2015 Nurburgring 24 Hour

2015 ADAC Zurich 24 Hours of Nurburgring

Congratulations to Belgian Team WRT (Drivers:Christopher Mies, Nico Müller, Edward Sandström and Laurens Vanthoor) for winning the 2015 Nurburgring 24 hour race. This is also the inaugural debut and first win of the new 2015+ spec Audi R8 LMS at the Nurburgring 24 hour event. This is the second consecutive time in 2 years that Audi Sport have won the 24 hour race at Nurburgring with the Audi R8 LMS platform. Audi Sport Team WRT completed an overall of 156 laps to win the tough 24 hour race which featured very close racing. With only a 40 second gap to second place, this year featured the closest finish ever for the 24 hour event.

2015 NBR 24 hour winner - Audi R8 LMS by Team WRT. Photo Credit : Audi Sport

2015 NBR 24 hour winner – Audi R8 LMS by Team WRT. Photo Credit : Audi Sport

At the end of the 2015 24 hour race, 3 out of the top 5 and 6 out of the top 10 overall were equipped with Brembo Racing brakes. The winning Belgian Team WRT Audi R8 LMS was also equipped with Brembo Racing RB340 endurance racing pads. Audi Sport equips Brembo Racing brake systems and Brembo RB340 pads on all 2015+ spec Audi R8 LMS cars.

2015 24 Hours of Nurburgring – Top 10 Results

  • First: #28 – Audi Sport Team WRT, Audi R8 LMS – Brembo Racing equipped
  • Second: #25 BMW Sports Trophy Team Marc VDS, BMW Z4 GT3
  • Third: #44 – Falken Motorsports, Porsche 997 GT3-R – Brembo Racing equipped
  • Fourth: #26 BMW Sports Trophy Team Marc VDS BMW Z4 GT3
  • Fifth: #5 Black Falcon, Mercedes-Benz SLS AMG GT3 – Brembo Racing equipped
  • Sixth: #17 Walkenhorst Motorsport, BMW Z4 GT3
  • Seventh: #29 – Audi Sport Team WRT, Audi R8 LMS – Brembo Racing equipped
  • Eighth: #11 – Bentley Team HTP, Bentley Continental GT3 – Brembo Racing equipped
  • Ninth: #35 – Nissan GT Academy Team RJN, Nissan R35 GT3
  • Tenth: #33 – Team Premio, Mercedes-Benz SLS AMG GT3 – Brembo Racing equipped
Bentley Continental GT3 running for the first time at Nurburgring 24. Photo Credit: Team HTP Motorsport.

Bentley Continental GT3 running for the first time at Nurburgring 24. Photo Credit: Team HTP Motorsport.

Brembo Racing RB340

The Brembo RB340 material offers excellent wear resistance, high initial bite, stable friction levels (the performance does not degrade as much at elevated temperatures) and good modulation in a wide range of conditions. Brembo’s RB340 material is unique in construction as the optimal performance of the material is dictated by the energy of the brake system, not specifically the braking surface running temperature. This also means the material performance can be stable in a wide temperature range. The combination of wear resistance and a high initial attack means the driver does not need to use as much pedal effort to achieve the optimum stopping power and potentially fewer brake pad / disc changes in an endurance race.

Photo Credit: Aston Martin Racing

Photo Credit: Aston Martin Racing

2015 24 Hours of Nurburgring – Overview

The 24 hour endurance event which has been running since 1970 and is one of the most important races that car manufacturers running FIA GT3 based cars (which is increasingly becoming the global platform for GT racing) focus on. Many teams, car manufacturers (Examples: Audi, AMG, Porsche, Subaru, Hyundai) and technical suppliers even have facilities near the Nurburgring for extensive testing of professional racing and production based cars. The 2015 24 hour endurance event had over 150 entries which included factory supported FIA GT3 spec cars as well as privateer teams running cars such as the BMW E46 M3, Subaru Impreza WRX STi, Opel Astras and Volkswagen GTi which all race on the same circuit in separate classes.

2015 Nurburgring 24 - SP3T Class winning Subaru WRX STI NBR equipped with Brembo brakes. Photo Credit: Subaru Global

2015 Nurburgring 24 – SP3T Class winning Subaru WRX STI NBR equipped with Brembo brakes. Photo Credit: Subaru Global

The Nurburgring circuit is very difficult, fast, unforgiving and over 15 miles in length to complete one lap. 2015 featured several mandatory “slower speed zones” for driver and spectator safety as the modern GT3 specification cars are just as fast, if not faster than previous years in which they can easily hit 300 km/h plus on the straightaways. The reduced speed sections meant that teams could potentially add more down force and focus on overall grip versus overall top speed. With more down force comes the ability for higher braking performance. The 24 hour race always features changing grip levels on the track, slow & fast blind corners, rain, black ice and very fast straightaways which end in long as well as heavy brake zones. With the addition of “slow zones”, sudden traffic build up was a major factor as well especially at night-time. Brakes must offer a high level of performance, control, be consistent and have low wear (fewer pad changes in an endurance race means less time lost in the pits).

Falken Motorsport GT3-R with Brembo Type 3 discs. Photo Credit : Falken Motorsport

Falken Motorsport GT3-R with Brembo Type 3 discs. Photo Credit : Falken Motorsport

5th place finishing Black Falcon SLS AMG GT3. Photo Credit : Black Falcon Racing Team

5th place finishing Black Falcon SLS AMG GT3. Photo Credit : Black Falcon Racing Team

The Nurburgring circuit and the 24 hour race in Germany is regarded as one of the most demanding events in the world on teams, equipment, and drivers. It is the event where the latest and most cutting edge professional GT sports car technology is showcased.

Brembo (General News) Brembo Racing

Can I use calipers off of “XXX” and place it on my “XXX”?

Originally posted on Modified Magazine

Mark Valskis from Brembo North America helps explain what goes into a properly designed big brake system. Upgrading the brakes on Honda Civics to Type-R calipers and rotors or bolting up the bigger 300ZX brakes to S13s and S14s are classic examples of upgrade paths that have proven to be both affordable and effective for grassroots enthusiasts. But more recently I’ve noticed a trend where some hard parking import enthusiasts are bolting huge multi-piston calipers and rotors off of European exotics like Porsches and Ferraris to their Subarus, Mitsubishis, Hondas and Nissans. This may look cool in the coffee shop parking lot, but as I learned when upgrading to the 1-inch Type-R master cylinder from the original 13/16-inch CX model master cylinder on my EG race car (which made a huge difference in brake pedal feel and firmness), there’s a lot more to properly upsizing your braking system than just adding larger-diameter rotors and increasing the number of piston in your calipers. According to Mark Valskis, engineering manager at Brembo North America, The first thing to consider in regards to the brake system is safety. There is a very large misconception that any caliper can be used on any vehicle, as long as it can be made to physically bolt up in some manner. However, there are vast differences in braking systems between vehicles, and often in ways that would not be predicted. For example, a Subaru WRX has approximately 30 percent more brake piston area than a Porsche 911. Taking a caliper from that Porsche application and applying it to a WRX (all other things being equal) would result in a 30 percent reduction in braking torque and a significant (and very unsafe) shift of brake balance to the rear of the vehicle. Understanding the importance of rotor thickness, not just diameter, and how this can impact performance and safety is also a key element to factor in when doing any sort of custom retrofitting of brake parts not designed for your car. A fundamental consideration is the brake disc thickness, Mark says. In a great many cases, we see calipers being used on discs that are thinner than what they have been designed for. In these cases, once the pads and the disc have worn, the first thing that can happen is the brake pads move past the abutment surfaces on the caliper, resulting in damage or brake failure. It is also possible that the pistons move completely past the seals in the caliper, resulting in complete and catastrophic brake failure. Just like the rotors, the calipers are also designed for specific operating conditions, so bolting them up to an entirely different chassis can also be problematic, if not downright dangerous. The caliper bodies themselves are built to withstand the structural requirements of their intended application, Mark says. We have seen instances where calipers are being used far outside the bounds of their design loads. The ABS system is also designed to function optimally only within the parameters of the original braking system.


Type-R brakes on base-model Civics and Integras is commonplace, but Porsche 6-pot calipers and 14-inch rotors on a Subaru? Is this a case of sacrificing performance for style?

By using components that are well outside these bounds, especially as it relates to fluid volume which is impacted by caliper piston area, caliper stiffness and so on the ABS system performance suffers. Mark also made the excellent point that custom retrofits, like we’re starting to see more of, also involve producing a caliper bracket adapter, a component that needs to be designed, analyzed and tested to prove its integrity for the system’s lifetime. Mark elaborates, Even if the components chosen to adapt are appropriate, without this very important detail being properly designed, the system could also be extremely unsafe and experience a catastrophic failure. The primary benefit of upgrading to bigger brakes is, of course, greater fade resistance and improved modulation, rather than one-stop braking distance. As we experienced firsthand with Project G35, where the undersized (non-Brembo) OEM brakes were quickly overwhelmed by the heat buildup produced by track testing, only when we upgraded to significantly larger brakes (in this case AP Racing front and rear BBKs) did we see consistent braking performance lap after lap. The BBKs provided the ability to efficiently convert, store and dissipate the kinetic energy (in the form of heat) being produced during repeated and heavy deceleration. As to the question, How big is too big? when it comes to upgrading a braking system for high-performance use, Mark from Brembo responded, While mass in the brake disc is generally beneficial to the performance of the braking system, clearly it is not to the other performance parameters of the vehicle, such as acceleration, ride and handling due to the effects of increased unsprung mass. The brake disc mass must therefore be properly balanced with other performance considerations. In many cases, depending on the vehicle in question, it’s possible to reduce the system’s overall weight while increasing the thermal capacity of the brake disc. This is possible due to multi-piece brake discs and high-performance, fixed-mount aluminum calipers in place of factory one-piece discs and cast-iron sliding calipers.

2015 Honda Civic Type-R equipped with a Brembo brake system as Original Equipment (OE).

2015 Honda Civic Type-R equipped with a Brembo brake system as Original Equipment (OE).

Mark then expanded on the topic of brake system sizing by adding, First, we should dispel the myth that more equals better as it relates to components of the brake system, calipers in particular. Simply increasing the number of pistons in a caliper does not make for a superior caliper. The number of pistons in a caliper is a function of optimization for a particular pad shape and piston area, and for the most part, has little direct bearing on the performance of the braking system. Likewise, increasing the piston area is not the mark of a superior brake system. We often see ads or statements expounding upon X percent’ increase in piston area or braking power. The fact is that in almost every circumstance, this is to be specifically avoided. Given that Brembo is the global leader in braking system design, a fact proven by its dominance at the highest levels of motorsport, as well as being the factory choice on many of today’s highest performing road cars, we asked Mark for a little insight into how the company goes about designing its BBKs.


Brembo’s GT big brake kits are second to none, thanks to the company’s extensive experience

The design of a Brembo GT braking system first begins by an analysis of the original equipment braking system and the pertinent vehicle parameters. This includes the dimensions of all of the original braking system components, including piston area, pad area, disc diameter, thickness, annulus width and air gap. The most pertinent vehicle parameters are the gross weight, weight distribution, center of gravity, wheelbase, top speed and vehicle usage, as well as tire size(s). Calculations are then performed in order to determine the best disc size for the application. Brembo has internal standards for this, based on our experience as an OEM supplier, the performance aftermarket and top-level racing. Due to our unique position in this respect, we have performed tens of thousands of road, track and dyno tests on vehicles and have used this data to establish a threshold for the disc thermal capacity. The caliper piston area is selected in order to closely maintain the original braking torque and fluid volumes. Calculations and dynamic simulations are performed to verify optimum brake balance through the full range of deceleration rates and to ensure safety, performance and the integrity of the ABS system. Further calculations are made for the brake pad surface area and volume. Mark then went on to add that, Each of Brembo’s calipers undergo complete functional and structural testing, as well as environmental testing (salt spray corrosion, etc.) to prove its strength and fatigue lifetime. These tests have been performed at values exceeding that of any application that it is to be employed in. Each time a new application is created, the loads are compared to the qualification values to verify that the caliper meets the structural requirements. If an application should happen to exceed the tested parameters, a full complement of structural and fatigue testing is performed at new higher values. Discs have likewise undergone full dyno testing for thermal shock, thermal fatigue, high deceleration resistance, friction coefficient, wear, etc. The disc bells and caliper brackets are designed to adapt the Brembo disc and caliper to the vehicle. Using the results from the braking system calculations as inputs, these components are analyzed using finite element analysis to evaluate the stress levels, and are physically tested to verify fatigue life at maximum applied torque. There is, of course, a lot of very interesting science and engineering hidden beneath the surface of a high-quality BBK, things like material choices and design considerations that maximize caliper stiffness. Look for a future discussion on this very subject, if we’re fortunate enough to tap into the bottomless pool of brake system knowledge housed by Mark and his team of engineers at Brembo.

Brembo Brakes: Stopping Everything from Ferrari to F1! – The Downshift Ep. 72
On this episode of The Downshift, we head to Bergamo Italy to visit Brembo, the world’s largest brake manufacturer. Brembo was founded in 1961 and has become known for their technical innovation and reliability. Brembo brakes can be found on the worlds fastest road cars, as well as in the worlds most renown racing series from Nascar to F1.

Brembo (General News) Brembo Performance

How much does a Brembo Performance big brake system weigh vs. O.E. components

List below are a couple random systems that compare the approximate weights of a Brembo Performance GT system vs. the O.E. (Original Equipment) components from various makes and models.

In many cases a Brembo Performance system has a weight savings over OE brake systems even though the Brembo Performance system utilizes multi-piston calipers and often times larger diameter discs.

A Brembo Performance GT/GT-R big brake system is commonly comprised of:


Either a 2-piece aluminum alloy, monoblock aluminum alloy, or
billet monobloc aluminum alloy caliper

Brake Pads

typically 2 to 4 pads per caliper


1-piece rotor
– or –
2-piece disc with billet aluminum center and outer iron disc

Brake lines

typically 2-lines per axle set

Mounting brackets

typically 2 billet brackets

1st Comparison


This is a weight comparison of the factory‪ ‎Porsche  911/996TT‬ (above image)

 1-piece rotor (330mm)


‪‎Brembo‬ Performance GT 355mm
2-piece disc which is roughly 6% larger.
The GT 6-piston caliper is approximately 7.5lbs.

2nd Comparison (just OE weights)

The weights of a used O.E. BMW M3 (E90/92) brake system
Caliper (F)
O.E: 7.6/11.8 lbs w/bracket, Brembo: 7.75 lbs w/o bracket
(R) 9.2 lbs
Pads: 2.0/1.6 lbs
Front: 1-piece disc: 22.6 lbs
Rear: 1-piece disc: 20.2 lbs

3rd Comparison


A used Honda Civic Si (EK) steel sliding caliper, pads, line, and 10.2″/260mm rotor
weighs approx: 21.7 lbs


Compare that to the total weight of this Lamborghini rear system which is:
approx. 24.17 lbs total.
broken down by component:
it’s 15.94 lbs for the 14″ disc and
roughly 8.24 lbs for the forged monobloc racing caliper (w/pads).

Lamborghini rear brake system

Lamborghini rear brake system (above)

4th Comparison

composite-of-sharkwerks_weight-991Sharkwerks Comparing Brembo Performance vs. an OE 2013 991 Porsche Carrera S brake system

FRONT: Brembo Performance, 6-piston monobloc, 12.10 lbs vs. the Porsche OE 6-piston caliper, 11.44 lbs
REAR: Brembo Performance, 4-piston monobloc, 9.44 lbs vs. Porsche OE 4-piston caliper, 8.08 lbs

FRONT: Brembo Performance,2-piece 380mm (15″) disc,  vs. the Porsche 1-piece rotor ( ) 23.8 lbs
REAR: Brembo Performance, 2-piece 380mm (15″) disc, 17.1 lbs vs. the Porsche 1-piece rotor ( ) 19.7 lbs

Full article here on Sharkwerks.com

Than there’s carbon ceramic, for the ultimate in weight savings


Mike either has a strong finger or this Brembo CCM-R (carbon ceramic for street/track/racing) disc is nearly half the weight of iron.

Brembo (General News) Brembo Performance