StopFlex Street Carbon-Ceramic Brake Disc Kit

This made-to-order kit replaces your heavy steel or iron rotors with long-fiber carbon-ceramic discs and matched pads, cutting unsprung weight, adding brake torque and delivering supercar-grade durability for fast street and dual-use builds.

Fitment First: Built to Your Car

Steel vs. Carbon-Ceramic: Why Switch?

This kit swaps traditional cast-iron/steel rotors for C/SiC carbon-ceramic discs with a dedicated StopFlex pad compound. Both systems can lock the wheels; the difference shows up when the brakes get hot and you lean on them again and again.

Where carbon-ceramic clearly wins:

• Unsprung weight & response: A typical 380 mm × 34 mm rotor (≈15.0 in × 1.34 in) in cast iron can weigh around 9–9.5 kg (≈19.8–21.0 lb). An equivalent StopFlex carbon-ceramic disc is roughly 4–4.5 kg (≈8.8–9.9 lb). Dropping about 40–50% of rotating unsprung mass makes the nose feel lighter, sharpens turn-in and helps the suspension follow bumps instead of fighting them.
• Higher friction window: With carbon-ceramic rotors and a pad compound formulated for them, the system works in roughly the 0.4–0.5 μ window, with our own pad recipe targeting about 0.44–0.52 μ in its main operating range. Many aggressive iron setups sit around 0.30–0.35 μ in real use, so you get more brake torque for the same pedal effort and more headroom when the tire still has grip.
• Fade resistance at real temperatures: C/SiC discs keep their structure at temperatures far beyond what iron will tolerate. Our dyno work cycles cars from around 200 km/h (≈124 mph) down to zero for an hour with rotor temperatures hovering near 900 °C (≈1650 °F); the friction curve stays above roughly 0.4 μ instead of collapsing. Cast-iron rotors typically start to lose bite and consistency in the 500–750 °C (≈930–1380 °F) range, depending on alloy and design.
• Service life: On a fast road car, a carbon-ceramic disc often survives several pad sets and can realistically reach 250,000–300,000 km (≈155,000–186,000 mi). Iron rotors used with enthusiasm usually need replacing somewhere in the 50,000–100,000 km (≈31,000–62,000 mi) band, and they bring rusted faces and sharp lips with them.
• Clean wheels & clean look: Carbon-ceramic systems throw off far less dust, and the surface does not flash-rust after rain or winter storage. With the StopFlex ceramic topcoat, the discs keep a dark, glossy finish behind the wheel instead of turning orange or chalky.

Where steel still has a real advantage (you should know this):

• Raw heat dumping into airflow: Grey cast iron has high thermal conductivity, so heat spreads quickly through the rotor and into the vanes and cooling air. Carbon-ceramic runs lower in conductivity, which means more of the heat stays near the friction surface. That’s fine for road use and short stints, but for long lapping sessions most non-supercar platforms need upgraded brake ducts and venting so discs, pads and fluid don’t cook.

Bottom line: if you are mainly a fast-road and occasional-track driver who cares about pedal feel, clean wheels and long-term durability, carbon-ceramic is a clear step up. If you run long, heavy track days without cooling upgrades, plan your ducting and airflow before making the switch.

Street, Track-Day or Full Race: Which Rotor Style Fits?

We build three main styles around the same long-fiber carbon-ceramic core. The difference is in the face design, coating and how far you want to push the car.

Street Focused

Street Carbon-Ceramic Disc

Carbon-ceramic rotor with a full ceramic topcoat, cross-drilled face and large cooling holes. Built for daily use, spirited back-road driving and highway pulls where you want sharp bite, low dust and a clean look behind the wheel.

Best choice if the car lives mostly on the street and only sees light, short track sessions.

Street + Track-Day

Track-Day Carbon-Ceramic Disc

Carbon-ceramic rotor with the same ceramic coating but a plain, non-drilled face and F1-style honeycomb internal cooling. The smooth face handles repeated heavy stops better and puts more material under the pad, while the internal honeycomb vanes move air efficiently.

Ideal if you drive the car on the street and also do occasional track days or time-attack sessions on proper brake ducts.

Full Race

Race-Only Carbon-Ceramic Disc

Raw carbon-ceramic rotor with no cosmetic topcoat and the same F1-style honeycomb cooling. Maximum bite, minimum weight, and built to live in a race car with serious cooling and regular inspections. Not intended or approved for street use.

For dedicated race cars and track toys where comfort, dust and wheel finish are secondary to lap time and repeatability.

StopFlex vs. OEM Carbon-Ceramic

Not all carbon-ceramic discs are built the same. Many OEM CCB systems (PCCB and various Ferrari/BMW/AMG discs) use chopped short fibers because they are easier to mold in big volumes. StopFlex takes a different route.

• Long-fiber skeleton instead of chopped fibers: We start with a 3D preform woven from continuous aerospace-grade carbon fibers, then compress it into a “green” disc body at about 1.6 g/cm³ before silicon infiltration. Typical short-fiber C/SiC discs often sit closer to 1.4 g/cm³. That long, denser fiber lattice carries load across the whole disc instead of relying on millions of short strands. In engineering terms, we target tensile strength around 140 MPa where many short-fiber discs are under 80 MPa.
• Denser, tougher friction ring: Higher density means more carbon and more silicon-carbide ceramic in the same volume. The result is more “meat” to absorb energy and a surface that is far less likely to shed its ceramic layer under thermal shock or stone impacts.
• High-temperature integrity: After silicon infiltration at over 1,500 °C (≈2730 °F), the disc can tolerate temperatures far beyond anything a road car should see. Our QA cycles each batch through repeated 200 km/h–0 (≈124–0 mph) stops for an hour with rotor temps around 900 °C (≈1650 °F) and requires the friction curve to stay within our window instead of dropping off a cliff.
• Pad and disc tuned as one system: Every carbon-ceramic disc leaves the factory with a StopFlex pad compound matched to our surface coating and fiber matrix. Random pad mixes may work, but usually bring more noise, less consistent friction and faster wear. Our combination is built to give strong cold bite, stable μ and low dust across a broad temperature range.
• Service-friendly hardware: Wherever the application allows, we use a two-piece floating construction with replaceable friction rings and reusable aluminum hats. Many OEM CCB systems replace the entire disc/hat assembly, which is far more expensive over the life of the car.

Technical Specifications

Vehicle & Brake System Compatibility

Important: The brands below are examples, not a complete list. Many additional models can be supported. Always contact us with your vehicle details so we can confirm fitment before you buy.

StopFlex carbon-ceramic disc kits are used on a wide range of performance cars and supercars. Typical applications include Porsche, BMW M, Mercedes-AMG, Audi RS and other high-output platforms where reducing unsprung weight and increasing thermal capacity makes a noticeable difference in braking and handling.

StopFlex kits are most commonly paired with fixed caliper systems from OEM and aftermarket brands such as AP Racing, Brembo, Endless, Alcon, Akebono, TTSPORT, BMW M Power, AMG and others. If you are unsure whether your current setup is compatible, send us photos and basic measurements and we will verify it for you before you order.

Frequently Asked Questions