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YOUR RESEARCHAnyone upgrade to Big Red brakes
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Replace pads
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FWIW, I changed the pads from stock to Pagid Yellows all around..
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The previous owner of my first 996 swapped Turbo Reds.
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I use 17's for certain tracks (rains or track tires) and 18's for others venues.
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Currently, we are designing a floating rotor system that can be used without spacers under the caliper (retain OEM) maintains the original Rotor Size...
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Suggestion
in an older post, Craig mentions the slotted discs are recommended...dont know why, but still not bad looking
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in an older post, Craig mentions the slotted discs are recommended...dont know why, but still not bad looking
Im not thrilled with the stopping power of the conventional brakes of my 40th anniv. 996 compared to the Big Reds of my 993 C4S. Granted these latter have hydraulic assist compared to the vacuum driven regular brakes. Has anyone changed out regular 996 brakes for Big Reds? And did you need to fit a hydraulic system or just replace the calipers/brakes? Was there any difference in stopping power?
And, of course, at what cost?
I think the biggest problem with the 996 Carrera line is that you cannot take advantage of the larger brakes (big reds) that are on the C4S and Turbo. Unless I'm mistaken, the Turbo big reds won't work. Maybe somebody has made an adapter kit. I have a set of big reds off my 996 Turbo that I haven't even thought about selling since I have no idea who could use them.
Me neither. I upgraded to the GT3 6-pots which were a direct bolt on for the Turbo. It's amazing how limited the choice are for the C2/C4 cars unless you go aftermarket ($$$).
the problem is not just an adapter... You would have to switch out the master cylinder as it will not properly manage the volume needed for the Turbo or GT3 system. Those who do make the swap just go right to the GT3 system... and swap out the Master, and Hubs, etc... making it a easy swap.
Having not taking this road... I am not completely sure... On the older Mk1 you might have to swap out the ABS/traction control module as well. Let see if someone who has made this change can give us a complete build sht.
Yep and almost always end of having issues with the new ABS. Best way is to get the Bosch ABS unit as spec'd in Grand Am, but it's a touch pricey at $10k for the part.
The other downside is all the added unsprung weight you gain when switching to the GT3, Big Red, etc. brakes. I estimate it conservatively at 8lbs. per corner, but it's probably more like 10lbs.
Best bang for the buck is some more aggressive pads and good race fluid. Unfortunately the car's heavy and that taxes the braking system....
Is there really an advantage to making the car stop quicker?.... I thought going to bigger brakes are only for better heat dissipation (less fade) and not for stopping power.
which is gained by adding better cooling, higher temp pads, and going the extra mile with better fluid. (the road I travel)... The stock calipers/rotor size really do work well when you have the right pads and fluid.
You make it sound (forgive me if I misinterpret) like the two are mutually exclusive. They are not. If you can't get proper heat dissapation and cooling then no matter how "big" they are, it's all for naught.
just answering the OP..... he wants better stopping power, the big reds will not give him better stopping power. I friend of mine put in 6 pot brembo.... felt the same as the 4 pot.... and no, he doesnt track his car.
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You won't feel any difference on the street with 4 versus 6 pots. Especially in these cars. The stock brakes are phenomenal. But on the track where temps can really soar, you need proper dissipation, cooling, pads, and fluid. All too often guys just don't understand that they need to match the parts with the application.
Ferd.....it doesn't matter if you were answering the OP, your statement stated that the bigger brakes were ONLY for dissipation. Hence the reason I interpreted your statement as the two being mutually exclusive.
well, how about then increasing the discs ( aka Girodiscs); theyre larger and two piece. I dont recall if Craig mentioned a side by side comparo on the weights of the two piece Giro's to the stock C2 rotors.
Price for the Giro's was an issue; and if the two piece rotors are trackworthy up until the time comes to replacing them.
On the street, yea, I think they'd look good behind some nice wheels. and would offer some stopping benefits.
How do they fit under the stock calipers? Spacers to push to caliper outward?
Nevermind.....just read on the Girodisc website that they indeed use a spacer to accommodate the move to a 340 rotor from the stock 317.
Get some Honda brakes. My car will "stop on a dime and give you nine cents change."
Of course, the top speed of my car is 12 MPH, so It SHOULD stop quickly!
my bad Dell, should of never used the word "ONLY". The OP wanted to "upgrade" and just wanted to know his intent for the upgrade. But, just for stopping power on the street is a waste..... I understand that it is the whole package. Ive done pagids, gt3rs ducts and motul on stock calipers.... I'm happy with my setup for track use.
Yep! the Girodisc need spacers...
... Then it limits the wheels you can run... I use 17's for certain tracks (rains or track tires) and 18's for others venues. When you place these on forget the 17's..
the Giros are sweet...
I run 19's, but if these fit under 18's, then even better to try and get a deal on these....
in an older post, Craig mentions the slotted discs are recommended...dont know why, but still not bad looking
they are nice looking and would be a sweet addition... Just make little sense for me with my track needs.
Currently, we are designing a floating rotor system that can be used without spacers under the caliper (retain OEM) maintains the original Rotor Size... allowing the stock class guys to take advantage of tire dia. game on track.
most that swap over to the floating are looking for both rotational mass savings and (bigger still) the increased stability of even brake pressure... which in turns adds life to rotors/brake pads while helping the cooling.
The previous owner of my first 996 swapped Turbo Reds. As I understand he had to swap GT3 carriers /knuckles to make the swap work up front. For the limited time I had the car (about 8 months), it had no issues with ABS or Bias. I can't recall, if he swapped rears as well but the calipers where red as well.
When he built the car it was a heavy use track car so he did the swap for improved heat dissipation and consistency. That car didn't really seem to brake any better than my current stock 996 but the pedal feel was a bit better.
It did cost me quite a bit more when I had to replace the front rotors on that car as compared to stock 996 rotors.
FWIW, I changed the pads from stock to Pagid Yellows all around.. WOW, what a big difference it made.. I could not believe how it radically improved my stopping distances with zero fade... No ABS issues, just pads and brake fluid.. a cheap way of achieving huge braking improvement.
Good luck
Ditto what others have said, the stock calipers work well, you need to upgrade fluid and pads before thinking about 6pots and even then seriously think about the spend...
I went the Girodisc route, see my write up here...
https://rennlist.com/forums/996-foru...installed.html
Now running Pagid RS29 all round with SRF and the girodiscs, couldn't be happier, very progressive and very solid stopping power. I'm limited by the tyres more than the brakes, running MPS2...
Speaking of performance brake fluid..... I switched from SRF to Endless RF650 earlier this year based on Porsche's decision to use it in their Cup and RSR's. SRF is great but costs 2-1/2 times more than Endless. I've not noticed any difference in performance or duration with Endless.....
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