EBC Brake Disc Upgrade (Multiple Options) - Cupra Leon MK1 (1.4 & 2.0)
- Vendorebc
SKU: D1877
£226.98 Incl. VAT
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SKU: D1877
£226.98 Incl. VAT
Shipping Costs Calculated at checkoutIf you need a premium high-quality replacement disc for your daily driver car, these are a great choice. Precision cast machined and finish ground and balanced, then checked for runout these discs are a superb service replacement option.
Most discs are thermic black anti-corrosion coated for long resistance against rust and scale common with non-coated discs. Please note - some discs may be supplied without the black thermic coating.
EBC’s GD Series Discs feature a unique wide “high volume” slot design that runs to the outside edge of the disc allowing the dust, debris, gasses, and carbon deposits to be “spun off” from the braking disc surface, further improving braking. The blind holes prevent cracking and help to break down surface gasses of the brake disc/rotor to further improve braking under heavy load.
Made in Europe and machined using a high-quality alloy designed to run up to 800/900 degrees centigrade (glowing red hot) and still run true and stay straight. For light race, rally, and track day use. Together with V4 Greenstuff, Redstuff Ceramic, or Yellowstuff, which helps to reduce disc temperatures, you will be hard-pressed to find a better standard-size disc/pad combo for your car.
GD Series Discs are available for many Japanese, European & US cars. The EBC GD Series Discs represent a high-performance brake disc with a good “behind wheel” look, at an affordable price range.
Recent European R90 brake safety legislation insists on a very aggressive stress test of all replacement brake rotors. EBC rotors have passed this test and in the case of the GD design, the brakes were shown to run 100 degrees F cooler than non-slotted rotors proving our long-made claims that the GD version rotors run COOLER.
The latest super quiet slot pattern for prestige and premium cars with the new thermic black corrosion-resistant black finish. The coating quickly wears off the pad track area within a few short miles during bed-in and even quicker if using EBC pads with their unique Brake-In™ coating on the pad surface leaving the black rotor hub protected against rust.
Ultimax Sports Discs are available for many Japanese & European cars. Made in Europe with high-quality G3000 grey iron castings.
EBC Blade (BSD series) discs are two directional fine slotted for super silent braking and better pad venting. Gases dirt dust and debris quickly escape from beneath the pad surface keeping braking surfaces clean and running cooler. After machining and runout inspection, BSD discs are black thermic coated against corrosion.
The thermic black coating has the highest corrosion resistance and is used by all car builders ( they use silver we prefer black) Sold and priced in axle sets front or rear.
Our Fully-Floating 2-Piece Brake Discs will be supplied with either a thermic black or standard metallic silver disc ring
When developing these brake discs, the mission was to engineer the highest quality 2-piece brake discs possible.
These discs are manufactured from the finest materials and consequently are some of the highest quality 2-piece discs sold on the market at any price point. All outer friction rings are cast from a high-copper high-carbon G3500 disc alloy. The bells are precision machined from aerospace grade aluminium then hard anodised for great looks and excellent durability.
The cast iron outer ring 'floats' on EBC's patented SD-Drive technology bobbins, allowing the friction ring to expand and contract freely by up to 3mm when subjected to the extreme heat generated from hard braking.
All bobbins are machined from a single piece of stainless steel. This prevents unsightly corrosion and ensures the outer ring continues to float freely even after years of exposure to the elements. This means that EBC Racing's 2-piece floating discs offer a low maintenance solution that are at home on both the public roads and the race track. Each bobbin location also features an anti-rattle spring clip, meaning these discs are totally silent in operation and do not have the 'off brake disc rattle' that plagues many other full race 2-piece disc systems.
Upgrading to an EBC 2-piece disc will shave crucial kilogrammes 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 ring alone can be replaced, allowing the centre hub and stainless bobbins to be re-used, reducing long term running costs.
EBC Racing SG Swept Groove Rear Brake Disc Rotors
Designed to match 2-piece fully-floating front swept groove discs that are included in our big balanced brake kits.
The Ultimax, Greenstuff, Yellowstuff, and Redstuff EBC pad grades come with a brake in coating that scrubs the rotor surface, accelerates pad seating times, and provides a strong brake effect for the first 100 miles of use as your pads seat themselves. After the first 100 miles or so, unless you are going to drive aggressively, there is nothing more to do meaning – most drivers happily use and enjoy their brake’s excellent performance for tens of thousands of miles after this point. If that’s your way of driving nothing more needs to be explained. Just enjoy your brakes.
Fast street driving
If you drive aggressively or in a “Spirited” fashion on roads where it is safe to do so, after seating the pads to your rotors and certainly not before 300 miles of use , you should be prepared for the pad to emit an odour or even exhibit some smoke as the pads burn off what we call “surface volatiles”. Many faster drivers experience this in harder braking and criticize the pad whereas in fact, this is only part of the final high-end bedding in process as the pads see rotors temps of 400-500C for the first time (not normal in everyday driving).
Once seated any brake pad made by EBC or anyone else, performs better once the pad goes through heat curing or what we call “Green Fade” which happens during its first severe use.
Yellowstuff, although track-capable, is no longer recommended for track use on most cars due to its long bed in the process. BlueStuff is now our recommended entry-level race pad for all vehicles, which as a track hybrid is still great on the street and even better on track. But if you are to use Yellowstuff on the track, follow the below Fade procedures;
Find this complicated? – we tend to agree but all organic pads no matter which brand do need some bedding in to avoid loss of brake and a lot depends on rotor condition, the slightest hollow of the rotor surface will extend the bed in times a lot. So being accurate is important.
How to check if pads have heat cured or chemically bedded – Brake bedding in causes heat and it is strongly advised to monitor this heat using heat paints TWICE during bedding in on Blue and once only with RP series pads. What you do is, apply the heat paints on the outer edge of the rotor, run the pads for enough stops (8-10 stops ) to pass the 430C temperature ( 800 F ) which will be Fade 1, allow a few minutes for the system to cool and take a look at the heat paints to ensure they have passed the 430 C indicator, reapply new heat paints to a different cleaned area of the disc and drive again for 6-8 more hard stops which will take you past Fade 2 where temps should pass 430C (800F) again. Full cool down needed here of at least 20-30 minutes and if you CAN… overnight cool. You need to see the 430C heat paint go off TWICE to have completed Fade 2.
Fitting new discs at pad change also adds to bed in time as even if the discs are flat and smooth the pad and rotor have to “Square up” to each other and achieve 90% surface contact. As you use your pads on either a new or old disc stop every couple of laps and look for the blue-grey contact patch gradually widening across your rotor surface and don’t race until its almost a full sweep contact, any doubts pop the pads out and look at the surfaces to evaluate contact patch sweep.
Why so long to bed in any way – We can (but don’t) sell pads that are classed as soft and bed in even faster or very abrasive pads that scrub away at the rotor, cause lots of dust and give the impression of a shorter bed in time. So the balance here is to make a variety of pads according to the different driving styles and events so that users can choose what’s best for them.
Pads wearing too fast – Trackday or what the USA market call “Lapping” events just doing a few laps to enjoy your car are a tough test on brakes, Extra vehicle weight, seats, and spare wheel, etc and standard calipers make this kind of driving a tough test on brakes and you may need to consider moving up a grade. See this chart as a guide on types of EBC compounds for different driving events
Pads still fading after bed in – it’s not JUST getting the pads flat and parallel it’s about taking them past their green fade point AFTER achieving a good contact band. for this reason, disc heat paints are very useful. Pads should be driven with caution until bedded flat and you have passed this green fade point at least twice and then allowed pads to cool so the disc is below 100C. Green fade only happens on organic pads – much less with our RP pads and not at all with our SR pad range. There are two ways to know if you have passed the green fade point – one is the clever way with heat paints – the second way is to guess… So heat paints are the better option
Green fade points are 400 C or 650 F (Fade 1) and then the same again ( Fade 2) for the two fades required with Bluestuff and 400C/800F just the once for RP series pads RP pads. For this reason, EBC Heat paints first level indicate at a temperature of just over 400C/800 F so that once this paint changes colour, one fade cycle is done.
Comparison of friction levels of the main EBC race materials below
The graph should not be confused with a “ fade test “
Any falloff in friction depends on the deceleration amount from V1 to V2 – and heavier stops see more fall off.
Still, in every case, the brake effect is still very significant and reliable
The test is a made-up lap of 9 stops repeated 5 times to give 45 stops in total.
All stops are at 0.7G but have different brake-on and brake-off speeds as shown below (in km/h) – the slower stops tend to produce higher friction levels irrespective of the material which is what gives the variability.
Stop | V initial Km/hr | V final Km/hr |
1 | 224 | 144 |
2 | 200 | 80 |
3 | 208 | 128 |
4 | 192 | 64 |
5 | 144 | 48 |
6 | 208 | 128 |
7 | 216 | 112 |
8 | 144 | 40 |
9 | 192 | 96 |
Surprisingly many drivers don’t pay enough attention to fluid. A high temp fluid such as EBC BF-307 which is an extremely pure glycol fluid and has a dry (new) boiling point of 307C ( 580F ) should be used, change fluids regularly in track use to maintain firm brake pedal, avoid vapor lock and deliver a linear brake response. Fluids should be changed every two years for normal street use and every 2-3 track events for track-day and every event for full hard race use.
EBC strongly recommends the use of Disc heat paints to monitor disc temperature and caliper heat strips in racing to check caliper is not overheating. If calipers are dragging temperatures can rise above the seal upper limits and damage seals. Sliding single piston calipers should always be serviced ready for track driving as often sticking or seized calipers cause blame to be placed on the pad compound in error.