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Suspension | Chassis | Brakes -- Sponsored by 949 Racing Relating to suspension, chassis, and brakes. Sponsored by 949 Racing.


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Old 01-03-2019, 05:49 PM   #15
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We have plenty of CSG Spec C1 pads stock with more pads on the way. Thank you for taking your time to post reviews especially during the holiday season!
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Old 01-09-2019, 07:07 AM   #16
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Some great feedback on this thread, but mainly seems to be with BBK's.

Does anyone have track experience using these pads in stock callipers (non PP) that they can share? Any comparisons to other pads would also be welcome on stock callipers.

I was looking at Project Mu Club racers, but speaking to CSG, they have suggested I might be well suited to their C1 compound. (they didn't knock P Mu CR)
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Old 01-09-2019, 07:12 AM   #17
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I have C1 pads for stock, non PP, brakes, but will be able to try out/comment only in end of spring when season will restart. No sense on trying out to evaluate them now during very limited grip during winter season.
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Old 01-09-2019, 03:48 PM   #18
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Originally Posted by AJ124 View Post
Some great feedback on this thread, but mainly seems to be with BBK's.

Does anyone have track experience using these pads in stock callipers (non PP) that they can share? Any comparisons to other pads would also be welcome on stock callipers.

I was looking at Project Mu Club racers, but speaking to CSG, they have suggested I might be well suited to their C1 compound. (they didn't knock P Mu CR)
I know @CSG Mike was using the CSG pads on the OEM calipers. You can send him a PM.
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Old 01-14-2019, 07:13 PM   #19
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I know @CSG Mike was using the CSG pads on the OEM calipers. You can send him a PM.
The most important part to mention is how low the caliper temps were after some hard laps. This is particularly important especially for many clients who were having issues boiling their fluid and having major caliper flex during races using other types of racing brake compounds. This major difference between our CSG Spec compounds compared to the competition results in higher pedal consistency and confidence while having very uniform and desirable disc and pad wear characteristics.
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Old 01-15-2019, 09:53 PM   #20
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Well there certainly seems to be some fans of the CSG pads around here. That's good to see. I must admit, my interest is piqued. Especially given the apparent skill of some drivers posting in this thread.
Something that surprises me is the number of people running staggered compounds. It has been my experience with this car that, as long as one has a properly-engineered BBK, or OEM brakes for that matter, the same compound should be used in the front as the rear. Is there some reason that may not be the case with the CSG pads? I'm having trouble reasoning that.
Also, for those of you that have FIRST HAND experience with CSG pads and DTC-60s or 70s, how would you compare them?
I'm not exactly in the market for purchasing pads, as I've got more than I can use thanks to NASA contingencies, but am always open to learning.
TIA.
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Old 01-16-2019, 12:00 AM   #21
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Well there certainly seems to be some fans of the CSG pads around here. That's good to see. I must admit, my interest is piqued. Especially given the apparent skill of some drivers posting in this thread.
Something that surprises me is the number of people running staggered compounds. It has been my experience with this car that, as long as one has a properly-engineered BBK, or OEM brakes for that matter, the same compound should be used in the front as the rear. Is there some reason that may not be the case with the CSG pads? I'm having trouble reasoning that.
Also, for those of you that have FIRST HAND experience with CSG pads and DTC-60s or 70s, how would you compare them?
I'm not exactly in the market for purchasing pads, as I've got more than I can use thanks to NASA contingencies, but am always open to learning.
TIA.
The foundation is rooted in how each vehicle is setup, the experience of each driver, and what application the brakes will be subjected to. Maximizing the efficiency of those 4 tires is the most important factor of how brakes are setup.
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Old 01-16-2019, 12:03 AM   #22
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I get that, but all things considered, those are pretty minor details. I'm just surprised the consensus has always been a non-split compound, then all of a sudden that seems to have changed with the introduction of a new line of pads. Odd. It's like this line of compounds doesn't play by the same rules as every other line of compounds, which makes no sense to me.
David, are you able to share a specific example of why this would be the case?
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Old 01-16-2019, 12:38 AM   #23
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I get that, but all things considered, those are pretty minor details. I'm just surprised the consensus has always been a non-split compound, then all of a sudden that seems to have changed with the introduction of a new line of pads. Odd. It's like this line of compounds doesn't play by the same rules as every other line of compounds, which makes no sense to me.
David, are you able to share a specific example of why this would be the case?
Tire compound, aero setup, road courses, suspension setup, etc. all play a role in how a brake setup is suggested. The brake system listed below are setups that are either OEM or fairly close to OEM.

Loading the tire is incredibly important. To sum up what you read in this thread thus far and other setups that we have done (we hope more people chime in TBH since we sold out a couple batches already):

1. OE BRZ F/R - C1 F/R
2. OE BRZ F/R - C2 F/R
3. OE BRZ F/R - CE2 F / some regular sprint pad R
4. Brembo PP F/R - C1 F/R
5. CSG Brembo GT Front / OE BRZ Rear - C1 F / R
6. CSG Brembo GT Front / OE BRZ Rear - C1 F / C11 R
7. CSG Brembo GT Front / OE BRZ Rear - C1 F / C2 R
8. CSG Brembo GT Front / OE BRZ Rear - C2 F / C1 R
9. AP Racing Sprint Front / OE BRZ Rear - C2 F / C11 R
10. AP Racing Sprint Front / OE BRZ Rear - C2 F / C1 R
11. StopTech ST-40 Front / OE BRZ Rear - C1 F / C1 R
12. StopTech C43 Front / OE BRZ Rear - C2 F / C1 R
13. StopTech C43 Front / OE BRZ Rear - C2 F / C2 R

C1 = Our primary sprint brake compound focus - can be used from OEM tire to slick. Med/High friction characteristic.
C2 = Slightly higher friction than the C1. Designated as high friction characteristic.
C11 = Used sparingly for rear application. It's touch more friction than the C1. Med/High friction characteristic.
CE2 = Long endurance application with strong bite and extremely long wear. Low/Medium friction characteristic.

All pads have excellent consistency, modulation, high fade resistance, and high thermal capacity. They are compatible with OEM and Bosch ABS and TC application.

The major issue with other manufacturers is the major difference between each compound. While other manufacturers mull over friction coefficient, longevity, etc. with each individual compound, we built in a varying degree of each to each of our compound, making the spread of friction coefficient much smaller than our competitors.
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Last edited by CounterSpace Garage; 06-24-2019 at 01:28 PM.
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Old 01-16-2019, 12:51 AM   #24
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Originally Posted by Pat View Post
I'm just surprised the consensus has always been a non-split compound, then all of a sudden that seems to have changed with the introduction of a new line of pads. Odd. It's like this line of compounds doesn't play by the same rules as every other line of compounds, which makes no sense to me.
Not even close to true lol. Drivers run all types of combinations with other brake pads as well. I don't see why you think it's with just these pads? Of course regardless of pad brand it's often advised to retain the same compound front & rear unless there was a specific reason the driver wanted to run a different compound in order to achieve the balance/setup they wanted.

Beginners who are new to the sport are often recommended these type of "cookie cutter" setups as well rather than experimenting with a multitude of combinations in order to minimize the variables they have to worry about. Having a simple set up will allow them to focus more on their driving as they develop.
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Old 01-16-2019, 04:52 PM   #25
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I get that, but all things considered, those are pretty minor details. I'm just surprised the consensus has always been a non-split compound, then all of a sudden that seems to have changed with the introduction of a new line of pads. Odd. It's like this line of compounds doesn't play by the same rules as every other line of compounds, which makes no sense to me.
David, are you able to share a specific example of why this would be the case?
A large part depends on how dependent drivers are on their ABS, EBD, and VSC systems. More dependence means more heat, meaning you have to account for that heat.

Sometimes, some cars, or even certain years of cars, are overly aggressive with their electronics, leading to using a different pad to alter or band-aid that behavior.

E.g., there are CSG pads specifically designed for drivers who prefer to rely on their ABS to get 100% consistent braking every time, rather than trying to threshold brake and possibly losing that consistency. There are also compounds specifically designed to work with heavy stability control intervention
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Old 01-31-2019, 02:43 AM   #26
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Thank you for your patience. Our CSG Spec Brake Compounds are up on our website. StopTech users rejoice! We have a brake pad compound that would jive perfectly with the brake system. :thumbups:

https://www.counterspacegarage.com/csg-spec-brake-pads

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Old 01-31-2019, 11:01 AM   #27
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Hell yeah, pads for the C43 kit! I was wondering when someone was going to start adding those up (tired of looking at s2000 sites).
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Old 01-31-2019, 01:35 PM   #28
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Hell yeah, pads for the C43 kit! I was wondering when someone was going to start adding those up (tired of looking at s2000 sites).
We have setup a few STR43 and C43 kits, but very little feedback thus far due to some very frigid weather...so expected...race season isn't quite ready yet.
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