Introduction of the build of the BRracing 2010 GT3. Not that the 2010 GT3 is a normal daily driver to begin with (it truly is an amazing car, and a great set of improvements over the previous generation 997 GT3), but with the new improvements that have been made to the car, we saw this as a great canvas to highlight some of the recent solutions and new products available to make this a truly amazing car. Just like the other BRracing project cars....this project will have quite a life, and we will detail the improvement here, why we choose the products we did, and the results, both on the street and the track (and just like our other projects, we're happy to prove the results on the track with anyone...our car will be at the track at least once a month for testing and development....and it's first appointment at the track will be in 2 weeks, after we're back from SEMA).

Here is the base canvas that we started with -
Porsche 2010 3.8 GT3
Sport Carbon Fiber seats
Technology package
Blue tooth
Nav
Dynamic drive lights
Alcantara package
Sport Chrono
Full leather package
Ceramics
Pirelli Corsa tires

But, that's just the beginning.
Here are some pics of the base canvas.



Vehicle has been lowered to euro ride height.

 

Here are some more pics of the updated PCCB and the center lock wheels and hubs.
The new center lock wheels take a special socket, and a realllllllllly long torque wrench that can do over 500NM without twisting.

Really nice brakes, but......as we found and others have found as well on the prior 997 PCCB setups, not optimal for track use...so, off they come. No stinking PCCBs on our track car.
More on the new brakes in another response in this thread (will be the first car in North America w this race setup)

Anyone wanting a brand new set of PCCBs (rotors, calipers, pads, front and rear, from a 2010 GT3, let us know...PM us).

You really need to play w one of these PCCB rotors though...w a rotor of this size, you expect the thing to weigh a lot, and you prep your hand and arm as you go to pick it up, and then you pick it up, and almost throw it thru the roof of the room you're in its so light.

A close look at the rotor also shows why they're not optimal YET for track use/abuse. Oh well....off they come (and we will post the weights of this setup vs the new one being put on the car).

 

So what is it that your close look reveals as to why they are not optimal YET for track use/abuse????

 

Another question:
What exactly is: euro ride height ???

Doc I have for MY10 GT3 & RS says USA/ROW are the same.

 

Euro ride height is ~ 1" lower than US spec. Obviously, you can adjust the ride height to almost any height, but the US spec that is set for cars imported to the US is different than the spec in Europe. And, as all know, the ride height is a critical issue...you can't just lower the ride height without obsetting the balance of the car, so the amount of adjustment front and rear is critical when do the alignment and ride height setting.
We found at the ALMS race w one of our race cars, that a single change of the rear ride height of one revolution on the rear spring perch signficantly altered the handling and "turn-in" of the car for the day.

 

The primary set of issues w the PCCB for track use are two fold (1) the venting in the PCCB rotor is not optimal, and you can even see that the venting or cooling fins inside the rotor are perpendicular to the rotation of the rotor. Unlike Brembo, or StopTech, or other race capable units, their cooling vanes have been optimized for proper cooling across the face of the rotor. We have found in testing that you get a different temperature reading across the face, which then causes different wear conditions on the pads and the rotors....and the PCCB rotors and pads are NOT cheap to replace. (2) The issue for us, is that there are no substitute pads available to alter the bite and grip characteristics for the brakes themselves. You get what you've got, and the stock set does not work well when cold, doesn't work great when hot, and doesn't provide the level of bite that we need.
We're currently in love w PFC pads, and normally run a different compound on the front vs the rear. On our last GT3, we swapped out the PCCBs as well, put on the replacement Brembo metal rotors (still used the stock PCCB calipers), and then tried various pad compounds to get the balance that we desired and that we needed for our track customers.
But, for our new GT3, we will be swapping out the calipers, pads, and rotors to get an optimal setup for heavy duty track use.

 

The Porsche Workshop Manual 4400TW Adjustment values for Suspension Alignment MY 10 GT3/RS shows no ride height difference for ROW & USA
What is your info based on?
Who should I believe ....show me some docs

There is a TSB for racetrack pads
There are specific race pads available from PMNA for PCCB
Installation: Characteristics:
Part Nos. of single pad:
Retrofit only (at race track).
Reduced pad wear at high operating temperatures. Higher tendency to squeal compared with standard pad. Higher pedal forces required at low operating temperatures.
996.351.940.93 9⇒ Brake pad front axle
97.352.930.91 ⇒ Brake pad rear axle

Do Brembo, or StopTech, or other race capable units, make PCCB rotors ???

 

why didnt you just buy a non pccb car? seemed you would have saved some money that way. the new gt3 15" brembo steel brakes probably only need a pad change for track use.

 

(1) Will post update this week on the new brakes that we have installed. Full race kit, first full race kit that we are aware of for the center lock hub installation. These kits have std race pad brake dimensions, so offers us the full set of options on what track pads we would like to use, as we we vary pads from one track and setup requirement to another (not saying that we switch out pads for each different track we go to, but provides us the option).
(2) We have run w the PMNA pads before, still do not like, and didn't provide us the bite and pedal modulation that we desired. We currently have a large customer set w both 996 and 997 setups, and we continue to tweak and alter the settings to gain the best combination for each customer (each driver may have different driving capabilities, and as such, they may desire a different pad and pedal feel....having the suite of pad options allows us to match this to their needs).
(3) Since some of you may not be aware of our background, we (Bruce and Robb, the two founders of BRracing) have 16 years each of racing experience, and many direct championships as well for each of us, so, all of our experience comes not from book knowledge or technical knowledge assimilation, but we post and communicate after many, many days of testing and development, and that doesn't mean just doing DE days. Plus, our close and long term relationship that we have had w GMG (Global Motorsports Group) and their direct racing experience have added to the direct experience that we have in determing what works and what doesn't. We are also friends w Flying Lizards team, and the work that they have done...just so that others understand where we come from when we post.
(4) Even w metal rotors (sets like Brembo, StopTech), we have swapped out pads from Pagid (Orange mainly), PFC (97 and 01), Hawk (Blue, DTC60, DTC70), and others to find the right balance under hard braking.

 

fyi, The Corsas are not limited to PCCBs

 

wow, so many 2010 GT3's are tuning shop cars.....

i guess we are keeping business good! ;P

 

Isn't that GMG's shop car???

 

You really have to look inside to see the venting....

 

want to sell the PCCB kit?

 

Update on our GT3 car - yes, WAS the original GMG car that they used for measurement for new parts development, but were not going to do anything w the car. So, as part of our expanding Porsche business and distribution agreement for GMG, we PURCHASED the car from them to do the full development on....and hence, the plan is afoot to build the car up, and we will be developing and tweaking the car on an ongoing basis as we find new parts and solutions, and do the track work.