The 997 hubs looks nicer than the old 996 parts. In my experience they are not any stronger. I have broken the 996 hubs and several of the 997 versions.

 

I did a thread on these 4 years ago. Here is the link.

https://www.6speedonline.com/forums/...k-junkies.html

After 4 years of track use they have held up well. I've since opened up the front liners a little more for additional flow through the front radiators.

[url=https://flic.kr/p/ZfWjhz]

[url=https://flic.kr/p/YeJuZB]

[url=https://flic.kr/p/ZfWkJn]

 

I'm not surprised

 

Whats the story on these calipers for our cars? Do they not 'need' a larger brake master compared to 997 turbo and gt3 calipers?

 

Looking good. I feel like I may have some of those goodies on my car in the near future

 

When changing to front only 997 turbo/GT3 or 996 GT3 calipers, there is no need to change the MC as the piston area is for all purposes identical. People typically find the MC change necessary if also doing rear 997 calipers as the piston size increase is quite substantial in the rear. That rear increase also causes issues with PSM and ABS as not only the torque but fluid volume requirements have been affected.


I believe I am the first to use these calipers on the 996TT. With these calipers a MC change is not necessary but there is still a substantial increase in rear torque (though not as much as with 997 calipers). It remains to be seen how these will impact the PSM and ABS.

 

Did you by any chance take a picture of the pistons on those calipers? Curious what material porsche used on the piston insulators. The 996/997 GT/Cup calipers used yellow zircon inserts that are pretty much bulletproof (unless you drop them) and you could get a full caliper rebuild kit from Porsche Motorsport which is a huge plus for track guys. The 996/997 TT/Carerra pccbs used different inserts which had a high failure rate (chipping and cracking) when subjected to track abuse and unfortunately no replacements were offered making the calipers expensive paperweights. Ask me how I know. The inserts were a brown color. Based on reports, these problems continued to a certain extent with the 991GT3 calipers as they were no longer a Motorsport part as the Cup cars used PFC race calipers. Hopefully they redesigned it on the other 991 calipers or simply used plain steel pistons without inserts.

 

These are yellow, but they are phenolic resin, not zirconia.

Zirconia was used on 996 GT2/GT3, 997 GT2, 997 GT3 Iron/PCCB, 997 GT3 Cup, and is still used on 991 GT3 both iron and PCCB.

997 Turbo received the phenolic resin for iron and PCCB. The Carrera's got phenolic for PCCB, but 1-piece aluminum for iron.

991 Turbo does not use inserts at all, even on PCCB discs, they use conventional 1-piece aluminum pistons.

 

You could just run these...

https://www.ebay.com/i/382048812459

 

Thanks. Excellent info. I'm surprised they are using aluminum pistons on the 991TT since aluminum is highly conductive, much more so than steel. I guess they figure not many of those will be tracked but still a bit odd.

Here is the picture of what the 997TT PCCB caliper pistons looked like after a few track weekends. I guess these are the phenolic resin I assume. They simply pulverized. If you look closely you can see numerous cracks in the pistons. You could take chunks out of them with your finger nail, they were very brittle with a chalky texture. Luckily I have a very good relationship with my Porsche parts guy and Porsche took them all back at a full refund. They told me to put in fresh dust boots so it wouldn't scream track use when it went back to Porsche. After that I switched to the 997GT3 PCCB calipers and after 5 years and 150+ track hours the yellow zircon inserts have performed without issues. Calipers are all beat up now but still performing flawlessly.

[url=https://flic.kr/p/iypSmb]

[url=https://flic.kr/p/iypTYu]

 

All Brembo pistons are aluminum, across the board. The vast majority of road-going applications do not get inserts at all. Only the extreme applications do. Racing pistons are aluminum 99% of the time as well, but generally with inserts (there are some racing calipers that use aluminum pistons without inserts, but it's not commonplace). Typical inserts are ventilated titanium, or stainless steel in the case of lesser applications. In racing pistons the insert is positively retained into the piston by a circlip. In very few applications (such as NASCAR Cup calipers) the pistons are 1-piece titanium items.

Steel pistons in an aluminum caliper don't work well in high-level applications due to the difference in thermal expansion, and the effects that has on the performance of the caliper. Despite the thermal conductivity of aluminum, the overall cross-sectional area of the piston is kept down to minimize the amount of heat transfer that occurs.

Yes, those are the phenolic resin, and I have seen the problems before. These are a specification called for only by the Porsche-Audi Group. You will not find them used anywhere but Porsche, Audi R8, and Lamborghini. I do not know what their attraction is to them. On other high-level road-car applications (Ferrari with CCM, Corvette Z06, etc.) if an insert is used, it is a ventilated stainless steel piece much like the racing pistons use.

 

Amazing they are still sticking with using the phenolic inserts with such poor history and no replacement parts offered if one breaks. About 5 years back PMNA offered some trick Ti pistons for the Cup/GT calipers. It was a pricey conversion but not available anymore.

 

This thread makes me very happy, unfort the OP neglected to show his cost column in the spreadsheet... If I had to guess, north of $10K?

 

Likely.

 

Yes, for suspension components. Brakes would be on top of that.