02-01-2014, 08:40 PM | #89 |
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02-01-2014, 09:05 PM | #90 | |
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Remember what the rotor really is, a heat sink. The carbon ceramic rotors can withstand more heat and dissipate it quicker. Last edited by Jockey; 02-01-2014 at 09:11 PM.. |
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02-01-2014, 09:07 PM | #91 |
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02-01-2014, 09:10 PM | #92 | |
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Wheel changing with CCBs
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Greg Lake Oswego, Oregon, USA 2023 M2 Coupe - Brooklyn Grey/Cognac/CF, 6MT; 2020 MB GLE 450 |
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02-01-2014, 09:12 PM | #93 | ||
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02-01-2014, 09:13 PM | #94 | |
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EDIT : I am going to buy the wheel hanger stud, thank you very much, you have made my life much easier! |
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02-01-2014, 09:27 PM | #95 |
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Major fail, forgot the weight of the TPMS sensor and balancing weights!
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Greg Lake Oswego, Oregon, USA 2023 M2 Coupe - Brooklyn Grey/Cognac/CF, 6MT; 2020 MB GLE 450 |
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02-01-2014, 09:28 PM | #96 | |
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02-01-2014, 09:40 PM | #97 | |
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And I've had two-piece steel rotors on a previous car for track duty. Unless you're driving a Ferrari, they don't cost $8k. |
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02-01-2014, 09:53 PM | #98 |
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02-01-2014, 09:58 PM | #99 |
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i have stoptech trophies on my E90... do we know yet if they can be swapped over to an F80? that will impact whether i go CCB or not.
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02-02-2014, 04:02 PM | #100 |
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02-02-2014, 04:13 PM | #101 |
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02-02-2014, 04:36 PM | #103 | |
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They are much more heat resistant and fade resistant. And they last much longer than steel rotors. Well, that's what BMW says. Or is it just marketing ? |
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02-02-2014, 04:43 PM | #104 | |
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The unsprung weihjt difference is minor, and with the 7000 you spend on these rotors (much less the expensive replacement costs) you can add a whole hell of a lot more performqnce. Finally, although I will track my m3, it's not exactly a race car or ideal track machine. Tracking a car is expensive, no way id want to exponentially increase that cost by using ceramic brakes |
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02-02-2014, 04:43 PM | #105 | |
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There is a reason why pros use them. However, they also have buckets of money. For the non-professional, there isn't much reason to have them outside of the bling. |
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02-02-2014, 05:02 PM | #106 |
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I've been reading and following this debate and I keep seeing a few things Im curious of.
I have VERY minimal experience with CCB's, but I've driven a few porsches with them and found them incredible in feel and stopping power. Granted I have NOT driven one with steel brakes. I have a friend with a GT3 RS that was bought used with about 2-3000 miles, they did 3 track events with the car, stock pads and fluid. My buddy knows how to drive, he was not taking it easy on the car. They found no wear worth talking about on the rotors or pads after 3 events and the car performed amazingly with ridiculous stopping power and not a hint of fade. Tracks were Sebring and PBIR. Granted, its only 3 events, but I have a theory... Is it possible that the notion that CCB's dont last on track is a self fulfilling idea? What I mean by this- does anyone have any direct experience with CCB's wearing out very prematurely? I have a feeling it happened once or twice (or some random very small number) a while ago on 1st or 2nd gen systems and that story spread like wildfire and since then no one bothers to take CCB cars to the track because the internet said so. Im not saying its not true, but simply asking if anyone has any DIRECT experience with this happening? Either to them or someone they know closely. I understand that there is likely minimal difference in stopping power at street speeds, but if you like to blast up to triple digit speeds in areas where its not allowed, being able to very quickly come back down to legal speeds is worth something IMHO. The weight difference, long life cycle and upgraded calipers MAY be worth it.... of course we are still yet to see the final price. My idea would be to do 1-2 events a year with the car, just to be able to enjoy what its truly capable of legally. The one thing I totaly agree with and would very much worry about is chipping the rotors during wheel swaps/services.
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02-02-2014, 06:42 PM | #107 |
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There are a ton of threads on CCB on 6speed. The newer Porsche rotors are suppose to be better, but you are very limited to what pads you can use, or they'll ruin the rotors.
Also, don't forget that any rock between the pad and rotor, and you ruin them too. .
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Let me get this straight... You are swapping out parts designed by some of the top engineers in the world because some guys sponsored by a company told you it's "better??" But when you ask the same guy about tracking, "oh no, I have a kid now" or "I just detailed my car." or "i just got new tires."
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02-02-2014, 07:25 PM | #108 | |
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I do spent a fair bit of time at the track, and every guy I know that tracks a GT3 has swapped to steel rotors because the CCBs do wear down fast and are damn expensive to replace. For about 10x the cost, the certainly don't last 10x as long. Further, the steel rotors on my E92 M3 have performed very well for me. Except for the pads, I run everything stock (even the fluid) on the brake system. It has performed flawlessly for 5 seasons and 80+ track days. The steel brakes on the F8X are an upgrade compared to the E9X, so I see no reasons why they should not be at least as good. At $8500, no CCB for me. Last edited by CanAutM3; 02-04-2014 at 08:52 AM.. |
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02-02-2014, 08:11 PM | #109 |
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I'm ordering CCB for M4 because, if the stock pad compound is anything like the stock PCCB compound, it'll be able to handle street use and track use without needing change. I want to be able to flush in SRF and go from street commuting to hotlapping to street commuting without having to realign, change brake pads, or adjust any settings other than tire pressure.
I'm suspending disbelief that the CCB will be able to handle intense track use with only a fluid change. And if not, I know I'll be able to swap in iron rotors and retain the larger calipers. Pad availability - whether for iron or CC rotors - for the CCB calipers is a minor concern, but many pad manufacturers will custom-cut pads based on measurements. |
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02-02-2014, 10:38 PM | #110 | |
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