ipse dixit

I would get the TT with PCCBs and the Lightweight Pkg.

L76

Both TT and TTS are good platforms for track cars, but it seems the choice comes down to:

PCCB or not
PDCC or not

L76

Angryinch

The composite brakes do not last long if the car is used for heavy track use. Most guys run steel brakes for this reason. They are $$$ to replace.

L76

Starting track season (TTS is my DD so this is a dual purpose car) — looking at a track package comprising:
tires
wheels
rotors
pads
running stage 2 mods on 91/93

guess I’ll have to live with the PDCC… this was my only reason for TT over TTS (as I plan on running the PCCBs only on road). Just “got over it” and bought the TTS anyway. Anyone got ideas how to turn it off/delete on TTS? 🤣

Cheers,
L76

f4bones

I wouldn't bother with the steel brakes - if you change the pads at 50%, the carbon disks will last a very long time, and you have the benefit of lower weight and better (arguably) performance - plus you don't have the go through the hassle of swapping them. For replacements, I just bought a complete "conversion" kit for my GT3 for $17K - that includes the rotors, pads and calipers! I've also heard good things about the Surface Transforms replacement disks . . .

​​​​​​https://www.suncoastparts.com/produc...92gt3pccb.html

Manifold

I tracked my 992 TTS. If you replace the pads at 50%, they last less than 2 track days. For me, that’s a dealbreaker in terms of hassle and cost. My understanding is that iron rotor conversion is not currently available for these brakes. So if the car will be tracked, I think it has to be TT with regular brakes, which is unfortunate because I love the feel of PCCB.

CanAutM3

Yes, turbo upgrade and tune would equal TT-S power potential. But I want to maintain factory warranty, so this is a no-go for me. Both my turbos and wastegates had to replaced last spring, I am sure glad it was covered.

PCCB do not offer a meaningful braking performance advantage over iron rotors with track pads. All reliable info I have seen this far shows that PCCB rotors wear about just as fast as iron rotors with track use. With the higher cost of PCCB pads and rotors, it significantly increases consumable costs. If the different feel and unsprung mass reduction are worth the extra cost, it is up to you.

I’ve read reports from pro-drivers that say that PDCC makes the handling less predictable at the limit, particularly over bumps or curbs.

95spiderman

if priority is purity of feel while driving on track, i think way to go is a carrera t and then upgrade turbos to 550hp. thats basically a rwd tt with option of stick shift too. lots of youtube videos of these turbo swaps and seem pretty straight forward

CanAutM3

Not if one wants to retain warranty. I purposely buy new cars to track because of the warranty, and that strategy has served me very well over the last 25 years of doing so. Further, the -T has a much softer suspension than the turbo, so that would have to be modified too.

I did not get a chance to drive a -T on track, but I did drive a base C4, a stock -S, a modified -S, a LW GTS, a 4-GTS and obviously my own TT. Of all those, I find my TT to be the most entertaining to drive on track. The next level up for track fun IMO are GT2/3.

Angryinch

Curious what exactly was wrong with the waste gates and turbos on a fairly new car??

CanAutM3

On a very cold morning, when I started the car, the waste gates made a screeching sound at the end of the cold start sequence. From then on, I got an intermittent check engine light. In the spring, when I brought the car in for service, I asked that they check for faults regarding the check engine light. They said it was due to faulty waste gates and that Porsche had a new part number. When they attempted to remove the waste gates, they stripped the threads in the turbos and therefore also needed to replace the turbos.

Angryinch

Makes sense, thanks for sharing!