CTE Carbon Ceramic Brakes - LOOKING FOR SPONSORED DRIVERS

[MFactory]

     Featured on BIMMERPOST.com

Greetings from CTE Carbon Composites!

As a new vendor (and a new brand), we are looking for a tester/development partner in the F80 Community for our Carbon Ceramic Brakes. While we already have the G80 fitment available, we would like also to make an F80 fitment.

Note: We were vendors before on the E9X forum (MFactory) but decided not to change our username to reflect the new company as we still get PM's from customers.

You can learn more about CCB/CCM Brakes and why our Brakes are superior to our competitors HERE <- This page also answers all of the questions surrounding CCB/CCM brakes, their advantages and disadvantages.

Achieve the ultimate in stopping power with the CTE Carbon Ceramic Brakes. By upgrading from regular Iron Brakes to Carbon Ceramic, you can experience a dramatic increase in braking performance throughout the temperature range.


Image of our Porsche 996 CCM Disc


Close up of our Nissan GTR Rear CCM Disc

Diamond Cut to exacting tolerances from T700s-grade Continuous (Long) Carbon Fibre imported from Toray Japan
Our near-peer competitors use inferior T300-grade Continuous (Long) Carbon Fibre (T700s has a tensile strength approximately 40% greater than the cheaper T300 grade), while most other competitors on the market (including Brembo/SGL and OE, which are no different from the cheap Chinese Knock-Offs available) cut corners and use T300-grade Chopped (Short) Carbon Fibre, which is the primary reason for the infamous cracked discs, giving CCM Brakes their bad reputation.

Designed using leading-edge Solidworks 3D CAD & Cosmos FEA software
Advanced heat profiling and rigorous real-world testing in partnership with both OE and professional race teams (Ferrari S.p.A's 488 Challenge Cars, BYD Auto's U9 Hypercar and Three Five Motorsport's Rally Cars, to name a few) around the world ensure a competitive advantage over our competitors! Fully inclusive testing covers our 3 main target markets: Professional Circuit Racing, Professional Rally Racing and High-End Street Performance.

Our Winning Formula?: "Vertical Integration Manufacturing" (currently at 90%) + Governmental & Military Contracts + OE Contracts (Aerospace & Automotive). By fully controlling our supply chain, this allows us to offer "Superior" consumer-level products at significantly "Lower Cost" than our competitors!

Specifications

• Made from T700s-grade Continuous (Long) Carbon Fibre imported from Toray Japan
• 2pc floating brake discs. Bells are machined from Forged 6066-T6 Aluminium (not the cheaper 6061-T6 as commonly used by our competitors)
• Patented fastener mechanism, consisting of larger M8 bolts (not the common M6 used by our competitors) forged from Stainless A4-70 grade steel
• Dynamic Test Simulations on our in-house Horiba Brake Dynamometer ensure optimum performance under ALL conditions
• ECE R90 E11 Certified Brake Pads. Choose between Street or Race Pads when ordering
• The ONLY brake manufacturer in the world actively pursuing TUV certification of Carbon Ceramic Brake Discs. Whilst it is mandatory for regular Iron discs to be TUV certified, this does not currently apply to Carbon Ceramic Brake Discs (i.e Your expensive supercar does not have fully certified brakes)
• CTE Carbon Ceramic Brake Discs can be resurfaced approx. 3-4 times over the lifespan of the disc, equivalent to having an "as new" disc each time
• Designed for use with OE Calipers, CTE Racing Calipers and select Aftermarket Calipers
• The ONLY brake manufacturer in the world to offer 290mm & 330mm fitments (for 15"/16"/17" wheels)

So why upgrade your standard iron brakes to Carbon Ceramic brakes?

For Race Applications

• Can withstand much higher temperatures than iron discs & pads, thus reducing the chances of "Brake Fade" significantly
• Do not "warp" or "deform" at extreme track temperatures, thus do not experience uneven pad wear like iron discs & pads do
• Are far more durable than iron discs & pads, thus have a far longer service life
• Are, like-for-like, around 40-50% lighter than the equivalent iron disc, thus significantly reducing "rotating mass"
• Have a higher coefficient of friction than iron discs & pads, thus increasing braking performance

For Street Applications

• Provide a more direct braking feel (you must use the correct pads)
• Improved braking performance in both wet & dry conditions, over the full operational temperature range (again, you must use the correct pads)
• Almost no brake dust whatsoever. Those who regularly wash their cars will most appreciate this
• Less noise, vibration and harshness (NVH. Again, you must use the correct pads)
• Have a service life over 3 times that of iron discs & pads. In other words, they will last you almost the lifetime of your car
• For the show car (yes, we realise some of you may find this cringe), nothing looks better than Carbon Discs that fill your wheels
• For those that already have Carbon Ceramic Brakes on their High-End performance car, superior direct-replacement brakes at 50% of the cost!

You can view more information on our range of Carbon Ceramic Brake Pads HERE.

You can learn more about CCB/CCM Brakes and why our Brakes are superior to our competitors HERE.

You can learn more about CCB/CCM Brakes and whether they are suited for Street or Track use HERE.

SPONSORSHIP OFFER: If you track your car and believe you can provide us with decent marketing exposure AND technical feedback, please contact us. All sponsored drivers receive a 50% Discount Off MSRP (exc. shipping).

NEW FITMENTS: If you have a fitment that is not listed on our website and would like to help us develop the new fitment, please contact us. All testers receive a significant discount off MSRP (exc. shipping).

If you have any questions at all, please don't hesitate to PM me, send us a WhatsApp or visit our website for full details on our Product Range, Manufacturing Process as well as Technical Articles: https://www.ctecarbon.com

You can also stay up-to-date on the latest news & announcements on our FB page HERE

Thanks!

[M3SQRD]

How do your continuous fiber brake rotors differ from Triton Motorsport continuous fiber brake discs? Same manufacturer? Same number of allowed (3-4) rotor resurfacing, similar cost including pads, etc.

Exactly how is 6066-T651 superior to 6061-T651? 6061 and 6066 are not used in critically and/or primary loaded aerospace structures. Chemical composition of the two alloys are almost identical. No significant differences in mechanical and thermal properties. 6066 $$$$ > 6061 $$. It’s not even contained in MMPDS-2023. 7075-T7351 would be a superior alloy to 6061 and 6066.

Are all of your hat designs identical to the one shown in the above pics? How does the radial and axial floating interface work? The picture isn’t clear whether a floating bobbin and axial preload springs are used to release hat-rotor DOF. How is torque transferred from the hat to the rotor? From the picture, it appears friction is being used. Are the M8 fasteners actually required to satisfy strength requirements? The scale of the fasteners and the rest of the hardware is off. Larger isn’t always better. Is the rear drum parking brake retained?

[MFactory]

Originally Posted by M3SQRD

How do your continuous fiber brake rotors differ from Triton Motorsport continuous fiber brake discs? Same manufacturer? Same number of allowed (3-4) rotor resurfacing, similar cost including pads, etc.

Exactly how is 6066-T651 superior to 6061-T651? 6061 and 6066 are not used in critically and/or primary loaded aerospace structures. Chemical composition of the two alloys are almost identical. No significant differences in mechanical and thermal properties. 6066 $$$$ > 6061 $$. It’s not even contained in MMPDS-2023. 7075-T7351 would be a superior alloy to 6061 and 6066.

Are all of your hat designs identical to the one shown in the above pics? How does the radial and axial floating interface work? The picture isn’t clear whether a floating bobbin and axial preload springs are used to release hat-rotor DOF. How is torque transferred from the hat to the rotor? From the picture, it appears friction is being used. Are the M8 fasteners actually required to satisfy strength requirements? The scale of the fasteners and the rest of the hardware is off. Larger isn’t always better. Is the rear drum parking brake retained?

Thank you for your questions.

We do not currently supply Triton Motorsport (however, it just so happens that we are currently in discussions with them on being their new supplier). Their current discs are China-made T300 grade carbon and have an outer silicon surface layer (you can tell by all the cracks), so once these wear down, they can't be resurfaced like ours; You can get them resurfaced with a new outer layer from rebrake in Germany, but this is completely different

Our discs are next generation CCM's (like Alcon CCX, ST etc) which are 100% CCM and do not have an outer surface friction layer nor coating as they do not require one.

Images comparing the difference between our T700 discs and the cheap China-made T300 discs (and the Brembo OE PCCB):


CTE Carbon Composites


Brembo OE PCCB for Porsche


China brand 1


China brand 2


China brand 3

With regards to our bells, we actually use two types of Aluminium, depending on the required bell thickness (which differs per vehicle and per customers requirements. All of our bells are custom made to order). Our most commonly used is Forged T6066-T6. For bells that are extremely thin, we use Forged T7075-T6 (we are one of the only manufacturers in the world to offer this; most on the market are milled/billet)


Forged Bell blanks


Forged T7075-T6 Bell

The reason for using T6066 over T6061 (and also in answer to your last question regarding our fasteners); our #1 priority is Safety, NOT Performance. Although T6066 does have a greater fatigue strength than T6061, that's not the primary reason. The primary reason is supply chain. What do I mean by this?

When sourcing raw materials from a foundry, it is of course mandatory to have a material analysis certificate come with the batch of materials. However, for the vast majority of manufacturers and/or machine shops, any raw material QC stops there. How many manufacturers/machine shops do you know that have their own material analysis division? How many subject their materials to intense impact and stress testing for every new batch of materials they receive?

At CTE, we have our own in-house material analysis section and impact/stress tester and QC every single batch of raw materials that we receive before they go anywhere near our machines. Why do we do this? We have been in business for over 5 decades and have sourced raw materials both domestically (Taiwan) and imported. QC issues affect every single raw materials supplier/foundry.


Material Analysis Tester


Custom Built Impact & Stress Testing Rig

As T6061 is one of the most common (if not the most common) grades of Aluminium, there is a high chance of there being issues with the supplied materials (again, we know this and have experienced this. Over 5 decades in business have proven this). As T6066 is such an uncommon grade (we are one of the only manufacturers of chassis/brake components to use this grade), there is a FAR lower chance of encountering QC issues. When you order over 1000 metric tons per batch, getting it right is extremely important.

The second reason is simply "Economies of Scale"; our parent company manufactures all of our lightweight performance suspension arms, calipers and bells from this same material (we do not use T6061 for anything), so cost difference is irrelevant to us.

With regards to your fastener question, we used forged steel bobbins to allow the bell to "float", but with no spring. The spring was designed/patented by AP Racing (Brembo) for use by road cars to simply limit noise (why they haven't taken out lawsuits against every other brake manufacturer since, I don't know), however, this was over 2 decades ago and have since been rendered pointless. Infact, all new OE Brembo's do not use the old spring design, but simply a solid bobbin with enough clamp force to prevent any NVH, of which again they have patented.


CTE Forged Bobbins and M8 Fasteners

Why do we use an M8 fasteners? Well, aside from the fact that Brembo have the M5 design patented (whereas everyone else making race discs have used an M6 to circumvent the patent), we decided to use and patent our own M8 design. We offer these in both Steel and Titanium, depending on customer requirements.

Here's some images of a failed OE Brembo PCCB using the old "spring" design (note: the failure was not due to the spring bobbin but due to premature disc cracking):





For your rear drum parking brake question, yes, all of our rear brake kits are direct OE replacement.

Thanks!

[hufington]

I wish they were for the X5.

[X1-CT]

Make them for X1 U11 and I’m in!

[C ///M]

So are you also offering the rear 370mm rotors as well? If so, and the bell-housing is aluminum, do you use a small steel sleeve for the parking brake shoe?

[FaRKle!]

Hmm float in hat/bell is interesting.

What's the pad life look like for track use, and what kinds of pads can be used?

[Track/S]

MFactory PM

[STALKER]

Where are your disks manufactured?

[MFactory]

Originally Posted by STALKER

Where are your disks manufactured?

We are located in Taiwan

[///M TOWN]

This is proper front page news

Thank you for posting

[MFactory]

Originally Posted by hufington

I wish they were for the X5.

We certainly can produce a set (we already have them for the X3)

[MFactory]

Originally Posted by X1-CT

Make them for X1 U11 and I’m in!

Are the X1's popular/get modified?

[MFactory]

Originally Posted by FaRKle!

Hmm float in hat/bell is interesting.

What's the pad life look like for track use, and what kinds of pads can be used?

We have 2 types of pads currently: Street and Race

For the Street Pads (street with occasional track. 0-650c. Avg. 0.42μ), pad life is very long with these and we are happy with the compound.

For the Race Pads (race-only. 100-950c. Avg. 0.47μ), these are still being tested by Ferrari and a couple other teams. We were not happy with the initial compound in terms of wear (performance was as expected though), so we've had to play around with the compound slightly. We're hoping the current iteration fairs better.

You can use any Carbon Ceramic friendly pads, but if not using ours, we usually recommend the Endless pads (or Pagid if Endless is not available in your size), but super expensive though

[MFactory]

Originally Posted by C ///M

So are you also offering the rear 370mm rotors as well? If so, and the bell-housing is aluminum, do you use a small steel sleeve for the parking brake shoe?

We offer rears for the Tesla, GTR and Porsche fitments. Rears on the GTR and Porsche are steel bells (although we are testing a hybrid aluminium/steel bell at the moment to try lower the weight) and do not require any modifications from OE for the parking brake.

For the BMW, we do not currently but could be open to developing if there is sufficient interest.

[RSXDC5]

Oem M2/3/4 brakes also can be the larger 400mm/380mm setup, with 6/4piston calipers. Will you have an offering for the many owners w/ these brakes?

[MFactory]

Originally Posted by RSXDC5

Oem M2/3/4 brakes also can be the larger 400mm/380mm setup, with 6/4piston calipers. Will you have an offering for the many owners w/ these brakes?

We have disc sizes ranging from 290-440mm, various thicknesses. Bells can be custom-made for any fitment/vehicle.

[jaylazy2020]

Originally Posted by MFactory

We have disc sizes ranging from 290-440mm, various thicknesses. Bells can be custom-made for any fitment/vehicle.

I would be interested in prices for the 2nh 400mm 6 pot fronts and 380 4 pot rears.

[FaRKle!]

Originally Posted by MFactory

We have 2 types of pads currently: Street and Race

For the Street Pads (street with occasional track. 0-650c. Avg. 0.42μ), pad life is very long with these and we are happy with the compound.

For the Race Pads (race-only. 100-950c. Avg. 0.47μ), these are still being tested by Ferrari and a couple other teams. We were not happy with the initial compound in terms of wear (performance was as expected though), so we've had to play around with the compound slightly. We're hoping the current iteration fairs better.

You can use any Carbon Ceramic friendly pads, but if not using ours, we usually recommend the Endless pads (or Pagid if Endless is not available in your size), but super expensive though

Thanks. Bummer the race/track pads aren't ready yet. I just replaced the rotor rings and track pads on my AP Racing brake kit. Your kit would've been an interesting option to compare.

Where do you expect your pad prices to compare (cheaper like Hawks, or really expensive like Ferodo/Endless)?

[medphysdave]

What are you seeing for track longevity vs traditional CCB? What's the typical cost and turnaround time to refurbish? Do you recommend pad changes at 50% pad life?

It would be interesting to see how these would compare cost wise for a street track setup over the life of the rotors.

[Kstoff125]

Do you have a website?

[MFactory]

Originally Posted by jaylazy2020

I would be interested in prices for the 2nh 400mm 6 pot fronts and 380 4 pot rears.

MSRP for the 400mm Fronts should be around US$7719.95 inc. pads (same as our Ferrari 488 fronts).

For the rear, I would need to reconfirm the OEM specs, but if similar to our GTR rears, MSRP around US$5919.95