Brake Pad Range

What if There Are Multiple Pad & Disc Options For My Vehicle?

Sometimes more than one brake pad part number, or brake disc part number, will be listed as fitting your vehicle. In such instances, look for distinguishing features that would indicate which option you need. Here’s a few tips on what to look out for:

Sometimes more than one brake pad part number, or brake disc part number, will be listed as fitting your vehicle. In such instances, look for distinguishing features that would indicate which option you need. Here’s a few tips on what to look out for:

Sometimes more than one brake pad part number, or brake disc part number, will be listed as fitting your vehicle. In such instances, look for distinguishing features that would indicate which option you need. Here’s a few tips on what to look out for:

Brake Pads

• Observe/print the pad wiredrawing image from the website, compare drawing to pads currently fitted on the car. Look carefully for flats, lobes, ears, screech clips, integrated wear-sensors or other distinguishing features on the pad.
• In most cases, a specific pad part number will be used with a specific brand of brake caliper. Determining the brand/manufacturer of the brake calipers fitted to your vehicle is therefore a useful confirmatory step. Often the caliper manufacturer will be cast into the caliper body somewhere (usually on the rear of the brake caliper).

Brake Discs

• Sometimes a visual check is sufficient, for instance whether the car currently has solid or vented discs fitted. Check this against the ‘S’ or ‘V’ product attribute.
• Sometimes a dimensional check will be required. Measure the thickness, diameter or height of the brake disc currently fitted to the vehicle and compare to the dimensional data provided. Since measuring diameter usually requires the brake disc to be removed from the vehicle, it can be easier to measure disc thickness first (for instance, using vernier calipers poked through the wheel spokes).

If you are still unsure which part your vehicle requires, please get in touch with us and a member of our technical team will be more than happy to assist you.

ultimax

EBC Ultimax is a premium replacement pad with equivalent performance to the OE brake pads your vehicle came fitted with from the factory. Despite matching the performance and quality of OE pads, Ultimax represents a massive saving over original equipment parts, often costing half the price or less. Ultimax is ideally suited for daily driving of modestly powered cars which are not routinely driven hard.

Despite being EBC’s entry level pad range, Ultimax is made in the same British factory as all EBC brake pads and therefore doesn’t compromise on quality despite the keen price point. The entire Ultimax range is tested and approved to ECE R90 safety regulations, meaning Ultimax is ADR compliant and thus fully legal for use on public roads in Australia.

Ultimax possesses strong friction from cold, offers totally silent braking and produces less dust than many original or aftermarket brake pads. EBC Ultimax has also been awarded the highest ‘N’ rating by the U.S. Environmental Protection Agency, meaning this brake material contains zero heavy metals, zero asbestos and zero copper, making it one of the most environmentally friendly brake materials on the planet.

NOTE: This material is not suitable for hard driving or any kind of track use.

GreenStuff

EBC GreenStuff is an entry-level pad upgrade suitable for modestly powered cars & SUV’s driven spiritedly on the public roads, but that are never driven on track. GreenStuff boasts 15% higher friction than OEM brake pads, giving a noticeable increase to braking power which helps shorten stopping distances. GreenStuff is also a popular choice for classic cars, where the 15% higher friction level brings improved stopping power (especially beneficial for classic cars without servo-assistance).

GreenStuff offers a modest improvement in fade resistance over OEM brake pads and boasts excellent pedal feel. GreenStuff also has a very low metallic content which minimises brake rotor wear.

GreenStuff is manufactured in EBC’s factory in Great Britain and is approved to ECE R90 standards, meaning GreenStuff is ADR compliant and thus fully legal for use on public roads in Australia.

EBC GreenStuff has also received the highest ‘N’ rating by the U.S. EPA for its environmental credentials, meaning this brake material contains zero heavy metals, zero asbestos and zero copper, putting it among some of the most environmentally friendly brake materials on the planet.

NOTE: This material is not suitable for spirited driving in high-powered vehicles or for any kind of track use.

RedStuff

EBC RedStuff can be summarised in two words: low dust. RedStuff is made from an advanced ceramic* friction compound which minimises brake rotor wear and ensures this pad produces extremely low levels of brake dust, helping to keep wheel rims cleaner for longer.

RedStuff provides a 15% higher friction level and improved fade resistance compared to OEM brake pads, making it well suited for semi-spirited road driving as well as general ‘daily driver’ use on prestige vehicles looking to keep brake dust to an absolute minimum.

RedStuff is produced in EBC’s factory in Bristol, UK, and is approved to ECE R90 making it fully ADR compliant and totally legal for use on public roads in Australia. RedStuff has also received the top ‘N’ rating from the U.S. Environmental Protection Agency, meaning this brake material contains zero harmful materials and that brake wear emissions have an extremely low impact on the environment and marine life.

NOTE: RedStuff is not suitable for any kind of track use.

* Ceramic pad content, not to be confused as being suitable for use on carbon ceramic rotors. RedStuff is suitable for use on cast-iron rotors only.

TIP: Frequently customers end up with a toss-up between EBC RedStuff and YellowStuff compounds. Our recommendation would be to choose YellowStuff for higher overall braking performance and for a longer pad life, or if low dust is the primary aim, choose RedStuff. Another important factor is RedStuff is not suitable for any kind of track use, whereas YellowStuff is suitable for the occasional trackday. If you drive your vehicle spiritedly on the road or plan on doing a trackday, YellowStuff will inspire greater confidence, be more fade resistant and wear much slower than RedStuff at these higher duty levels.

YellowStuff

YellowStuff is EBC’s top-selling, flagship material for performance road driving and it’s easy to see why. YellowStuff strikes the optimum balance between outright performance and day-to-day usability, making it an ideal choice for performance vehicles driven enthusiastically on the public road or that do the occasional track day. YellowStuff is also a popular upgrade for trucks, 4x4’s and SUV’s where the significantly boosted stopping power helps shorten braking distances, especially with heavily laden vehicles or when towing big loads.

The material is approved to ECE R90 meaning YellowStuff is ADR compliant and thus totally legal for use on public roads in Australia. YellowStuff has a stable friction coefficient of 0.42 over a broad temperature working range of 0 - 550 0C. 

YellowStuff has superb road manners, producing less brake dust than most OE brake pads whilst also being totally silent in operation. The material also boasts excellent pedal modulation and good wear life, even when pushed hard on road or on track.

YellowStuff is manufactured in Bristol, United Kingdom. Unlike many high-performance brake pads on the market, YellowStuff has been awarded the top ‘N’ rating by the U.S. EPA for its environmental credentials, meaning YellowStuff contains zero copper or other harmful materials that research shows can contaminate waterways and pose a threat to marine life.

NOTE: YellowStuff also makes a great race compound on lighter/modestly powered vehicles, however for heavier/high power vehicles frequently driven very hard on the road or regularly doing trackdays, consider BlueStuff which is still 100% road legal but is more biased towards improved on-track performance. The additional benefit of BlueStuff is that the bedding-in time is roughly 3x shorter than YellowStuff, perfect for customers who want a more ‘plug n play’ brake pad.

BlueStuff

BlueStuff is EBC’s highest performing ECE R90 approved material, meaning BlueStuff complies with ADRs and is therefore fully legal for use on the public roads in Australia. BlueStuff’s high performance and road legality make it the brake pad of choice for many trackday enthusiasts who wish to drive to/from the circuit, as well as club racers looking for a cost-effective motorsport pad.

Where YellowStuff is fundamentally a road pad that can also handle occasional track use, BlueStuff is a track-focussed brake pad that has been dialled down to comply with ECE R90 and have reasonable road manors. The result is BlueStuff having a slightly higher friction coefficient of 0.45 and a wider temperature working range of 0 – 6250C. BlueStuff also has a 3x shorter bedding-in time compared to YellowStuff, making it more of a ‘plug n play’ brake pad.

The trade-off for BlueStuff’s higher fade resistance and longer wear life (vs. YellowStuff) can result in some light brake noise and increased brake dust (however in most instances brake noise is minimal since these pads are still supplied fitted with OEM style anti-noise shims).

If you’re looking to extract the maximum performance from your vehicles brake system, whilst still using a road-legal pad that is fully ADR compliant and has acceptable road manors, BlueStuff is an excellent choice.

BlueStuff is manufactured in EBC’s factory in Bristol, UK. Despite its high performance, BlueStuff still achieves the highest ‘N’ rating from the U.S. Environmental Protection Agency, meaning it contains no harmful materials and any brake wear emissions pose very low risk to the environment and marine life.

NOTE: The huge stopping power and high fade resistance of BlueStuff also makes this material a popular choice for trucks, SUV’s and 4x4’s doing serious off-roading or towing big loads.

Extra Duty

Specifically developed for use on trucks, 4x4’s and SUV’s which are either driven hard, get occasionally loaded up to gross vehicle weight, or that occasionally tow large loads, EBC’s Extra Duty material boasts a high friction coefficient that provides increased braking power and more fade resistance vs. OEM pads. Extra Duty has been specifically developed to possess an ultra-long wear life, 30% longer than YellowStuff, making it an excellent choice for vehicles that are routinely operated at higher duty levels.

Extra Duty is approved to ECE R90 meaning this material is ADR complaint and thus fully road legal for use on public highways throughout Australia. Extra Duty has a stable friction coefficient of 0.44 over a very broad temperature working range of 0 - 575 0C.

Extra Duty is a ceramic based organic friction material with superb road manors, being silent in operation and typically producing less brake dust than most OE brake pads. Wide aperture ‘V’ grooves in the braking surface help to efficiently evacuate dirt and debris from the pad-rotor interface, making Extra Duty pads a great choice for offroad vehicles crossing loose terrain.

Like all EBC brake pads, Extra Duty is manufactured by EBC in Bristol, United Kingdom. The material also has superb environmental credentials, as evidenced by it achieving the highest ‘N’ rating by the U.S. Environmental Protection Agency due to it containing zero copper, zero asbestos and zero harmful ‘heavy metals’ that can do damage to land and marine ecosystems.

RP-1

RP-1 is a sprint race material from EBC’s motorsport division, EBC Brakes Racing. RP-1 possesses a stable friction coefficient of 0.45 from 100 - 750 0C, making it suitable for heavy track use on particularly thermally demanding applications. Below 100 0C RP-1 has a usable yet slightly reduced friction level of 0.35, however friction gently climbs to its nominal friction level of 0.45 after a couple of medium energy snubs then stays there. RP-1 has a progressive pedal feel with the best modulation of any material in the EBC range, allowing the driver to precisely meter out their braking inputs and trail brake with finesse.

RP-1 boasts good pad life, however its standout characteristic is exceptionally low rotor wear. This is principally due to RP-1, unlike most other race compounds on the market, having a very low metal fibre content. RP-1 achieves its high level of performance through adhesive friction, rather than by simply being highly abrasive like a scouring pad. Not only does this drastically reduce rotor wear but it also means that any brake dust produced has minimal metallic content, preventing ‘hot rocks’ from becoming embedded and damaging expensive alloy wheels. Any wheel dusting produced by RP-1 is very easily washed off.

It should be noted that due to RP-1 being a motorsport product developed solely for track use, RP-1 is not ECE R90 homologated for road use and is therefore not legal for use on public roads in Australia. Although RP-1 meets the requirements for obtaining the U.S. EPA’s best ‘N’ rating for its environmental credentials (RP-1 contains zero copper, zero asbestos and zero heavy metals) given RP-1’s motorsport focus this material has not been put through the expensive testing process so is not formally ‘N’ rated.

Compared to EBC Racing’s other sprint race material RP-X, RP-1 has a 20% lower friction coefficient across its working temperature range which makes RP-1 better suited to cars where the brake system is inherently ‘over-servoed’ from the factory. For cars with a ‘sharp’ brake pedal response, the less aggressive bite of RP-1 can help to provide increased control (for example, RP-1 works well on many Porsche’s, BMW M cars, performance VAG vehicles etc.). If you’re unsure whether RP-1 or RP-X is likely to be better suited to your vehicle or driving style, please speak to a member of our technical team who will be delighted to guide you based on our considerable experience of EBC Racing’s materials.

RP-X

RP-X is a high-torque material designed for sprint race and trackday use. RP-X possesses a friction coefficient of 0.55 and is stable from 0 – 750 0C making it an excellent compound for thermally demanding motorsport applications. The fact RP-X achieves full brake effect from cold means RP-X is a popular choice for Time Attack, Rallycross and Hillclimb events, where no warm-up is possible and drivers require 100% brake effect from the first pedal application. 

RP-X is developed solely for use in motorsport and is not ECE R90 approved, making it illegal to use RP-X on public roads in Australia. Furthermore, although RP-X meets the standard for obtaining the highest ‘N’ for its environmental credentials, as it contains zero copper, zero asbestos and zero heavy metals, given RP-X’s motorsport focus this material has not been formally tested according to this US environmental regulation.

RP-X gives 20-30% longer pad life than RP-1, especially when run at higher temperatures, however the high torque nature of RP-X means it is much more aggressive on brake rotors (but no worse on rotors than many other race materials on the market). RP-X tends to work best on vehicles that have inherently under-servoed brakes, where RP-X’s more aggressive bite helps to supplement braking power without being overwhelming (in this regard, RP-X works well on Japanese and Korean manufactured vehicles, which typically have lower brake assistance than performance cars originating from Europe).

If you’re unsure whether RP-1 or RP-X is likely to be better suited to your vehicle or driving style, please speak to a member of our technical team who will be delighted to guide you based on our considerable experience using both materials.

SR-11

SR-11 is a cutting-edge endurance race compound from EBC Racing that employs sintered friction technology to take cast-iron brake performance to the next level. SR-11 has an ultra-wide temperature working range of 0 – 9250C with a near perfectly flat friction profile of 0.5 mu throughout. SR-11 is a medium-torque material targeted at applications where a more progressive brake response is desirable, such as vehicles with servo-assistance, non-aero racing cars or rear axle fitment.

SR-11 boasts exceptionally low pad wear, yet unlike some other sintered brake pads on the market, the remarkable truth is that SR-11 also exhibits virtually zero brake rotor wear. SR-11 has been developed and independently tested for use in LMGTE class motorsport and has such low wear it could complete the 24hrs of Le Mans without a single pad or rotor change. As such, SR-11 is marketed as an endurance grade product, however SR-11’s very stable performance from cold makes it highly suitable for use in any type of motorsport where cars run a cast-iron brake rotor, including sprint race, circuit racing, Time Attack, rallying, hillclimb and serious trackday use.

Whilst SR-11’s high initial cost requires a significant up-front investment, the cost-per-racing-mile of EBC’s sintered pads are considerably lower than virtually any other brake pad on sale today, thanks to SR-11’s extraordinary pad and rotor life. Furthermore, whereas many semi-metallic or organic race pads ‘dull off’ after their first heat cycle, SR-11 experiences zero degradation between sessions meaning the same set of pads can provide between 20-60 hours of consistent performance at full racing speeds. It’s not uncommon for 1 set of SR-11 brake pads to last an entire racing season, with zero drop off in performance from the day they’re installed till they’re worn right down to the backplate.

Being a sintered pad SR-11 also possesses ultra-low compressibility, resulting in a very firm pedal with unrivalled pedal feel. This gives the driver absolute control during each and every braking zone, with even the slightest change in pedal force instantly translating to a proportionate change in torque output.

Despite SR-11 being developed for use at the highest levels of motorsport, somewhat surprisingly SR-11 also has good street manors, with full brake effect from cold and many drivers reporting little-to-no noise with very low brake dust. This is in stark contrast to many race pads which squeal loudly at any speed and pedal pressure. Unfortunately however, due to SR-11’s focus on motorsport use, this material has not been tested to ECE R90 standards and therefore is not legal for use on public roads in Australia.

Another benefit to SR-11 is it has virtually no bedding-in period, requiring only a couple of laps at 80% racing speed to ensure the pads are mated up to the brake rotor. Sintered pads contain no volatiles that could burn, de-gas and lead to ‘green fade’, making SR-11 a true ‘plug n play’ motorsport pad.

SR-11’s extreme fade resistance and huge wear life mean EBC Racing’s sintered endurance race pads really are the Holy Grail for motorsport teams and drivers seeking the pinnacle of braking performance.

NOTE: SR-11’s sister material, SR-21, has a higher friction coefficient of 0.6 for applications where high torque output is desirable, such as vehicles without any servo-assistance, high aero loads or front axle fitment. 

 

SR-11 is the new endurance race compound from EBC Racing that employs cutting-edge sintered friction technology to take cast-iron brake performance to the next level. Unlike conventional ‘semi-metallic’ brake pads which use a phenolic resin to bind the friction materials together, the metal powders in sintered brake pads are fused together under immense heat and pressure. This means sintered pads contain zero organic material, making them immune to brake fade since there simply isn’t anything in the pad that could break down and de-gas at high temperatures. As a result, SR-11 has a working temperature range of 0 – 9250C with a perfectly flat friction profile of 0.5 mu.

The absence of any volatiles in a sintered friction material cuts bedding-in time to virtually nothing. A few laps at 80% racing speed is all that’s required to allow the pad to mate up to the brake rotor, however there’s zero drop-off in performance since there aren’t any volatiles in the pad to de-gas and cause green fade. SR-11 is a true ‘plug n play’ endurance race pad.

Another benefit of sintered brake pads is they have ultra-low compressibility, resulting in a firm pedal with unprecedented pedal feel. This gives the driver absolute control throughout each and every braking zone, with even the slightest change in pedal force instantly translating to a proportionate change in brake torque output.

Sintered brake pads are of course widely available for motorcycles, but historically the challenge with developing a sintered friction material for automotive applications has been very high rotor wear on relatively soft cast-iron brake rotors. After years of research

 

If you want to learn more about sintered pad technology and how it differs to conventional friction technology click here

Best high temperature performance of any material in the EBC Racing range.

Superb bite from cold.

Sintered iron/nickel alloy

This inability for the pad to ‘de-gas’ is also the reason why sintered pads do not experience any noticeable drop in performance during the bedding-in phase. It’s this plug-n-play nature, combined with extreme fade resistance and huge wear life that undeniably make sintered pads the holy grail for customers seeking the pinnacle of braking performance.

All EBC sintered pads are supplied with perforated stainless-steel shims to minimise heat soak into the piston and brake fluid, further boosting brake endurance.

Reaching levels of performance that only a sintered material can provide.

SR-21

SR-21 is the sister compound to SR-11 that employs sintered friction technology to take cast-iron brake performance to the next level. SR-21 has the widest temperature working range of any material in the EBC range of 0 – 9500C, with a near perfectly flat friction profile of 0.6 mu across its entire operating range. SR-21 is a high-torque material targeted at applications where a higher bite is desirable, such as vehicles without any servo-assistance, racing cars generating significant aero loads or front axle fitments.

SR-21 boasts exceptionally low pad wear, yet unlike some other sintered brake pads on the market, SR-21 also exhibits virtually zero brake rotor wear. SR-21 has been developed and independently tested for use in LMGTE class motorsport and has such low wear it could complete the 24hrs of Le Mans without a single pad or rotor change. As such, SR-21 is marketed as an endurance grade product, however SR-21’s very stable performance from cold makes it highly suitable for use in any type of motorsport where cars run a cast-iron brake rotor, including sprint race, circuit racing, Time Attack, rallying, hillclimb and serious trackday use.

Whilst SR-21’s high initial cost requires a significant up-front investment, the cost-per-racing-mile of EBC’s sintered pads are considerably lower than virtually any other brake pad on sale today, thanks to SR-21’s extraordinary pad and rotor life. Furthermore, whereas many semi-metallic or organic race pads ‘dull off’ after their first heat cycle, SR-21 experiences zero degradation between sessions meaning the same set of pads can provide between 20-60 hours of consistent performance at full racing speeds. It is not uncommon for 1 set of SR-21 brake pads to last an entire racing season, with zero drop off in performance.

Being a sintered pad SR-21 also possesses ultra-low compressibility, resulting in a firm pedal with unrivalled pedal feel. This gives the driver absolute control during each and every braking zone, with even the slightest change in pedal force instantly translating to a proportionate change in torque output.

Despite SR-21 being developed for use at the highest levels of motorsport, SR-21 has reasonable road manors, with full brake effect from cold and less brake noise than typical semi-metallic race pads (although SR-21 is typically noisier than its sister material SR-11). Due to SR-21’s focus purely on motorsport use, this material has not been tested to ECE R90 standards and therefore is not legal for use on public roads in Australia.

Another benefit to SR-21 is it has virtually no bedding-in period, requiring only a couple of laps at 80% racing speed to ensure the pads are mated up to the brake rotor. Sintered pads contain no volatiles that could burn, de-gas and lead to ‘green fade’, making SR-21 a true ‘plug n play’ motorsport pad.

SR-21’s extreme fade resistance and huge wear life mean EBC Racing’s sintered endurance race pads really are the Holy Grail for motorsport teams and drivers seeking the pinnacle of braking performance.

NOTE: SR-21’s sister material, SR-11, has a lower friction coefficient of 0.5 for applications where a more benign brake response is desirable, such as vehicles with brake servo-assistance, non-aero racing cars or rear axle fitment. SR-11 has better road manors than SR-21, typically exhibiting less noise and lower brake dust.

Brake Disc Range

DBA have a lower quality T2 range and a higher quality T3 disc range. The metallurgy in T3 discs is claimed as being better, so market ALL EBC brake discs as being a high carbon metallurgy. Say many years ago EBC got rid of its lower quality grade, instead choosing to switch all discs over to high carbon alloy, because the increase in manufacturing cost of a high carbon alloy is minimal and it makes it easier for EBC from a regulatory standpoint as it prevents duplication of test simply for a minor change in disc metallurgy.

DBA press release here:

https://forums.nasioc.com/forums/showthread.php?t=2353092

Key factors for Brake discs:

• High carbon for increased thermal ‘mass’ whilst keeping physical mass low
• Passed the rigorous R90 thermal fatigue disc test, which requires the aftermarket disc to match or outperform the OE disc, guaranteeing the quality of EBC brake discs
• Suitable for track use – thousands of customers around the globe are operating EBC grooved disc on track cars.

What if There Are Multiple Pad & Disc Options For My Vehicle?

Sometimes more than one brake pad part number, or brake disc part number, will be listed as fitting your vehicle. In such instances, look for distinguishing features that would indicate which option you need. Here’s a few tips on what to look out for:

Brake Pads

• Observe/print the pad wiredrawing image from the website, compare drawing to pads currently fitted on the car. Look carefully for flats, lobes, ears, screech clips, integrated wear-sensors or other distinguishing features on the pad.
  
• In most cases, a specific pad part number will be used with a specific brand of brake caliper. Determining the brand/manufacturer of the brake calipers fitted to your vehicle is therefore a useful confirmatory step. Often the caliper manufacturer will be cast into the caliper body somewhere (usually on the rear of the brake caliper).

Brake Discs

• Sometimes a visual check is sufficient, for instance whether the car currently has solid or vented discs fitted. Check this against the ‘S’ or ‘V’ product attribute.
• Sometimes a dimensional check will be required. Measure the thickness, diameter or height of the brake disc currently fitted to the vehicle and compare to the dimensional data provided. Since measuring diameter usually requires the brake disc to be removed from the vehicle, it can be easier to measure disc thickness first (for instance, using vernier calipers poked through the wheel spokes). 

If you are still unsure which part your vehicle requires, please get in touch with us and a member of our technical team will be more than happy to assist you.

‘D’ Rotors

EBC’s range of ‘D’ ungrooved brake rotors are a premium replacement rotor with equivalent or better performance to the OE brake rotors your vehicle came fitted with from the factory. Despite matching or beating the performance and quality of OE parts, EBC’s plain rotor range represents a massive saving over original equipment parts, often costing half the price or less. EBC’s ‘D’ brake rotor range provides quiet braking and is perfect for customers who want to retain an OEM-look and don’t desire the increased bite and fade resistance of a grooved brake rotor.

The outstanding quality of EBC’s brake rotors is evidenced by EBC Brakes being one of the first and only aftermarket rotor manufacturers globally who has both TUV and R90 approvals on their brake rotor range. This is in stark contrast to many other brake rotors available on the market which aren’t approved to TUV, R90 or indeed any other internationally recognised quality standard. EBC’s commitment to product testing means EBC’s brake rotors are fully compliant with ADRs and thus legal for use on the public roads in Australia.

Unlike some other manufacturers, EBC sees no benefit in offering a ‘lower-performance’ or ‘low-carbon’ brake rotor range, since this can considerably decrease rotor life and performance yet shaves mere cents off the manufacture cost. Instead, all 1-piece EBC brake rotors are made from the same high-carbon G3000 rotor alloy, boasting excellent thermal capacity and a high resistance to both warping & cracking, even if driven on track. Quite simply, the only difference between EBC’s ungrooved and grooved brake rotor ranges are…. the grooves…. other than that the quality and metallurgy are identical.

EBC’s entire 1pc rotor range is machined via a ‘twin-turning’ process which ensures near perfect parallelism. This reduces the likelihood that Rotor Thickness Variation (RTV) could manifest on the vehicle, which could otherwise create brake judder. Machined rotors are then run-out tested to ensure they meet EBC’s strict tolerances. Finally, every finished rotor is sprayed with an advanced anti-corrosion coating, protecting any non-contact areas from unsightly rust which ensures the rotor retains an enhanced appearance for an extended period after installation.

NOTE: For high-performance or track driving, consider a grooved brake rotor where the grooved braking surface will increase ‘bite’ during brake apply and help to reduce brake fade.

‘GD’ Rotors

EBC’s grooved & dimpled ‘GD’ series brake rotors have all the benefits and aesthetics of a cross-drilled rotor, without any of the drawbacks. 3 wide-aperture grooves sweep the rotor annulus, allowing any gasses and debris particles occurring at the pad-rotor interface to be effectively vented away from the braking zone. This helps to reduce the onset of brake fade in addition to preventing any trapped debris leading to ribbing/scoring of the braking surface. 

Additionally, multiple dimples allow further venting of built-up gasses, but crucially without through-drilling all the way through the rotors cheek facings. Through-drilling creates localised stress points and anyone who’s seen cross-drilled rotors that have been driven hard will be familiar with rotor cracking that always originates at the through-drilled holes. That’s why EBC dimple the surface and don’t cross-drill.

Together the grooves and dimples result in a higher bite during brake-apply, giving a more immediate response that is particularly beneficial for spirited driving. 

EBC GD brake rotors, like all EBC 1pc brake rotors, are cast from a high-carbon G3000 rotor alloy, boasting excellent thermal capacity and a high resistance to both warping and cracking, even when pushed hard on track. Unlike some other manufacturers, EBC sees no benefit in offering a ‘lower-performance’ or ‘low-carbon’ brake rotor range, since this can considerably decrease rotor life and performance yet shaves mere cents off the manufacture cost.

The outstanding quality of EBC’s brake rotors is evidenced by EBC Brakes being one of the first and only aftermarket rotor manufacturers globally who has both TUV and R90 approvals on their brake rotor range. This is in stark contrast to many other brake rotors available on the market which aren’t approved to TUV, R90 or indeed any other internationally recognised quality standard. EBC’s commitment to product testing means EBC’s brake rotors are fully compliant with ADRs and thus legal for use on the public roads in Australia.

EBC’s entire 1pc rotor range is machined via a ‘twin-turning’ process which ensures near perfect parallelism. This reduces the likelihood that Rotor Thickness Variation (RTV) could manifest on the vehicle, which could otherwise lead to brake judder. Machined rotors are then run-out tested to ensure they meet EBC’s strict tolerances. Finally, every finished rotor is sprayed with an advanced anti-corrosion coating, protecting any non-contact areas from unsightly rust which ensures the rotor retains an enhanced appearance for an extended period after installation.

NOTE: Customers should be aware that any rotor which has grooves in the braking surface will produce a faintly audible intermittent noise during braking. Customers who want a grooved rotor but want to keep rotor noise to a minimum should consider opting for EBC’s USR grooved rotors.

‘USR’ Rotors

EBC’s ‘USR’ brake rotors feature a heavily canted groove profile that provides all the de-gassing and debris evacuation benefits associated with a grooved brake rotor, but with slightly reduced ‘bite’ during brake apply for a smoother braking action. The shallow angle of the grooves also helps to keeps brake rotor noise to a minimum, making USR brake rotors a popular choice among owners of prestige vehicles, who seek the performance benefits and improved aesthetics of a grooved rotor but also whilst keeping brakes quiet.

USR brake rotors are also well suited to off-road use, where the straight-cut grooves allow effective evacuation of sand, dirt and water present at the braking zone. Off-road users report longer pad life and less rotor ribbing when using EBC USR rotors vs. cross-drilled/dimpled rotors and even vs. plain ungrooved brake rotors, where sand/debris can build up at the braking zone and accelerate pad wear.

EBC USR brake rotors, like all EBC 1pc brake rotors, are cast from a high-carbon G3000 rotor alloy, boasting excellent thermal capacity and a high resistance to both warping and cracking, even when driven hard. Unlike some other manufacturers, EBC sees no benefit in offering a ‘lower-performance’ or ‘low-carbon’ brake rotor range, since this can considerably decrease rotor life and performance yet shaves mere cents off the manufacture cost.

The outstanding quality of EBC’s brake rotors is evidenced by EBC Brakes being one of the first and only aftermarket rotor manufacturers globally who has both TUV and R90 approvals on their brake rotor range. This is in stark contrast to many other brake rotors available on the market which aren’t approved to TUV, R90 or indeed any other internationally recognised quality standard. EBC’s commitment to product testing means EBC’s brake rotors are fully compliant with ADRs and thus legal for use on the public roads in Australia.

EBC’s entire 1pc rotor range is machined via a ‘twin-turning’ process which ensures near perfect parallelism. This reduces the likelihood that Rotor Thickness Variation (RTV) could manifest on the vehicle, which could otherwise lead to brake judder. Machined rotors are then run-out tested to ensure they meet EBC’s strict tolerances. Finally, every finished rotor is sprayed with an advanced anti-corrosion coating, protecting any non-contact areas from unsightly rust which ensures the rotor retains an enhanced appearance for an extended period after installation.

‘BSD’ Rotors

EBC’s ‘BSD’ rotors employ bi-directional grooves designed to improve cooling to the central band of the rotor annulus, the region of the rotor which always runs hottest. Several grooves in the braking surface allow gasses and wear debris to be quickly evacuated from the braking zone, reducing brake fade and helping to maintain a smooth braking surface.

The higher groove count of BSD rotors vs. other EBC grooved rotor designs increases bite during initial brake apply and results in a more responsive braking action. Together, BSD’s improved cooling and higher bite make BSD rotors well suited to high-performance vehicles which are routinely driven spiritedly on the road or driven on track.

EBC BSD brake rotors, like all EBC 1pc brake rotors, are cast from a high-carbon G3000 rotor alloy, boasting excellent thermal capacity and a high resistance to both warping and cracking, even when pushed hard on track. Unlike some other manufacturers, EBC sees no benefit in offering a ‘lower-performance’ or ‘low-carbon’ brake rotor range, since this can considerably decrease rotor life and performance yet shaves mere cents off the manufacture cost.

The outstanding quality of EBC’s brake rotors is evidenced by EBC Brakes being one of the first and only aftermarket rotor manufacturers globally who has both TUV and R90 approvals on their brake rotor range. This is in stark contrast to many other brake rotors available on the market which aren’t approved to TUV, R90 or indeed any other internationally recognised quality standard. EBC’s commitment to product testing means EBC’s brake rotors are fully compliant with ADRs and thus legal for use on the public roads in Australia.

EBC’s entire 1pc rotor range is machined via a ‘twin-turning’ process which ensures near perfect parallelism. This reduces the likelihood that Rotor Thickness Variation (RTV) could manifest on the vehicle, which could otherwise lead to brake judder. Machined rotors are then run-out tested to ensure they meet EBC’s strict tolerances. Finally, every finished rotor is sprayed with an advanced anti-corrosion coating, protecting any non-contact areas from unsightly rust which ensures the rotor retains an enhanced appearance for an extended period after installation.

NOTE: The higher slot count of BSD rotors can lead to increased intermittent rotor noise, caused as each slot passes under the brake pad. Whilst this is barely audible in most cases, customers who prioritise silent braking should consider opting for USR rotors.

Plain 'D' Discs

Sport Grooved Discs

2-pc Floating Discs

EBC’s fully-floating SG2F brake rotors feature a lightweight hard-anodised aluminium hub, attached to a high-carbon G3500 friction ring via EBC’s patented SD-Drive stainless-steel bobbins. Rotors are supplied fully assembled and sold in pairs. All rotors are manufactured and run-out tested in the UK.

The fully-floating design allows the cast-iron outer friction ring to expand and contract freely by up to 3mm when subjected to the extreme heat generated during hard braking. The friction rings themselves feature 48 curved vanes and the rotors are handed left/right, exactly like you’ll find on a racing car. Curved cooling vanes possess a large surface area for effective heat dissipation, meanwhile rotor cooling is further boosted by the curved vane geometry maximising the centrifugal pump effect. Combined, these innovations help to give the rotor extreme resistance to cracking, making EBC’s SG2F 2pc brake rotors an ideal choice for high-performance vehicles frequently driven hard on road or track.

A high number of swept-back slots in the braking surface strike an optimum balance between high bite during initial brake apply and a smooth braking action, with the curved profile helping to dampen vibration harmonics and lead to smooth and silent operation. The slots in the braking surface also improve pad cooling whilst allowing for effective evacuation of gas and debris from the braking zone, serving to reduce the onset of brake fade.

Aluminium hats are machined from 6082-T6511 aerospace grade alloy making them incredibly resistant to heat distortion, where T6511 tempering means the alloy is heat-treated, stress relieved, then artificially aged. This tempering process aligns the alloys grain structure and is indicative of the exquisite materials and attention to detail poured into creating EBC’s SG2F brake rotor range.

Although SG2F brake rotors feature all the technical innovations typically found in brake rotors designed for racing, each rotor makes use anti-vibration spring clips that eliminate ‘off brake’ rattle meaning the rotors can also be safely and silently used on the road. Also, whereas many manufacturers use mild-steel bolts/bobbins to assemble their 2pc brake rotors, EBC’s SG2F rotors feature bobbins that are precision machined from stainless-steel bar, preventing unsightly corrosion and ensuring the outer friction ring continues to float freely even after years of exposure to the elements, meaning SG2F brake rotors require no maintenance and are equally at home on the public road as they are on the racetrack. Need a sentence on R90 approval, road legal in Australia…

SG2F rotors are sold either as a direct replacement for performance vehicles where 2-piece brake rotors are fitted as OE, or as a simple bolt-on 2pc floating conversion for vehicles where 1-piece cast iron rotors are standard fitment. No vehicle modifications are required for 2-piece rotor conversions.

Upgrading from a 1pc rotor to an EBC 2pc rotor will shave crucial kilograms off a vehicles un-sprung rotational mass, leading to sharper turn in, improved tyre road holding, better fuel economy and an increase to BHP at the wheels. Best of all, when the cast iron friction ring becomes worn after a period of use, the outer friction ring alone can be replaced, allowing the aluminium hub and stainless bobbins to be re-used, reducing long-term running costs.

NOTE: On a selected but growing range of vehicles, matching ‘SG’ grooved 1pc rear rotors are available to complement ‘SG’ grooved 2pc front rotors.

Wear Leads

Quality OE specification wear lead/sensor that will need replacing if a brake warning light was illuminated on your dashboard. Enough for ONE PAD SET front or rear.

For a small number of vehicles multiple wear lead options are available. Make sure to select the correct wear lead for the brake pads fitted to your vehicle. Checking the length of the existing wear lead is often a good confirmatory step.

NOTE: If there is no warning light illuminated on the dash then it should be possible to re-use the existing wear lead by carefully removing it from the old brake pad and gently re-inserting into the new brake pads.

BF307+ Super DOT 4 Racing Fluid

EBC BF307+ Super DOT 4 brake fluid has been specially formulated to provide outstanding performance for brake systems routinely operated at extreme temperatures, making BF307+ ideal for motorsport use, trackdays or even fast street use. 

BF307+ possesses an ultra-high dry boiling point of 307oC (585oF), with an equally impressive wet boiling point of 195oC (383oF). These specifications make BF307+ superior to regular DOT 5 and DOT 5.1 fluids, however being a Super DOT 4 glycol-based fluid means BF307+ is compatible with most DOT 4 brake systems*.

BF307+ is the brake fluid of choice for hundreds of racing cars across the globe, with drivers reporting outstanding performance that punches well above its price point.

You can rest assured of the quality of EBC brake fluids, which carry an extensive range of approvals including: ECE, DOT, TUV, SAE and are manufactured in an ISO9001 accredited factory in the United Kingdom.

NOTE: To achieve maximum performance, take care to fully flush the brake system with BF307+. We recommend re-bleeding the brake system every 6 – 24 months as a minimum, up to every race event for competition cars seeking peak performance.

* WARNING: Never mix glycol-based and silicone-based brake fluids. If in doubt whether this brake fluid is suitable for your vehicle, consult the vehicle handbook.

DOT 4 Brake Fluid

EBC’s DOT 4 brake fluid is a high-quality brake fluid suitable for general use in brake and clutch systems of all cars for which DOT 3 or DOT 4 fluid is specified.

EBC DOT 4 has a dry boiling point of 270oC (518oF), with a wet boiling point of 170oC (338oF). These specifications mean EBC’s DOT 4 brake fluid significantly outperforms the minimum requirements for a DOT 4 fluid, putting it nearly on par with a DOT 5.1 fluid.

EBC DOT 4 is a great choice for customers seeking an OE equivalent quality brake fluid for vehicles where the brake system does not routinely reach very high temperatures.

You can rest assured of the quality of EBC brake fluids, which carry an extensive range of approvals including: ECE, DOT, TUV, SAE and are manufactured in an ISO9001 accredited factory in the United Kingdom.

WARNING: Never mix glycol-based and silicone-based brake fluids. If in doubt whether this brake fluid is suitable for your vehicle, consult the vehicle handbook.

DOT 5.1 Brake Fluid

EBC’s DOT 5.1 brake fluid is a premium-quality glycol-based fluid formulated for use in the hydraulic brake and clutch systems of modern high-performance vehicles.

EBC DOT 5.1 has a dry boiling point of 269oC (516oF), with a particularly high wet boiling point of 184oC (363oF). The higher wet boiling point vs. EBC DOT 4 gives DOT 5.1 fluid great longevity, helping it to retain peak performance for longer and meaning DOT 5.1 is well suited for use in vehicles with brake service intervals of 2 years.

You can rest assured of the quality of EBC brake fluids, which carry an extensive range of approvals including: ECE, DOT, TUV, SAE and are manufactured in an ISO9001 accredited factory in the United Kingdom.

WARNING: Being glycol-based, EBC DOT 5.1 is compatible with all DOT 3 and DOT 4 fluids. DOT 5.1 is not compatible with silicone-based fluids such as DOT 5. If in any doubt, consult your vehicles handbook.

DOT 5 Silicone Brake Fluid

EBC’s DOT 5 brake fluid is a silicone-based fluid and is therefore incompatible with any brake system using DOT 3, DOT 4 or DOT5.1 brake fluid. DOT 5 can only be mixed with other silicone-based DOT 5 brake fluids.

EBC DOT 5 has a very high dry boiling point of 300oC (572oF), and a wet boiling point of 180oC (356oF).

DOT 5 differs from glycol-based fluids in that it does not absorb moisture from the atmosphere, which gives it its high performance. However, DOT 5 fluid is unsuitable for vehicles fitted with ABS, which means its use is restricted almost entirely to classic cars. If in any doubt, consult your vehicles handbook.

You can rest assured of the quality of EBC brake fluids, which carry an extensive range of approvals including: ECE, DOT, TUV, SAE and are manufactured in an ISO9001 accredited factory in the United Kingdom.

DOT 4 Low Viscosity Brake Fluid

EBC’s DOT 4LV low viscosity brake fluid is specially formulated for modern high-performance vehicles with sophisticated ESP/ASR stability control systems. DOT 4LV’s low viscosity helps to minimise ESP/ASR response times and is the stipulated brake fluid type for a growing number of modern vehicles. DOT 4LV is also vital for modern vehicles driven in very cold climates (0oC to -40oC) where brake fluid naturally starts to thicken and will inhibit ESP/ASR function.

EBC DOT 4LV has a dry boiling point of 266oC (511oF), with a wet boiling point of 173oC (343oF). DOT 4LV is glycol-based, making it compatible with all DOT 3, DOT 4 and DOT 5.1 fluid.

To determine if your vehicle needs low viscosity fluid or not, consult the vehicle handbook. Alternatively, if you regularly drive in sub 0oC temperatures then using DOT 4LV fluid will improve ESP/ASR performance and won’t do any harm if you do also drive your vehicle in hot conditions.

You can rest assured of the quality of EBC brake fluids, which carry an extensive range of approvals including: ECE, DOT, TUV, SAE and are manufactured in an ISO9001 accredited factory in the United Kingdom.

WARNING: Being glycol-based, DOT 4LV is not compatible with silicone based DOT 5 fluids.

Titanium Heat Shims

EBC’s titanium heat shims significantly reduce thermal conduction through the brake pad and into the caliper. A reduction in caliper operating temperatures helps prevent fluid vapour lock, extend the life of rubber fluid seals, and increases brake system stamina during prolonged periods of high intensity driving.

Precision laser cut from high quality Ti-6AL-4V grade titanium, EBC’s titanium heat shims are durable, corrosion resistant and very easy to install.

Titanium heat shims also help protect the exposed rubber dust boots of multi-piston OEM calipers from becoming quickly fried on trackdays, making them an excellent investment that’ll reduce long-term running costs for regular trackday goers.

WARNING: Titanium shims should be applied DIRECTLY to the metal backplate. Remove any rubberised shims before fitting titanium shims.