996 Big Brake Kit Review

Yesterday I installed Rennegade Motorsport's 996 Big Brake Kit. Their BBK adapts the stock caliper to use later model Porsche rear rotors.(997 turbo, 997 GT3 RS, or 970 Turbo S) This bumps the front rotor from 317mm to 350mm. That might not seem like much, but here's a 317mm rotor setting on top of a 350mm rotor: Here are pictures of the install, which was straight forward: Rotor Adapter: Caliper mounted with adapters: Before: Pagid 317mm rotor After: Porsche Panamera Turbo S 350mm rotor (Slotted & drilled) I took the car out this morning and bedded the used Akebono brake pads. Although the main purpose is for better cooling while on track, after bedding and cooling, the car seems to stop just a little bit better at highway+ speeds. I purchased 2015 Panamera Turbo S rotors from RockAuto. I went with the Dynamic Friction drilled and slotted due to the price. I will eventually buy a good quality slotted only rotor, but for now these will work. Coming soon is their rear BBK that will bump the 299mm rear rotor to 330mm. FYI, the 996.2 GT3 came with 350mm rotors in front and 330mm rotors in the rear. For the price, it is a great way to improve braking without breaking(braking!) the bank. To learn more about these, check out this thread: http://911uk.com/viewtopic.php?t=138963

I went through the thread and didnt see a cost or link to his store for purchase. How did u contact him? does the spacer increase the wheel offset or just space the new rotor to the old specs? Now that u guinia pigged it i may buy this to go with my new wheel studs.

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I contacted him through Rennlist. User name: Martin996rsr Since he is UK based, the US$ cost is going to vary. He sells the kit with and without additional 8mm spacers. The current prices are �300 & �350. I'll try to measure offset changes when I take the wheels off to check my bolt torque settings after my initial test drive. I did test them out at up to triple digit speeds and there was no significant introduced vibrations. I felt none at all.

Thx i just pm'ed him. I know u have not done the back but do u have to shave the pads? Also the 8mm spacer is rim clearence? It would be nice if he had a faq section .

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I'm not sure if the rear pads will have to be shaved or not. But it is likely due to rotor width. My front wheels are 18x8.5 and fill the fender nicely, so I don't need spacers. I think the offset has change slightly. I'll do some closer measuring this weekend if not sooner. Yeah, a website with an FAQ is a good idea. This is a new product, so I bet he hasn't had a chance to build one.

Thanks for the writeup Texsquirrel, those rotors really fill out those wheels nicely. If anyone wants to reach me they can PM me through Rennlist, I'm not currently receiving PM notifications from 911UK.com. The prices quoted above are in GBP and are corrrect, though exchange rates will mean the USD price will vary a little. I am working on a website, but I've had a lot of other demands on my time that mean that its always the last thing on my list. There is a listing on Ebay UK with more info though. I don't want to post a link in case it voilates Rennlist's rules, but it's very easy to find.

Hmm, im not sure this is worth the gain in unsprung reciprocating weight. Did you weigh the new vs the old?

Hi Quadcammer. The weight penalty is about 2kg per side. This kit is not designed to be the last word in performance, rather it is designed to be the most cost-effective way to upgrade a 996 or 997 C2/C4 to 350mm front rotors. The 'price' of this cost effectiveness is the weight gain, with front rotors similar in weight to those on a 996.2 GT3 (they are the same diameter but thicker on the GT3). If you want a similar upgrade path but with no weight penalty then I recommend the Girodisc solution. Their two piece rotors are lighter than stock but will lighten your wallet to the tune of around $2000.

Looks like a nice solution given the competitive price point.

Darn, I forgot that I did weight all the components of both setups. I meant to put it in the review above. This is per side: Factory sized Pagid rotors & hardware(all the parts being replaced): 19.1lbs (8.660kg) Larger (Dynamic Friction) 350mm rotors, BBK adapters & special hardware: 24.270lbs (11.010kg) So weight difference is. 5.17lbs (2.35kg) per side. This is dependent mostly on the rotor weight. NOTE: This does NOT include the spacers. That will add additional weight. Also there are likely lighter weight rotors available. Pagid 317mm rotor & hardware weight in lbs Pagid 317mm rotor & hardware weight in kg Dynamic Friction 350mm rotor & hardware weight in lbs Dynamic Friction 350mm rotor & hardware weight in kg

I have been in contact with martine today. Looks like the front rotor adaptor will push the wheels out 8mm. I have to see if i have room in the front. I deff would not need his additionsl 8mm spacer. also his rear kit is not yet availabe, i hope the rear does not space out the wheel. I know i dont have any room with my gt3 spec 18x11 rims.

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That sounds about right. I meant to measure the adapter but forgot to. I'll still measure it and also the rotor and see if the rotor adds any. The rear will likely add space too. I'll have the same problem as I have GT3 sized (18x11) wheels in back. I'd like 330mm rotors in the back, but it's not as "necessary" as the 350mm in front.

The rear kit won't push the rear wheels out at all. The solution doesn't involve moving the rear rotor to a new position.

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That's GREAT news! I'm looking forward to the rear kit. I took my 996 out for a good shake down run this morning. The brakes performed brilliantly! I'm very happy. Once the brakes cool off, I'm going to get the car back in the air and check the torque on all the new BBK fasteners. I'll apply torque seal so I can visually inspect next time.

RacingBrake , a site sponsor, sell caliper spacer kits for 996/997 front and rear at what seem to be a reasonable prices. I wonder how these compare to the other caliper spacer kits? The RacingBrake 2-piece rotor pricing is not terrible but I suspect you could install the rotors of your own choosing. Just curious.

RacingBrake's kit is for 996s and 997s that have the 142mm front caliper bolt spacing. The kit I have devised is for the 130mm bolt spacing that is used on the 996 C2/C4 and the 997 non 'S' models. For clarity, the 996 C4S, GT2/3 and Turbo have 142mm front caliper bolt spacing and upgrading the rotors from 330 to 350mm on them is simply a case of longer caliper bolts with spacers under the caliper, and replacing the 330 rotor with the 350 one. I'm the only engineer to have devised this solution to cheap bigger brakes on the Carreras, I've created only a handful of kits, and I'm a backyard mechanic trying to keep the wolf from the door whilst I'm too sick to work. I'll happily give the owners of Rennlist a cut from each sale if that's what they want. I'm certainly not a full blown commercial enterprise that's competing with site sponsors, I can't be because I'm the only person offering this upgrade path.

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Thanks for the info. I really appreciate the clarification.

So, I just want to make sure - run through this with me like I'm an idiot (because I'm not a technical guy): 1) The stock calipers (the things that press the pads to the braking surface, the rotor) still fit using this system by way of longer bolts - correct? 2) The diameter of the rotor has increased - however, since the pads/calipers remain unchanged, braking won't change much, correct? Is the main benefit then JUST the better cooling because it's similar heat over a larger rotor? So, does that mean to get truly enhanced brake performance (decreased stopping distance), one would want to increase both caliper size AND rotor size? However, this will give the cooling edge? I'm genuinely curious because I was thinking of doing a "big" brake kit setup, but I wasn't sure what I wanted yet. This could be a great intermediate solution.

Braking should also get better because the caliper is farther away from the centerline of the wheel. Im not sure by how much and if i wasnt so lazy i could look up the formula to figure it out.

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You're pretty much spot on with all of your points. The stock calipers are retained and are secured using longer bolts. The diameter of the rotor has increased, and the caliper is further from the centre of rotation, giving it a greater mechanical advantage. However, the braking power increase this confers is modest, perhaps around 15%. (I did the calculations way back and don't have that notepad to hand, otherwise I'd give the calculation used). The bigger rotor does give a significant advantage in cooling, fending off fade for longer, and in many systems preventing it entirely. Feedback from other users of the kit is that the performance increase is noticeable and worthwhile. You also get to use much more aggressive pads that generate more friction and therefore heat, with more of the heat dissipated by the larger rotor, and therefore less heat going into your brake fluid to boil it. The other advantage is aethetic in that the 350mm rotor 'fits' the wheel much better and is the size that any car person would expect to see behind the spokes of your wheels, rather than the somewhat small stock rotors. This setup isn't intended to give the performance increase achievable by using a $3000 big brake kit with six pot monoblock calipers and 350mm floating rotors. It's intended to create a new, much more affordable way to put 350mm OE spec rotors from elsewhere in the Porsche range on any of the lesser Porsches that normally use the 318mm rotor and 130mm bolt spacing calipers. As you note, it's definitely an intermediate level upgrade rather than a full monty. It's perfectly doable to install this kit for $600 all-in, if you shop around for cheaper discs. Please note I haven't so far found any of the cheaper discs to give a sub-standard performance, so please don't assume that in this area paying cheap means paying twice.

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I spent $664 for everything including shipping. I recently noticed another advantage. I think the 350mm rotor itself has introduced some additional offset. The extra offset has created extra space between the caliper and the wheel. This makes cleaning the front caliper easier...more like the rear wheel. Hopefully I'll get a chance soon to measure to see what total offset difference I see with the Dynamic Friction 350mm rotors over the Pagid 317mm rotors.

Not to get too far off the intial topic but is there a direct replacement 6 pot caliper for the front of the c2/c4 stock application? (Brembo, Wilwood) My thought is, if there is one it may work with this kit???

Brembo makes a BBK with 6-pot fronts compatible with the 996 wheel carriers. I believe list is somewhere in the $5-6k range. I did a bunch or research thinking about this lat year as there was a used set of front calipers in the classifieds for $3500. There’s also a BBK available from Stoptech that gets you 355mm front rotors, but the calipers are still 4-piston and IIRC the pistons are not any bigger than the stock fronts. List was still about $3k, so I was considering just moving to Girodisc rotors instead. Martin’s kit now has me rethinking that. I also have a GT3 MC sitting around which is supposed to stiffen up the pedal and is a must if increasing piston volume.

Well im not nearly a good enough driver to need $6k worth of front calipers, thx.

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Same thing for me, but move the cost down to $3000. That's why Martin's kits attracted me. I'll spend $600 for slightly better braking and a lot better heat dissipation, but I won't spend $3000.(typical BBK starting prices) If the factory brakes sucked, then yeah $3K would be a no brainer. But the factory brakes are really good...but for $600 why not improve them a little more? The 350mm rotors do look better behind the wheel, but that was not a huge concern to me. The improved heat dissipation was my first priority. The increased braking ability, and the better looks, were bonuses.

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Martin and Tex, great points. I pretty much feel exactly the same - I've been shopping for BBK, but at those 3-5k prices, I've basically been pushing it off, especially since I track the car once a year, or less. I had the GT3 brake cooling ducts installed because I didn't know about this package, but I may consider doing this. I also had the GT3 master cylinder and SS brake lines installed for better feel, so I think I'll see if my shop can install the upgrade (since I live in an apartment, not allowed to do the work in my parking stall :/

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It shouldn't cost much to have done. It's just brake rotor R&R labor +2 minutes. I can both sides in under 30 minutes once the car is up in the air. You could do it in any parking lot and most people would think you're just changing a tire.

U agree that these cars stops great even better with pagid yellows and ss lines on mine, so the 6 pots wont happen 4 me. Im pretty sure ill be buying the kit by the end of week. Seems to be a solid cost/reward upgrade.

how will you get "better braking" with the bigger kit if the stock brakes will lock up the stock tires at will? Basically, the larger diameter gives you a touch more braking torque, so perhaps slightly less pedal pressure is needed at light braking, but if you can lock the wheel, a bigger disk will do nothing but lock it up slightly sooner. If you run slicks/hoosiers, maybe thats not a problem, but I can lock up 235 NT01s easily with stock 996 front brakes and pfc 08 pads.

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True (and Martin himself said as much). To be nitpicky the bigger disk wont lock up 'sooner' just at a lower pedal force, i.e. Master cylinder pressure than with a smaller disk. The braking force at which the wheel locks is identical (I'm aware you, Quadcammer know that). The benefit and performance increase is the greater thermal capacity of the increased mass of the bigger diameter disk as well as the greater cooling rate because of the greater surface area that both radiates the heat and is cooled by the air passing over it. I like the set-up that Martin came up with very much. It is a solidly engineered solution in my opinion.

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agreed, and yes you are absolutely right on your correction of my sloppy explanation I think its great that this product exists and actually see it as a great alternative to massively priced BBKs. If you are running real sticky tires, any advantage is a good advantage, especially at the low price.

You'll find that as you go faster you'll reach a point at which maximum braking won't overcome the available grip and you won't lock up the fronts or activate the ABS. Increasing the braking power by moving the caliper further out to give it more mechanical advantage against this will increase the speed at which maximum braking can overcome available grip. You can try this for yourself by taking your car somewhere quiet and discovering what speed you need to go to do this. On a 996 it's roughly 60mph, though differs considerably between setups. For the sake of simplification, if you take the mid point of the pad contact distance from the centre of rotation and move it 18mm further out, you're increasing the mechanical advantage of the pads by roughly 10%. Which in turn should add 10% to the speed at which maximum braking may be applied (momentum = mass x velocity). So in short, this upgrade will stop you slightly quicker, but only from speeds higher than the current maximum brake lock up/ABS activation speed. This doesn't mean your stopping distance will be 10% shorter overall, just that your retardation above roughly 60mph will be enhanced. Another consideration is that the kinetic energy needing to be absorbed by the braking system rises exponentially with speed (K.E.= 1/2 mass x velocity squared) meaning that even modest increases in speed give proportionately large increases in the amount of heat energy that the braking system need to be capable of dissipating, hence why a bigger disk is a better first step than a bigger caliper when considering a 'stage 1' brake upgrade. This enhanced heat disspation is really the key advantage, as it keeps the brakes working longer and fading later than ones with smaller discs, particularly on the track.

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@De Jeeper , I've gotten a chance to fully test the BBK with the 18x8.5 ET53 OZ wheels with Michelin Pilot Sport 4S ties in 235/40-R18. I have a slight rubbing on the front fender liner on the left side only at full right lock. This is not bad enough to warrant not running the brakes, but it is something that is noticeable in parking lots. I'm pretty sure if we were running factory width wheels and 225/40/R18 it wouldn't even be an issue. I'm going to see if this is something that I can easily fix, because it doesn't look like it would take much to remedy. Here's some pictures of the rubbing:

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Heat the liner with a heat gun and bend it slightly. You will probably need to heat both sides. I needed to massage the front wheel liners on my Turbo to clear 245/40-18's up front.

Thanks!

Wont work. The fan bracket is behind where it rubs. My 235s already rub there on the pass side. My sport technos are an 18x8 et of 50 and i have 245s on the apex wheels 18x9 et 46. Probably gonna buy it and try it. Im sure i can get it to work, as i gave gt3 lowers and can adjust camber. Thx for the info.

Increasing tyre width whilst keeping the aspect ratio (at 40 in above mentioned cases) increases tyre diameter. That causes the rubbing, not the greater width itself. More negative camber wont help I reckon

Yea im too lazy becsuse it was cold out to look at the aspect ratios and put the numbers into the online calculator. The width does matter(not just diameter) when rubbing while turning because it will be wider on the rim thus closer to the liner. It always rubs at the "corner" of the tire.

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Is there any way to cut or bend the bracket? I had to cut/bend the rad brackets a bit (Turbo rad brackets are different). Also the rad brackets can be slid around a little if all the screws are loosened. I pushed mine about 1/8" to the front and gained a tiny bit more space.

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I got out my heat gun on Sunday and heated the area pretty good and motivated it with a rubber mallet. When I re-installed it I wondered if it was any different. Finally got a chance about 30 minutes ago to take my car for a test drive. That fixed it! Thanks for the suggestion!

Available caliper spaces with 130mm spread in various thickness: 5, 7.5, 12.5, 16.5, 17.5, 25mm for 996/997 front and rear BBK upgrade.

Above spacers are applicable to the following models with 130mm spread spindles. These oversized kits have been offered since 2013 with many happy Porsche owners. They were bundled with our rotor kits but can be list for purchase if needed.

To anybody reading this thread, please be aware that I believe RacingBrake's 996 C2/C4 brake solution to be superior to the one I developed. They use lighter two-piece rotors and give the benefits of the kit I developed, but with a significant advantage in reducing unsprung and rotating mass. I really want to stress that my kit is not intended to compete with their better offering, rather it is to offer a big brake option to a small number of fellow amatuers who would otherwise not be able to afford a more advanced solution.

M12x1.5 grade 12.9 steel alloy caliper bolts with the following length are in stock for the required extra length to cover the spacers: 35, 40. 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95, 100, 110, 125 Please review our brake hardware section and scroll down to the caliper bolts, some popular lengths are listed as 4ea/pack. https://racingbrake.com/brake-hardware/

Is there any worry that these 350mm front and 330mm rear (coming soon) rotors offered within this kit will fit inside stock 996 C2 18" turbo twists?

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dont think so, as the 996 turbo came stock with a 350/330 rotor and 18" turbo twists. Also the same size rotors on the gt2/3 cars and 18" wheels.

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Actually the 6TT stock is 330/330. It can be upgraded to 350/350 which fits fine with the 996 Turbo Twists. BUT, the C2 comes with 993 Turbo Twists - not the same wheels or offsets.

My kit works with any 18" OE Porsche wheel and a 350mm rotor. You can also go smaller and use a 330mm rotor, which will fit in a 17" OE wheel. This is what I use on my own 996 as I have the 17" Porsche 10 spoke wheels (because they are the lightest OE wheel available).

I just installed half of this kit, had a bad wheel bearing on the drivers side so waiting on parts. Its a easy install but i guess i was lucky because all my bolts came out. I did just realize from tex's pics that u flip floped my rotors so that needs ti be switched. The kit works well with msi studs too.

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That looks correct to me.

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Well i double checked the part number on the zimmerman box and it says its the left side. I think i have to open the other box and see if the rotor is the same. The box for that rotor was re-taped shut so who knows?

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OK, hmmm...now I'm wondering if mine were maybe mismarked.

Well the webs say the slot direction doent matter its the vanes and they should lean back at the top. This matches the part numbers in the boxes. Wrong Right

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Do you also offer a bracket/adapter that will allow 130mm wheel carrier to utilize 142mm or 225mm Porsche calipers? If so, I�m interested.

This isn't intended to take anything away from RacingBrake, but there is a guy in the UK named Martin Hill who makes brackets to allow 997.2 turbo calipers to be used on a 996 C2/C4 with 380mm discs. He also creates other brackets, such as ones to allow the much cheaper, but still very big calipers from a Turbo Cayenne to be fitted. Here is a link to his Ebay listing. https://www.ebay.co.uk/itm/293605615...sAAOSwlZNe3Mdu The reason nobody offers a bracket to allow 996 Turbo calipers to be used with a 330 or 350mm disc on a C2/C4 is because the caliper bolts overlap each other, so the head of the bolt used to secure the bracket to the upright in the 130mm spaced holes occupies the space that needs to be used for the 142mm spaced caliper bolts to screw into.

De Jeeper - You're exactly right. I've also noticed this with the slotted Panamera discs supplied in the UK; the vanes are handed, but the slots are not. Another guy using my kit in the UK had a Porsche indy tech tell him one of his discs was on the wrong side on the basis of the slots and I had to explain that it's the vanes that matter.

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Awesome! Do you know if this could be used with a regular 997.2 C2S calipers and rotors? Also, do you have a link to the bracket that can be used with Cayenne brakes?

Can you clarify what car you have and exactly which rotors and calipers you want to fit to it? Sorry, I'm a little confused.

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I believe the rotors on the Cayenne Turbos are 390 mm, no?

There are a few different brackets that give different rotor/caliper combinations. I know Martin Hill has devised a Cayenne caliper bracket, though this requires machining to the Cayenne caliper to make it fit. This might not use a Cayenne disc, perhaps it uses another disc such as a 997.2 Turbo disc. Another guy in the UK known as Poppopbangbang has devised his own brake setup that I think also uses Cayenne calipers on the front and thee old front calipers on the rear. Here is a link to his thread on Pistponheads: https://www.pistonheads.com/gassing/...&t=1601182&i=0 I have to say a 34mm wide 380mm disc is just way overkill for a 996 though. That would be a hell of a lot of extra rotating mass.

Here is a link to Martin Hill's build thread of his 996 C4 that he's rebuilding into something that's basically going to be a GT3. He's using Cayenne calipers front and rear. The fronts are machined. Discs are, I think, 350x34 front and 330x28 rear.

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Depending on which caliper, the 350mm set up are 18z�s which I have on my Touareg. They were standard on the Hybrid and V10 diesel T2 models.

Cayenne TT caliper is massive & really heavy. You lose the ability to quick change pads. The caliper & the 390mm rotor seem like overkill on a vehicle that weighs 2000lbs less.

Any new info on rear brake upgrade ?

Sorry, no new info. I'm dealing with a serious medical condition and am undergoing successive surgeries to correct it, so the brake work regularly has to be put on the back burner. I've pursued several different rear brake ideas and none of them have borne fruit in terms of something that I would be happy for someone to put on their car. I have however deveoped an Arduino based brake temperature monitoring and logging device which also displays the current and highest temperature from the current session. Something that was immediately revealed was that even on standard rear discs, a very hard driven car never gets the rears anywhere close to the temperatures experienced on the front. Although this was somewhat predictable, I'm an obbessive when it comes to empirical data, so it was great to get to find out exactly what was going on. This means that if you're after a brake upgrade for the rear for performance reasons then you needn't bother, the car doesn't need it. I know there will be a few people who want a larger rear rotor for aesthetic reasons, and I may produce a few. However, if you want a set in a hurry then I recommend Girodiscs, they really are very good.

Get well soon, Martin.

hope you come back out the other side in great health!

Thanks guys, you're very kind. The last surgery was a month ago and has yielded some good improvements, but I have two more major procedures to look forward to over the next 18 months which will really bloody hurt and I'm steeling myself in anticipation. I'm also working on a shifter design on my good days which I'll share on here and some of you guys might like.

I wish you all the best for your health, that the outcome shall be what you want it to be. Interested what sort of temp. sensor you chose. Can you measure the heat in the disk and little of the heat it radiates if you see what I mean?

Best wishes Martin. Let us know if we can help in any way.

Thanks Hardtailer and ChunkNorris. I used infra red sensors (MLX90614, for the deeply technically minded) that are positioned to take an average of the swept area in the coolest part of the arc (shortly before the disc is swept by the pads). This is because the sensors I used had a maximum reading capability of 380C, and you can easily get the disc significantly hotter than that immediately after it's gone through the pads under very hard use. For my application though, the absolute temperatures reached by the disc were of far less importance than the relative temperatures between front and back, and front with stock discs vs front with my kit on, as well as the time taken for heat to dissipate. I'm hoping to put together a Youtube video when I'm well enough to run through this test rig to demostrate my development process.

Hi @Martin996rsr : Have a friend who�s offering his pre-owned 330/330 (F/R) rotors from his 997.2 C2S. Can these rotors fit my 996 C2 calipers given that the 997S rotors are thicker than stock C2: Front 34mm vs 28 in 996, Rear 28mm vs 24 in 996? Are the stock 996 C2 calipers wide enough to fit the pads with rotors of 997S?

Nope. U would need to somehow adapt the calipers too. Not worth the effort.

De Jeeper is correct. The stock 996 C2 rotors are 28mm thick and so the calipers won't fit around the 330x34mm front 997 C2S rotors. It's similar on the rear in that the stock 996 rotors are 26mm and the 997 rotors are 28mm. However, you can use the rear 997 rotors on the front of the 996. I use 330mm 997 rear rotors on the front of my 996 as I have 17" wheels that mean I can't fit the 350mm rotors as used by the starter of this thread, but the kit to make it happen is essentially the same for both rotor sizes.

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I think the stock 996 C2 rear rotors are 24 mm thick Martin, not 26 mm. As ever, happy to be corrected though.

You're quite right Atgani, the rears are indeed 24mm thick. Despite years of searching I haven't found a stock rotor in an appropriate offset, thickness, and diameter that would allow an upgrade to the rear. I have had a custom disc made, but the cost was eyewatering and the quality wasn't there, so that stalled development in that direction. I may try again to get custom rear discs made though.

Did anyone a Adpater for the 6 Piston Caliper from the 997 GT3 (225mm) to the 996 (130mm)?

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Beware - 380MM rotors will not fit under most 18in wheels and are very expensive. https://www.ebay.com/itm/293605615915

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I have another set similar to the one @zbomb posted with a set of Cup calipers that I never installed.

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Tell me more about it

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It�s referenced on my build page.

I have finally replaced my Renegade BBK. The Renegade BBK looks great! But the rotors I chose were heavy compared to what is available. I went from the 350mm rotors I used for the renegade BBK to 340mm Girodisc in front and 325mm Girodisc in rear. I'm happy with my choice, but the Renegade BBK was definitely a quality budget-friendly choice!

I will work on Audi Calipers on front with 350mm Rotor and 996 Turbo Calipers Rear with 330mm on my 1998 C2. Hope it will work as i thought.

Does fit (350mm Disc, Audi Caliper), but won�t fit with my 18" 3pcs Rims... Anyone did 330mm all around on a 996 C2?

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I successfully had 350mm rotors on the front of my 996.2. They are originally for the rear of the 997 911 Turbo/Panamera Turbo S. They required the Renegade BBK adapters for the rotors & the calipers. I now have 340mm Girodisc in front (MUCH lighter than the 350mm I was running) and I have 325mm Girodisc in the rear. I run both the factory Carrera II wheels(18x7.5 in front and 18x10 in rear) and OZ Allegeritas. (18x8.5 in front and 18x11 in rear)

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Thats nice, but this won�t help me at all. My Eta Beta Krone Rims are on the edge between the outer and the inner lip that much thick, that there only works 330mm max. But i have the 330mm for the back (because i planned the 350mm front) and so i think about 330mm back, 330mm front, both 28mm thick. But for now i think i will do the 299/318mm... not that nice, but i put so much work in the 33/350 Project, that it dont makes sense any longer...

Teilegott - You do not want 330mm square. Maintain the C2 brake bias ratio. You can put 330mm/28mm fronts on with 10mm caliper spacers, no problem.

Here is a safety first message. Maybe i dont fully understand your dilemma and apologize if i misunderstood, but it sounds like you have a set of wheels that don't fit around the OEM brake system, so you are downsizing the brakes? If it was my car, i would not sub-optimize my braking capability for a set of wheels. If anything, I would be looking to improve my braking capabilities. Plenty of wheels out there that fit around the oem brake system that look just as good if not better. The great thing about the Porsche market is you can put just about anything up for sale and sell it. That includes mistakes you made with purchases and i have made a million of them.

You can* do weird and wacky rotor size combos but you'd need to know exactly how to stagger the pad compound to achieve a correct brake bias. Race pad manufacturers with a wide selection of compounds make it possible (I do it myself), but you have to ask yourself is it worth it on a road car.

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No, you get me wrong. My plan was, to UPGRADE my Brake to 350/330mm. But...the 350 wont fit underneth my rims.

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I think i stay at 299/318mm and don�t give a S**t about a better look plus a better Performance (which i dont need at all for a street car). I will take Brembo Discs and Pads all around, refresh the calipers and drive with that combination.

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Gotcha. Take a look at the Girodisc floating hat kit for the 996.

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Anyone interested in 19" crab-claw wheels? I may have a set in a month or so, maybe sell off or trade for a set of 18s. Dunno, just askin' to see if there is interest. Send PM if you have some interest and wish to remain anonymous. YMMV

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I do not understand how a flat-stepped piece of metal with a hole on the each end-step is going to bolt to a 130mm-hole caliper. Would actually 4 holes be needed, 2 @ 130mm to bolt the adapter to its original mounting place, and 2 more to bolt the caliper to its "new" farther away from center position to fit a larger diameter rotor? Or... does a 350mm rotor still fit in the standard caliper that had a 318mm X 28mm rotor? In other search I found that a 2015 Panamera S rear rotor is 350mm X 28mm. They look fairly inexpensive, ~$250 each. Would this rotor fit your circular adapter? Rotors suggested from RockAuto are "Out of Stock" and do not seem to be available any more. The problem finding a rotor is P-part nos. are just that, no description of dimensions to see what will/won't fit. Adding an 8mm spacer is not a lot - is that the thickness of the circular adapter? Has anyone found a cross-drilled vented rotor similar to the standard S/Turbo rotors? Are different wheel bolts needed or replaced with wheel studs (as in the air-cooled P cars)? Can you post a photo of your Big Brake Kit (BBK) ? Confused. Maybe TexSquirril has answers? OK, I JUST NOW "found" Martin Hill BBK on eBay. Good grief, sometimes internet is annoying on what it finds/does-not-find. Caliper adapters do have 4 bolt holes. How does the circular rotor adapter work? Why are the 4 holes same distance apart 130mm if you use your original caliper? - like on 997 C4?

Yes u use your factory caliper so u just need a spacer with a longer bolt or stud kit. Girodisc sells the longer stud kit. U can get much cheaper sebro rotors for the panamara.

Calipers are radially mounted as standard so to mount the caliper further outboard in order to fit a larger diameter brake disk, all you need is a spacer of appropriate thickness. HTH Edit: jeeper beat me to it 😀

Yes, just need the longer bolts and spacers. I changed to Girodisc rotors in front and rear which came with their own spacers. I preferred Martin’s spacers in front so I’m using those with the Girodiscs. I saved significant weight with the Girodiscs over the 997 Turbo/Panamera rotors.

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This kit is for using a 6 pot caliper and a 380mm rotor. The kit in this thread uses the stock caliper with a 350mm rotor. It uses a spacer on the caliper and on the hub that centers the rotor. giro only needs the caliper spacer.