PFC steel brake disc testing
When it comes to pushing a Porsche to its limits, few components are under more brutal testing than the braking system. Confidence on road and track isn’t just about horsepower or grip from the stickiest tyres, it’s about knowing you can rely on the brakes lap after lap without fade, vibration, or compromise. That’s why we have been putting PFC’s latest V3 steel brake discs through rigorous track testing.
What makes PFC V3s special?
The PFC V3 brake disc system is the latest generation of steel disc technology developed by Performance Friction Corporation. Built around a two-piece floating design, the V3 features a lightweight aluminium hat and a precision-machined steel rotor, joined by a secure retention system that eliminates the need for traditional hardware, not only reducing unsprung mass but also improving durability and consistency under extreme temperatures and stress. PFC was made an official partner and supplier to Porsche Motorsport in 2013, meaning their technology has been used on active Cup cars.
Unlike some aftermarket options, the V3 discs are engineered for direct fitment, with no compromise on road usability while delivering genuine motorsport-grade performance. The design maximises heat dissipation, resists cracking, and offers exceptional pedal feel, giving drivers the confidence to brake later and harder on track without fade.
Engineered for racing but designed to fit seamlessly onto road-going Porsche models, PFC’s discs promise sharper response, improved consistency, and greater durability compared to OEM setups, whilst also utilising a highly simplified design to reduce weight and minimise hassle when changing discs. But do they live up to the claims when subjected to the punishing real-world demands of track use? We have been testing on multiple circuits across the UK to find out!
Notes from Darren, one of our directors and the owner of the GT3 RS we are testing the PFC V3’s with.
“At RPM Technik, we have always had an engineering and technical focus on product sales. We like to understand first-hand the merits of a product upgrade before we endorse it or recommend it to our clients. Some products can be analysed with science and data, and some are fully subjective. Most are a mix of the two extremes. In analysing the PFC brake upgrade, we used my 991.1 GT3 RS demonstrator, a car that I had put many road and track miles onto with the standard PCCB (Porsche Ceramic Composite Brakes) discs. Those miles were done with a combination of Manthey Racing pads and Pagid RSC-1 pads. Stage 2 of brake testing has been to evaluate the PFC steel disc conversion and the PFC (11-compound) track day pad. The final iteration will be back onto ceramics for our default ceramic disc upgrade option of Surface Transforms (ST’s).
So, at this stage of the testing, the feedback on the Performance Friction brakes has been very good. They were a bit grumbly on the initial bedding in on track, but once they had been through a couple of proper heat cycles, they performed well. The pedal feel on the road and on track is the standout for me from the conversion. The brake pedal feels great and has really good communication to the driver. If my car were manual, I think it would aid heel and toe, too, with the easier brake modulation. The initial bite and deceleration are a little less savage than on the ceramic brake option, but the overall performance in retardation is close enough that I suspect that, unless you were fully focused on setting a qualifying lap time, you wouldn’t notice any significant difference in lap times.
The PCCB’s greatest strength is in durability and resistance to overheating, and as such is super consistent and will perform in a similar manner regardless of the intensity and duration of the braking. Although I wouldn’t recommend doing super long stints on track as it takes its toll on tyres, fluids, engine and transmission temps etc., I didn’t find with the PFC setup that I had any brake fade or pedal travel on any of the longer sessions of testing. The PFC steels will also be more resilient to damage and if damaged, are almost one-fifth the price of the OEM PCCB ceramic option if needed to be replaced (£25,500 for PCCBs fitted vs £6,000 for PFC V3s at time of writing).
I was concerned that the extra unsprung mass of the PFC brake would detract from the feel on the road and impact the responsiveness of the damping and the responsiveness and agility through cornering and quick direction changes. However, the impact is minimal, and I think you would need to drive back-to-back to have any chance of being able to detect this. There is no getting around the difference in brake dust generated with the PFC brakes, this is notably greater than the ceramic option and can also impact the bodywork as well as the wheels. In saying that, looking at the car post trackday with the brake dust on it racks up enough cool points to make me forget about it every time!
In summary, the PFC is in my opinion an excellent option for track days. Their performance is close to the PCCB’s, with the added bonus of a very significant cost saving, great pedal feel and lower anxiety of picking up damage.”
