake of your business you have some serious backup data upcoming to explain this incredible phenomenon. I'll watch the gtr forum also to see how that owner does.. at the very least.. this is "interesting".
I read on the gtr forum about the guys who used the sintered pad on the CCM rotor.. from what I can tell you're getting a deposit of metallic layer on the disk? that's why the cross-drilled holes are disappearing right?
So, assuming what you say is correct, in theory these brakes will never wear out?.. you just keep depositing metallic material from the pad onto the disk? Does this change the nature of the disk?.. ie, it started out as a carbon ceramic infused with resin, now what happened to the resin?.. I'm prepared to withold judgement, especially on a reputable vendor who risks their reputation by putting themself THAT far out with such a claim,.. I just hope for the sake of your business you have some serious backup data upcoming to explain this incredible phenomenon. I'll watch the gtr forum also to see how that owner does.. at the very least.. this is "interesting".
That pic the rotor looks like the ones on my F12 after I did 30 laps on my track. Front and rear pads all gone, rotor holes all plugged up with pad material.
Kicker? Ferrari charge me over 8k CAD for a complete sets of brake pads front and rear. Like over 1000 for each pad. Add another 1500 to service the rotors, aka drilling out the filled cooling holes.
This thread remind me of the threads from race tech forged.
Please post measurements using Porsche tool vas 6813.
Therein lies the rub. With the layer of copper/metal applied to the surface the tool is useless. There is no way to measure oxidation levels through the coating. If you were to weigh or measure thickness you could elude to a healing effect, but we all know where this mass is coming from.
[QUOTE=Spyerx;14175738]This thread remind me of the threads from race tech forged.
^Reminds me of a painful experience with their track wheel.
Was at the track, and doing a typical tire pressure check before my next session, and noticed one of the wheel spokes had broken free! Back onto the trailer. Sent them back, and demanded my money back.
I was dropped on my head a lot as a baby, is this basically smearing pad material over the rotor?
Material transfer is desired, so if you do this from day one the PCCB's never wear because its covered by material transfer.
And so it doesn't matter if you do this to a new or worn out PCCB rotor or steel rotor?
Keeps the benefits of lighter PCCB and wont crack like a steel rotor.
Good lord. PCCB require a very specific tool to even determine wear. $6k Carboteq devicehttps://www.proceq.com/product/carbo...c-brake-discs/ This is THE ONLY WAY that PCCB can be wear measured. Your pads will simple ruin the rotors.
From the link
"The refurbishing process in detail:
After the initial incoming control the discs are weighed and depending on wear and wear pattern the rotors are x-rayed and examined for structural damage.
After that any brake pad residue or contaminates is chemically steamed off.
The rotors are machined until they are level."
Honest question, can PCCBs be machined on a lathe like steel rotors?
The above last line makes me think so. If true, why mess around with a grinding pad and just pull the rotors and get them machined?
Permeter: Please see to the remaining steps and scroll down the URL page
The napped are vacuum soaked in polymeric carbon.
The next step is to pyrolyze the rotors at 1100°C.
The last two steps are repeated three times.
Now the discs are siliconized at 1500°C.
The top layer (ca. 1mm thick) is now restored, and trough the pyrolysis it is chemically and physically bonded with the structure.
Thank you for the response.
It seems those sintered pads are not as good as machining. Why drive around with reduced braking contact just to grind a surface when machining gives a more true result?
How are your remaining steps better than factory delivered?
I'm sorry to be skeptical but I just don't see a benefit
Originally Posted by hughp3
Permeter: Please see to the remaining steps and scroll down the URL page
The napped are vacuum soaked in polymeric carbon.
The next step is to pyrolyze the rotors at 1100°C.
The last two steps are repeated three times.
Now the discs are siliconized at 1500°C.
The top layer (ca. 1mm thick) is now restored, and trough the pyrolysis it is chemically and physically bonded with the structure.
Originally Posted by Perimeter
From the link
"The refurbishing process in detail:
After the initial incoming control the discs are weighed and depending on wear and wear pattern the rotors are x-rayed and examined for structural damage.
After that any brake pad residue or contaminates is chemically steamed off.
The rotors are machined until they are level."
Honest question, can PCCBs be machined on a lathe like steel rotors?
The above last line makes me think so. If true, why mess around with a grinding pad and just pull the rotors and get them machined?
Let's ask the questions that are meaningful. Can anyone talk about carbon content protection after the metal layer is put down? Do the rotors last longer than with traditional pads?
Neat-o to see some holes get filled (not really) and that people are happy with the performance on standard carbon rotors, but is the juice worth the squeeze?
05-10-2017, 04:38 PM
