Man you're good

i wasnt aware the car came with adjustable height suspension until you posted, im guessing safe to assume thats stock? (looks very stock)..

just saved myself some $ on suspension when i order GT3 hopefully in future.

Hmmm...so, if you've read this thread, you know we were slated for testing in November at Thunderhill, and that we didn't get far due to a flat tire in our first sesssion, and no spares.
So, we have been waiting for a chance to get out...and it looks like the weather may cooperate. Right now, as of this moment, it's pouring RAIN, but the weather says it will be clear but cold on Monday...so, we're prepping and preparing for the good weather. IF it rains....we will NOT take the car out on the track...cold is fine, but we're not needing to test that bad if it's raining.

The track day is for Laguna, and we have several of our customers Porsche's set to go to the track on Monday (Dec 14th) to play with us and others, including our new 2010 GT3 w the mods we've talked about.

To make the day a little more interesting....we've decided to forego the Pirelli OEM tires, and add a new set of Hoosiers R6. That should provide a good level of grip for the first full day of playing. We'll change to a different selection later when we make more suspension changes than what the car has had done so far.....and we will have 2 more new sets of new wheels (not OEM....watch this space for an announcement soon about a new set of 18" and 19" center mount wheels, light weight, fully forged, and good looking to boot......and, that can also be used on non-center lock hubbed cars).

Then we can add racing slicks as well to the test suite to play with as we iron out the refinement for the track setup for this car. That will give us three setups....traditional street/occassional track (Pirelli tires); regular track duty (Hoosiers); and full out track setup for speed and time (Michelin or Pirelli slicks).

Since the track day is at Laguna, that also means we have to deal with SOUND limits, so off w all the exhaust enhancments we have recently done (headers, sport cats, mufflers, center section, rear tips...the pic is of the car being worked on in one of our 6 bays at the shop), and back on w the OEM setup (we know we can pass the low sound limits (92dba sound limit for Monday)....we'll have to wait till later in the Winter to get back to Thunderhill when we can play w the full exhaust setup.

So, if you're there, come see us on Monday, if not, we'll post video from the new video setup and data acq system that we've installed to capture the play day.....more to come.

Quick update.
Went to the track today (Laguna Seca, Monday, December 14, 2009), and at first we thought the weather was not going to cooperate, as it rained heavy over the weekend, and even late into the morning today. But, when we got to the track, it hadn't rained in a couple of hours, and the clouds were starting to part.
The first groups went out and the track was damp, but drying. By 9am, a dry line was starting to appear, and no real puddles anywhere, and the sun started to peak through.
We had a total of 7 cars as part of our group gathered at the track (our 2010 GT3, 996 TT, 997TT, Cayman, Boxster, a Vette, an Evo MR).
We were also given the treat of seeing Porsche NA testing the Boxster spyder...as they were using the track for test drives, and a magazine article test.
But...about our 2010 GT3....the car was simply AMAZING. The weather turned to spectacular by late morning, and remained clear for the rest of the day. By 11am, the track was fully dry, even on the berms, and the track was in great shape.
The car performed flawlessly, and was FAST. The only downside was not being able to hear the full sound of the exhaust due to the sound limits in force at Laguna, which meant we were running the OEM exhaust.
Both of us (Robb and Bruce) drove for a total of 10 sessions or run groups, and took over 12 people for rides in the car. Never once dropped a wheel wrong, nor had any problems, and we were in the fastest group of the day, and didn't get passes by anyone or anything. We ate up GT2's, other GT3's, Vette's, a Dodge Viper, and whatever else was out there. The car was astonishingly stable, the Stoptech brakes stopped very aggressively, the cup car rear wing provided a great amount of downforce, the new front lip really helps the front to stay planted, even under aggressive turn-in, and we beat the crap out of brakes and new Hoosiers all day long. Handling was wonderful, but we do have some slight dialing in that we need to do at the limit....but the new suspension coming should help us address that.

We ran through the various suspension and car control options so that we could explore the limits in each condtion (sport, pasm, tc, etc), and learned tons, but the limit or when the systems kick in is very unobtusive.

Video should be posted by tomorrow.....what FUN, the car is just a HOOT, will be smiling for days to come. Can't wait for the next time out.

BRracing,
Thank you for the write up and your GT3 sounds very impressive. Looking forward to the video.

BRracing: Now that you're back from SEMA can you provide detailed weight savings of STR package verses the Gen2 PCCB's per NJ-GT's request?

Thanks.

and vs the steel brakes.

Would you mind posting a sampling of your lap times at Laguna? Additionally, I am interested to learn the weight difference between the two braking systems.

Some new goodies showed up at the end of last week and we did not have time to post till this week due to a track event we were at on Monday of this week with a bunch of our clients.
So let us know what you think. We are happy to share our experience with them and what we think, but simply put, AMAZING!

I realize that there are some questions we have not addressed, we will do our best to get to them.
Thank you all for your kind words and inquiries, we look forward to meeting more of you.
Thanks

Robb
BRracing

Still looking for this info.

So after the install we did a comparison of the elements. Here is what we found...
The rotors are unmatched in weight as the steel rotors are naturally more than the PCCB rotors. The PCCB's are feathers compared to the steel rotors with the STR60 kit, however the calipers were not. The STR60 calipers we installed were around 7lbs lighter than the stock PCCB calipers. The weight did not even out but nor does the stopping capability between the two.
If you want light go with PCCB, if you want ultimate stopping power and no fading then go with something like the STR60 kit from Stoptech.
I hope that this information was helpful and what you are looking for.
Thanks

Robb

I read this thread and people have asked several times for you to post up the weights of the PCCB and ST kit, since you claimed to have weighed the systems. What type of BS response is this?

Do the PCCB rotors and calipers combined weigh less than the ST counterpart? How do steel rotors provide ultimate stopping power, are they less prone to heat/fade? Uh, no. Stress cracks? No. What data do you have if any that proves the StopTech kit is better than PCCB in any way other than possibly budget if that is of concern? What about F&R brake bias, any data on that? Let not forget about the inertia created by a heavy 15" steel rotor compared to a light weight carbon ceramic.

Of course you are trying to push a product for sale but do not try to discredit the superior carbon ceramic brakes. They are either standard or an option on every supercar, now even the ZR-1 or CZR-1 whatever its called has carbon ceramic brakes.

If StopTech had the ability to press their own carbon ceramic rotors I am sure that would be their top of the line offering instead of cast steel rotors.

All
We are not just trying to push a solution, as posted earlier, we sell all the solutions, and we sell Brembo just as much as Stoptech. But, as our testing...real world, not lab, had shone, was that the PCCB was not yet the BEST solution for aggressive track abuse. This is not a fault of the engineering or design, but a combination of elements.

We were evaluating the brakes on a couple of fronts
- stopping power
- longevity in track abuse
- pad selection or compound selection

Weight was not a prime consideration, as stopping power would outweigh weight.
We don't have the PCCB system anymore, as they were sold in December to another 6speed member for installation on a street Porsche. We did measure the weights of the caliper and the rotor, and the caliper (ST60) was lighter than the Porsche PCCB, but the rotor (Stoptech) was far heavier than the PCCB.....no question.

The issue we had on this car, and the previous Porsche, was that when used in track abuse, we could not get the stopping power, nor pedal feel, nor longevity of life that we desired. We had tested on the 996 that moving from the PCCB to the Brembo solution had also proven a valuable move...we gained all that we needed. Feel, bite, and longevity. That's what led us to talk to all the Porsche teams as well in the ALMS series, to find what their results had been. This is also the conjecture that why the PCCB is not yet the fundamental on the Porsche race car (exclude the last RS-spyder). Do we believe that PCCBs will be the solution in the future...yes, but do we believe, and has our testing borne out that the best track solution today is other than PCCB...we believe so. The fact that there are other benefits (price, replacement) along w the desired objectives of pad compound selection and bite, plus the fact that we have experienced no fade w the new ST60 solution, says that we believe indeed this is indeed the best solution. This is not a paper engineering exercise...this is real world use on the track. We believe at this point we have put more track laps at the extreme limit (latest is a 1:36 lap time at Laguna on Monday of this week) than anyone else that we are aware of...not just here on the West Coast. We have tried different pad compounds on the ST60, and found that they do indeed have an impact on the stability and modulation under extreme braking, and has led to the improvement in stability. We did not have this option w the PCCB, and there was no plan by pad manfacturers to produce many other pad options for the PCCB.
This whole element has been validated not only by us, but by others here in this same forum. We'll be happy to go to the track and run side by side w a PCCB shod car, and run 20 laps, and see where the two cars stand and perform.

If you want weight....pick PCCB.
If you want pad selection....pick something other than PCCB
IF you want strength, stopping power.....we would go w the ST60
If you want price and value over the long haul (even just a single season of multiple track events)...we would go w the ST60

And, we have done this testing not just on the GT3 and Porsche. We switched out our solution on our BMW 135i project car that is also very well known, and heavily track tested, and have proven results w the solution there. We will stand on our proven track experience....this is not bench racing or hypotheticals....this is what we found w the variety of systems.

Bruce
BRracing

I love Project posts !

And this one has been very educative, thanks and keep up the good work !