AP Racing by Essex 2-piece "S" Vane J Hook Front Brake Rotors (Front 408 x 34mm)- Porsche 992 GT3, GT3 RS Iron & PCCB

Fit The Following Cars (w/ OEM Iron Rotors or PCCB Rotors)

• Porsche 992 GT3 (Front)
• Porsche 992 GT3RS (Front)

Sold/priced per pair.

AP Racing 2-piece S Vane Competition J Hook front disc pair for 992 GT3 and GT3 RS with iron or PCCB discs.

• ***Note for PCCB cars - must be used with the smaller D62 iron disc pad shape (Ferodo FCP4664 - DS3.12 / DS1.11)
• Massive increase in airflow, cooling capacity, and durability vs. OEM discs or even conventional curved vane discs
• 408mm x 34mm (16.06" x 1.34") , 84 Sinusoidal "wave" vanes, D62 radial depth
• Designed for: club racing, time trial, autocross, HPDE
• Works with OEM calipers, no modifications required
• Ultralight, fully floating, anodized billet aluminum hat with float control/anti-rattle clips

We are introducing a new internal vane technology in our front 2-piece discs for the 992 GT3. It is called the Sinusoidal Vane, which AP sometimes refers to internally as the 'Wave' Vane for obvious reasons as you’ll see below. This tech is something that has helped AP Racing brake systems win championships in international GT racing, as well as multiple NASCAR Cup championships here in North America. As one of the most desirable track weapons on the planet, we wanted the 992 GT3 to be the first production car application for this technology in North America. Just as AP Racing's Radi-CAL calipers set a new benchmark for caliper stability, cooling, and durability, the Sinusoidal Vanes have done the same for iron racing discs.

The concept for this disc design originated in NASCAR Cup. Up until the debut of the Next Gen car (for which AP/Essex are supplying the spec brake package), we were cramming our brake systems inside tiny 15” wheels. Trying to squeeze adequate brake thermal mass into a wheel that small is incredibly challenging, particularly when you have a 1,000 HP and 3,000 pounds mashing on them every few seconds from 200 mph…for hours on end! In a wheel that small, there isn’t anywhere for the heat to go, and the durability of every component is crucial. We were constantly looking for ways to provide the Cup teams with increased durability, stability, and cooling, and that’s what led AP to this technology.

Benefits of the Wave Vane disc technology vs. traditional curved vanes:

• Increased thermal stability- Wild temperature swings are what causes discs to crack. When you stand on the brakes for an approaching corner, your disc temperatures skyrocket and the iron expands. As you travel down the subsequent straight, the discs are blasted with cooling air. The longer the straight and the higher the speed, the greater the temperature drop, and the further the iron contracts. This expansion and contraction cycle places a huge amount of stress on the iron and is what causes them to eventually crack. That’s why tracks with relatively slow corners at the end of high-speed straights, followed by another long straight, decimate brake discs (think Watkins Glen or Road America). In an ideal world, once you brought your discs up to race temps, you would keep them at a constant temperature for the entire session. The Sinusoidal Vane brings the discs closer to that goal by decreasing the difference between the maximum and minimum disc temperature by as much as 35%. That means a less dramatic temperature swing and greater crack resistance and durability.
• Reduced maximum disc temperatures by 10%+: Not only are temperature swings less intense with the Wave Vane, the maximum temperatures reached are substantially lower. For example, in one NASCAR test the Wave Vane discs showed a peak temp of 1328F and a minimum temp of 1085F (delta of 243F), while the traditional curved vanes maxed out at 1490F and a min of 1121F (delta of 369F). Not only was the difference between min and max more subdued, the max temperature reached by the Wave Vane disc was 162F lower!
• Increased cooling surface area- Each of the internal Wave Vanes has a larger cooling surface area vs. a traditional curved vane.
• Greater support for the disc face- A disc’s internal vane structure provides the support lattice behind the disc face. Having many internal vanes impacts airspeed and heat transfer through the disc, reduces air recirculation between vanes, and reduces deflection at the disc face. In practical terms, a disc with a high number of vanes is more thermally stable, maintains more even contact with the brake pads (which reduces uneven pad deposits/judder), and is less prone to distortion. In summary, the Wave Vane design provides even greater support for the disc face than AP’s standard curved vane designs.
• Reduced weight- The Wave Vane design provides a slight unsprung weight reduction vs. a similar disc with curved internal vanes.

Bedding and preparation of AP Racing J Hook Disc

Properly preparing your new brake discs before heavy use is extremely important. The goal of bedding-in your brake pads and discs is to mate them together properly and prepare them for heavy use.  When prepared properly, or bed-in, your pads will transfer a thin layer of material to the disc face (transfer layer).  The pads in your caliper will then actually ride on that thin layer of pad material you’ve put down on the rotor, rather than rubbing directly on the iron rotor face.  A good transfer layer is going to give you superior brake pedal feel, less noise, superior pad wear, and lower the chances of cracking your discs.

Important Notes- PLEASE READ! First, make sure you are on a closed course to perform a proper bed-in.  Do NOT perform the procedure on public roads.  You need a stretch of asphalt with long straights, good visibility, and no potential obstructions.  Make sure you are in a position to safely and repeatedly attain the necessary speeds to perform the bed-in procedure.  A controlled racetrack is the best place to perform this procedure.  AP Racing and Competition Motorsport in no way suggest or condone speeding on public roads or breaking the law in your car, nor do we take responsibility for any damage or injury that occurs as a result of using our product or these procedures.  You are performing the bed-in procedure at your own risk. 

During these procedures, it’s critical that you never come to a complete stop with your foot on the brake pedal.  If you have brake ducts on your car, you may want to block them off to allow your brake system to heat up easily. The procedure outlined below is a generic procedure for most types of mild race pad.  Please check your pad manufacturer’s recommended bed-in procedure.

Accelerate to approximately 60mph and then decelerate down to 5 mph.  If your car has ABS, you should try to hold the brakes at a point just before ABS intervention. 

Once the car slows to 5mph, immediately accelerate back up to about 60mph, and brake again to roughly 5mph. 

Repeat this series of stopping and accelerating 8 to 10 times.  Again, do not come to a complete stop with your foot on the brake pedal.

Cool the brake system down by cruising at 45mph+ for 5 to 10 minutes.

Visually inspect your discs.  They should be a blue/grey color (instead of shiny silver), and have an even layer of pad material across and around the entire rotor face.

If the AP Racing rotors don’t have a layer of pad material on them, perform another series of stops in the manner outlined above.