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I would think you'd be best served to get a wilwood kit for the ND, then just put PFC pads in that.
Or go with the GWR stuff.
I would agree. Best option and what survives track abuse is our 12.88" BBK and then you've got the best thermal capacity plus affordable pads moving forward. You can put baller pads in the factory brakes, but the brake system is still limited; we can warp a set of standard rotors in one day at a brake-heavy track.
I would agree. Best option and what survives track abuse is our 12.88" BBK and then you've got the best thermal capacity plus affordable pads moving forward. You can put baller pads in the factory brakes, but the brake system is still limited; we can warp a set of standard rotors in one day at a brake-heavy track.
(End thread hijack)
you can hijack all you want. pads are about consistency. a good quality pad in a stock system will still be very consistent. larger rotors and better calipers are about reducing drag and increasing parts longevity (reducing operating cost)
__________________ OG Racing
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800.934.9112
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Originally Posted by Mobius
Hopefully so, but let's hope it's never necessary. Experiencing your safety gear in action is ... not optimal.
Driver Tom Patton in his Sunbeam Tiger took home the SCCA GT-2 Conference Championship title back in May with PFC's ZR34 caliper package.
Patton will soon equip PFC's all new ZR94 caliper for his Sunbeam--a new and improved version of the ZR34. The new ZR94 features an internal fluid crossover tube, adding strength and weight while also providing a weight savings.
This caliper fits several short track dirt and asphalt applications, as well as those such as Patton's Sunbeam.
__________________ OG Racing
Your Source For Motorsports Safety Equipment WWW.OGRACING.COM
800.934.9112
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Originally Posted by Mobius
Hopefully so, but let's hope it's never necessary. Experiencing your safety gear in action is ... not optimal.
(In response to Johnny showing off his sweet TTU season ultra championship trophy thanks to PFC race pads! But that post is gone.)
Sorry but that proves absolutely nothing about the pads when you could have accomplished the same thing by renting a Prius and turning one parade lap at each of the events you attended. Congrats on your participation award I suppose.
There is an over/under on how long it takes you to delete this.
Sorry but that proves absolutely nothing about the pads when you could have accomplished the same thing by renting a Prius and turning one parade lap at each of the events you attended. Congrats on your participation award I suppose.
There is an over/under on how long it takes you to delete this.
If we did look at it closely it might fall in the tt2/tt1 area. If we pulled some power we could try and make a case for tt3.
With a modest amount of effort, you could give yourself some actual competition. Wouldn't that help improve your driving more than turning hpde laps by yourself?
(This is the same argument being used against me continuing to run with NASA vs MaxxisCup, and it's pretty effective.)
in self-defense
we run the little v8 car TTU mostly because of a desire to develop myself as a driver. The car is not a TTU car by rules, as I compete with radicals, and west type prototypes. It would be hard to get any GT based car to run times with those. If we did look at it closely it might fall in the tt2/tt1 area. If we pulled some power we could try and make a case for tt3. I stay in that class because I can develop myself without worrying about tech or what modification will land me where. I just go out have some fun and sometimes nab a win. I do profusely apologize for making the post. it was wrong of me to compare myself to the other drivers that post are winning La mans, hard fought battles in SCCA, top contenders in their fields. I sometimes win uncontested, and sometimes come out dead last. To put myself as a driver in a class with those heroes is wrong, i wanted to say I'm sorry.
I posted the TTU championship win because it was Monday, the off season and it was the only PFC-related news available. Like I said am pleased to have won.
It's not a personal thing, it's just criticism. It was meant to be constructive, but clearly it missed the mark, and for that I apologize. If you are learning and growing as a driver at each event, then that's awesome and I encourage you to keep doing that. Maybe classing your car down into TT2 would give you some competition - I know that I always perform better with someone to chase. vs just lapping myself.
Agree with Andrew. A win is a win. Congrats.
I'd also agree that reclassing so that you can push yourself more in car development and as a driver could only yield positive things.
BMW M325R Series Breaks the Mold as Factory Built Race Car with PFC Brakes
Many Pirelli World Challenge teams are turning to the PFC Brakes equipped BMW M325R series factory built race cars as their weapon of choice for 2017. With six of these cars committed to the 2017 season already, this speed demon is sure to be in the winner's circle and top competitor in the PWC Series.
another 24 hour of dytona win. CLOVER, SC) January 30th, 2017 - This past weekend at the 2017 Rolex 24hr at Daytona, Alegra Motorsports took the GTD Class victory with their inSync sponsored Porsche 911 GT3R-fully equipped with PFC Brakes. PFC also captured the top four finishing positions in the BMW Endurance Challenge before the 24hr, all with Porsche Cayman GT4s fully fitted with PFC Brakes. Celebrating a sentimental victory, Alegra Motorsports' last Daytona 24hr win was 10 years ago. This years 55th running of the Rolex 24 was also the debut race and 1st endurance win with PFC's brand new 331 and 332 CarbonMetallic® new generation endurance race compounds with ZeroDrag™ patented pad retraction calipers, and V3 ZeroFailures™ discs.
Alegra Motorsports teammates Carlos de Quesada and 17 year old son Michael de Quesada, Jesse Lazare, Danil Morad, and Michael Christensen made the win happen. The drivers cycled throughout the evening and with a brief period falling two laps down, they managed to bring the car back up to the lead lap in the last hour with the improving track conditions following a grueling night of cold and rainy weather.
Michael Christensen, Porsche Works Driver , took the wheel for the final stint, taking them from third to first place. Holding the position through restarts and several caution periods, the Porsche 911 GT3R crossed the finish line .293 seconds ahead of the second place #29 Audi R8 of Land-Motorsport for the GTD class victory.
"It was just unbelievable for us," said Carlos de Quesada. "We had the right team, the right drivers, the right equipment."
The winning Porsche 911 GT3 is fully fitted with PFC Brakes ZR77 and ZR78 calipers with ZeroDrag™ patented pad retraction, V3 ZeroFailures™ discs, and all new 331 and 332 CarbonMetallic® endurance race compounds. By virtually eliminating compressibility at elevated temperatures, the newest generation of endurance compound 331 and 332 compounds greatly enhance "threshold feel" and reduce the magnitude of ABS intervention. With excellent disc conditioning, exceptional release, and very low abraded wear, these compounds are made specifically for today's challenging demands in endurance sportscar applications.
.In the BMW Endurance Challenge at Daytona, a complete sweep by Porche Cayman GT4's claimed the top four finishing spots in the Grand Sport Class of the IMSA Contintental Tire SportsCar Challenge. The four hour long race had a wide variety of fast running Mustangs and McLaren GT4's, but was dominated by Porsche GT4 teams. Finishing first was the No. 12 Bodymotion Porsche, second place No. 33 CJ Wilson Racing Porsche, third place the No. 35 CJ Wilson Porsche, and fourth place the No. 28 RS1 Porsche. Each of these powerhouses were fully equipped with PFC's ZR68 and ZR69 ZeroDrag™ calipers, and V3 ZeroFailures™ discs.
__________________ OG Racing
Your Source For Motorsports Safety Equipment WWW.OGRACING.COM
800.934.9112
703.430.3303 info@ogracing.com
Originally Posted by Mobius
Hopefully so, but let's hope it's never necessary. Experiencing your safety gear in action is ... not optimal.
I was a big fan of the PFC-97 pads when I was racing Spec Miata 6+ years ago. Running a 1.6L car on RA1's. Currently I am setting up an NA8 for summer street use and NASA TTE. Probably running on 205 RC-1's.
With that said, do you have any feedback on how my previous pad preference would translate to the newer pads? I see that the 97 has managed to stick around which is cool....is the 14 not replacing it?
Specifically curious how the PFC-97 pedal feel would compare to a HAWK DTC setup. 60/30 or one or the other setup square. I know you don't sell them but any feedback on PFC-97 Vs. G-Loc R10 or R8...biased or square?
From reading through this thread it sounds like the PFC pads will be fine using rotors run with HAWK pads for street use?
I was a big fan of the PFC-97 pads when I was racing Spec Miata 6+ years ago. Running a 1.6L car on RA1's. Currently I am setting up an NA8 for summer street use and NASA TTE. Probably running on 205 RC-1's.
With that said, do you have any feedback on how my previous pad preference would translate to the newer pads? I see that the 97 has managed to stick around which is cool....is the 14 not replacing it?
Specifically curious how the PFC-97 pedal feel would compare to a HAWK DTC setup. 60/30 or one or the other setup square. I know you don't sell them but any feedback on PFC-97 Vs. G-Loc R10 or R8...biased or square?
From reading through this thread it sounds like the PFC pads will be fine using rotors run with HAWK pads for street use?
Appreciate any insight you have.
the 14 was slated to replace the 97 but the Demand from Circle track and Spec Miata races have kept the 97 in production. We do not see the 97's going anywhere for a long time.
The PFC Friction material has two major characteristics that vary from competitors. First the soft initial bite and second the very consistent Tq output over a heat range. The bite is the initial characteristic of the pads reacting with the rotor. this can be a momentary spike in torq. Marketers love to say High bite is good, but all it does is help break tires cohesion with the tarmac. A softer bite pad like PFC or Padgid will ALWAYS be faster than a high bite pad.
Torq is the working force of the pad. all pads have heat ranges. the pfc 97 has a huge heat range as it goes from 100*-1400* it's Torq output is low near .37mu. making it good for smaller tires and rough tarmac. but over it's heat range the torq output will only change 6% through 100*-1400*. for reference, a hawk dtc70 changes 20% from 700*-1200*.
The fastest Combination of PFC pads is to run them square. We have found that with PFC's low bite and consistent Friction that we can run a higher Tq rear pad and keep the car stable. this gets a PFC equipped car faster deceleration rates than a car running a staggered pad option.
Tips From the crew chief: you can alter your braking balance by raising and lowering the rear of the car. "we find having a 1/4" rear rake is stable, while 0" rake will give us more trail braking. "
__________________ OG Racing
Your Source For Motorsports Safety Equipment WWW.OGRACING.COM
800.934.9112
703.430.3303 info@ogracing.com
Originally Posted by Mobius
Hopefully so, but let's hope it's never necessary. Experiencing your safety gear in action is ... not optimal.
10-19-2016, 12:24 PM
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