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I’m using Ferodo DS2500 pads on my 2017 GTS. Clark at Apex Performance is a great source of info and pricing. I have 1 days at Sebring on them and lots of street miles and they are quiet. I’m use to years of Pagid Yellows and some PFC pads and these really did well....time will tell more but they are easier on Rennlist tors than the Pagid Yellows.
Ill be back at Sebring with Chin Dec 9 and the first January event both days...running advanced solo 1 day and instructing the other. Hope to see you all there.
Still trying to find brake pads for the new Turbo. Thought the GT3 pads would work, but after checking with Suncoast and local dealer that is not the case. Pagids are an option as are PFC's. But cant decide. Pagid 19's or 29s???.....What compound PFC? Pagids are noisy as hell, that's why I wanted the OEM GT3 pads. Any advice appreciated. Thanks.
The 991.1 and 991.2 Turbo take the same pads as the GT3. This is a fact. If you want fairly quiet with no big bed in procedure the PFC 11 compound is the answer. THis is the same compound coming from the factory on the CUP Car and GT4 Clubsport. PFC only makes these pads in 11 compound. front is P/N 7721.11.17.44, rear is 7727.11.18.44 https://apexperformance.net/product/7727-11-18-44/, https://apexperformance.net/product/7721-11-17-44/
The 991.1 and 991.2 Turbo take the same pads as the GT3. This is a fact. If you want fairly quiet with no big bed in procedure the PFC 11 compound is the answer. THis is the same compound coming from the factory on the CUP Car and GT4 Clubsport. PFC only makes these pads in 11 compound. front is P/N 7721.11.17.44, rear is 7727.11.18.44 https://apexperformance.net/product/7727-11-18-44/, https://apexperformance.net/product/7721-11-17-44/
Porsche may have different part numbers and maybe compounds, but the pad shape is the same, and either will work.
PS - Always trust Clark over dealers when it comes to this stuff!
Porsche may have different part numbers and maybe compounds, but the pad shape is the same, and either will work.
PS - Always trust Clark over dealers when it comes to this stuff!
Yes, spoke to Clark today. He is a wealth of information! After much discussion decided to go with the Ferodo DS1.11's. My buddy uses them on his GT3 and loves them.
Me: about 20 track days in all different types of cars.
car: Kline muffler with stock garbage P Zeroes
Lap times: 2:07 at Watkins Glen, driving absolutely maniacally.
Recommendations: Get rid of horrible P Zeroes. Anything else is better. If you do have P Zeroes, drop the pressures to 25 cold and you’ll get a tad more grip.
Further recommendations: be sure to order an enormous pizza and eat it off the roof between sessions.
Got myself to post some information about my setup..
2014 Turbo steel brakes, mileage about 10K miles. Car is used for Time attack, track days and hillclimb 75%- 25% street usage.
Engine: By Design Stage 4, which includes 68mm VTGs, Kline inconel full exhaust and headers, Large intercoolers, COBB.. Dealing with Sam has been a real pleasure, will always find a way to overdeliver on promises.
Chassis: Started with Tarrett "cup" control arms, some hard bushings, spacers for wider track and Eibach lowering springs. Car handled fantastic.
Changed to Manthey 991 GT3R 3 way race suspension customized valving and springs for 991 turbo with remote reservoirs, front and rear camber plates and strut mounts.
Wheels 19" OZ Forgiata front 9x19 ET 48, Rear 12x19 ET 47, had to remove the brake dust protective parts and rear lower control arm had some rubbing. Picture below was just with Eibach lowering springs. Ride height changed later on.
Tires on 19" Hoosier 265 front 325 rear
Tires on stock 20" wheels: since day 1 threw the P Zeros and always used Trofeo R
Rollcage Heigo, fantastic. Brake pads Endless MX72 or 991 GT3. Castrol SRF brake oil. Both pads work great, no fading whatsoever, Endless much better bite.
What I like: Stock suspension with lowering springs, solid strut mounts and camber plates, and Tarrett control arms. Easy to drive on the road and handles like a dream. 991 GT3R race suspension can be rough on bad roads and still trying to sort out the optimal compression and rebound adjustments with the help of Manthey.
Engine-wise it pulls very strong, the power on tap is actually violent for the track, the sound of the Inconel Kline is outstanding..
I mostly use it on 91 equivalent US fuel and high temperatures (90F +), so keeping IATs in check is a real challenge. Street and rolling race users will never feel an issue, for Hillclimb, time attack and several lap races or full throttle, there is a very clear deterioration of IATs starting from the second lap on a 4 mile fast course. First lap its wonderful, from 30-165mph on the straight it pulls very strong, a lap later intercoolers heat soak and timing starts being pulled even on race fuel, performance drops by 20+ %.
Further fine tuning wok on the maps with the wonderful support of Sam is underway, he has been really patient, I am not the easiest customer!! Finding the right combination of boost, timing and IATs in harsh weather and fuel conditions is quite challenging. Methanol would solve most of these problems but I am not there yet.
Testing with stock intercoolers will take place at some point soon. For high speed and 1 mile runs, these large ICs are really good, for race track environment we seem to see heat dissipation becoming an issue.. More on this to come.
Stock offset becomes more apparent when going low and aggressive camber, works great though with the 19x12 ET 48 wheels.
Alignment is perfect for Trofeos, very even wear, can take more camber.
I mostly use it on 91 equivalent US fuel and high temperatures (90F +), so keeping IATs in check is a real challenge. Street and rolling race users will never feel an issue, for Hillclimb, time attack and several lap races or full throttle, there is a very clear deterioration of IATs starting from the second lap on a 4 mile fast course. First lap its wonderful, from 30-165mph on the straight it pulls very strong, a lap later intercoolers heat soak and timing starts being pulled even on race fuel, performance drops by 20+ %.
Further fine tuning wok on the maps with the wonderful support of Sam is underway, he has been really patient, I am not the easiest customer!! Finding the right combination of boost, timing and IATs in harsh weather and fuel conditions is quite challenging. Methanol would solve most of these problems but I am not there yet.
Testing with stock intercoolers will take place at some point soon. For high speed and 1 mile runs, these large ICs are really good, for race track environment we seem to see heat dissipation becoming an issue.. More on this to come.
Are you suggesting that bydesign intercoolers may be working worse on the track than stock ones? What would be the reason for that? Or did you mean something else - e.g., tune too aggressive.
I’ll let Jean reply but we are running much more boost with a larger compressor wheel in the summer out there is basically the worst possible conditions ever. Similar numbers we saw at altitude running pikes Peak with the factory Porsche car. Spraying the intercoolers with water would be ideal but we have made another revision for him that he just tried which was definitely stronger. Just less aggressive to compensate for the heat out there and not have to run any kind of methanol or separate injection. We will get it right and then add that in. Factory coolers run an average of about 50+ degrees hotter Fahrenheit then after market. It’s just with extreme heat and humidity there’s not a whole lot that can be done on a turbo car on the track running VTG and direct injection. It’s the perfect storm for heat.
I’ll let Jean reply but we are running much more boost with a larger compressor wheel in the summer out there is basically the worst possible conditions ever. Similar numbers we saw at altitude running pikes Peak with the factory Porsche car. Spraying the intercoolers with water would be ideal but we have made another revision for him that he just tried which was definitely stronger. Just less aggressive to compensate for the heat out there and not have to run any kind of methanol or separate injection. We will get it right and then add that in. Factory coolers run an average of about 50+ degrees hotter Fahrenheit then after market. It’s just with extreme heat and humidity there’s not a whole lot that can be done on a turbo car on the track running VTG and direct injection. It’s the perfect storm for heat.
Hey Sam, I have some pretty convincing data about meth on a 68's setup on a 90+ degree track day at ACS. From what I recall i was getting below-ambient results. IATs are much lower at track than airstrip because they are getting lots of airflow - unlike airstrip where u are sitting before the run soaking the intercoolers with heat.
Now unlike most as u know I run a meth fuel cell and steel lines etc so safety and reliability a #1 priority. Otherwise would never recommend meth. That and I have many years of meth trial and error. But it could be a solution for Jean. Glad u are in the circuits game. Much funner than going straight. See u out there.
11-19-2017, 11:39 PM
Finding the right combination of boost, timing and IATs in harsh weather and fuel conditions is quite challenging. Methanol would solve most of these problems but I am not there yet.
