Brake guide, By Porsche Repair Dubai, October 2026
Porsche fits three different disc systems, and each one is checked, priced and replaced in its own way. This guide shows how to identify the brakes on your car, what an inspection can and cannot prove for ceramic, coated and steel discs, which pads belong with which disc, and how to decide between pads, discs or a conversion.
Short answer
Judged by thickness against the minimum marked on the disc, run out, cracks and heat damage. Pads are budgeted per axle on our brake pages.
Judged by the condition of the hard surface coating against the Porsche limit for that disc. They need their own matching pads.
Judged by the Porsche procedure for that disc generation, which can include a special tool wear check. A thickness reading or a quick look alone does not prove a ceramic disc is fit to keep.
| Decision | Steel discs | PCCB ceramic discs |
|---|---|---|
| Everyday road use | Generally lower replacement costs with model-matched braking performance. | Lower disc weight and resistance to corrosion, with a higher replacement-cost exposure. |
| Repeated hard braking | Suitability depends on the complete brake setup, fluid, pads and cooling. | Designed for high thermal performance, but repeated severe heat can shorten service life. |
| Track use | Consider compatible consumables and the cost of inspection and renewal. | Review the model instructions, condition and thermal exposure. Ceramic does not mean unlimited track life. |
| Buying used | Request disc and pad measurements, condition and repair history. | Request the applicable wear assessment, identification and damage record before accepting a lifespan claim. |
| Keeping or converting | An engineered conversion must match the actual car and intended use. | Serviceable original discs need not be replaced simply because of age or mileage. |
PSCB is coated cast iron with its own matching pads and assessment rules. It is neither ordinary steel nor PCCB and should not be treated as a universal retrofit option.
The three systems
Porsche describes its braking range in three tiers. The cards below sum up what Porsche publishes about each one and what that means at an inspection.
Standard on most models
First standard on the 2017 Cayenne Turbo
Introduced in 2001 on the 911 Turbo and GT2
PCCB availability varies by model, year and market. Confirm the factory build and the parts actually fitted. Porsche records its PCCB debut in 2001.
Step one
Caliper colour is a strong clue, but calipers can be repainted and discs can be swapped. We use four checks together before ordering a single part.
Yellow usually means PCCB and white usually means PSCB. Red, black or silver usually means steel, but some steel cars have painted calipers in other colours.
Ceramic discs look dark and matt, coated discs look bright and smooth, and steel discs look grey and can carry a light rust film.
The option codes printed on the vehicle data label show the factory brake equipment. Label location varies by model. Consult the vehicle documentation or obtain the factory equipment record.
A parts lookup by VIN confirms the brake system the car left the factory with, which tells us if anything has been changed since.
A used car can arrive with yellow painted steel calipers, or with an engineered iron-disc conversion retaining compatible PCCB calipers. Ordering by colour alone can mean the wrong pads, a wasted visit or a mismatch that upsets brake balance. Matching the label, the VIN and the parts on the car avoids all three.
Step two
The same visit covers all four wheels, but the measurements change with the disc. This is what a proper report should show for your system.
| Check | Steel | PSCB | PCCB |
|---|---|---|---|
| Disc thickness | Measured at several points against the stamped minimum | Thickness and coating assessed against the applicable Porsche procedure | Recorded against any stamped value, never the only test |
| Surface condition | Lip, scoring, heat spots and rust bands | Coating wear, flaking or exposed iron | Wear marks, pitting, darkened or recessed areas |
| Cracks and edges | Cracks between drilled holes or at the edge | Cracks and coating damage at the edge | Chips or cracks at the edge, often from careless wheel fitting |
| Wear assessment | Thickness and run out | Porsche limit for the coated disc | Porsche procedure for the disc generation, which can include a special tool check or a weight check against the marked minimum |
| Pads | Remaining material, even wear, sensor | Approved pads for the coated disc only | Approved PCCB pads only, wear and any glazing |
| Can the disc be refaced? | Only if the applicable manufacturer procedure permits machining and all service limits are met | No, we do not machine coated discs | No, we do not machine ceramic discs |
Porsche maintenance information for the 2020 911 Carrera calls for a special PCCB wear check at service and whenever pads are replaced. That is an example for that model, so we confirm the instruction for your exact model and disc version.
PCCB evidence
High thermal loads can degrade carbon ceramic material, including through oxidation. Surface appearance and thickness alone may not establish remaining serviceability. The required checks depend on the disc generation. Weight and electronic measurements are procedure-specific alternatives, not a universal ranking of certainty.
Shows obvious edge damage, a worn pad or a cracked disc. It cannot show internal wear, so it never clears a ceramic disc on its own.
Finds pitting, darkened wear circles, delamination and chips at the edge. Edge chips and cracks are recorded with their size and position.
Compare measurements with the limits and method specified for that disc. Passing a thickness check does not replace any required surface or wear assessment.
Use weighing only where specified for the identified disc. Follow the cleaning, preparation and measurement procedure, use suitable calibrated equipment and record the result against its applicable minimum.
Where Porsche specifies a wear-measurement tool, use the required equipment, preparation and acceptance limits for that disc. A weighing result is not a substitute. Confirm tool availability before booking and arrange specialist assessment when required.
Record the vehicle, axle and disc identification, procedure used, measurements, acceptance limits, photographs and assessor. State any inaccessible areas or tests not performed. Confirm specialist equipment availability before booking. A visual inspection alone must not be sold as a complete PCCB wear assessment.
Ceramic brake care
Steel disc readout
Steel discs
The minimum thickness stamped on the disc is the limit for that disc. Brake manufacturers such as Brembo state that a disc at or below that figure must be replaced, whatever it looks like.
Vibration through the pedal or wheel often points to uneven disc thickness or run out, but a bent wheel, a worn bush or a sticking caliper can feel similar. We measure before blaming the disc. Machining is an option only if the applicable manufacturer procedure permits it and the disc meets every post-machining service limit. Remaining thickness alone is not permission to machine. Correct the cause of vibration and replace discs that fail their assessment.
Discs are always replaced in pairs on the same axle, with new pads, so both sides brake equally.
PSCB coated discs
The coating is the wear surface. Machining would remove it, and generic pads can wear it away quickly. Porsche says the pads were developed together with the disc and polish its surface to a shine over roughly the first 6,000 km of normal use.
Pads
Each disc system has its own approved pads, and only the matching pair is correct. A pad that fits the caliper is not automatically right for the disc.
Porsche’s brake-noise bulletin uses symptom-specific procedures for listed vehicles. A pad-wear threshold within that procedure is not a universal replacement rule for every noise complaint. On ceramic systems, glazed pads from light use can also cause a scraping noise near standstill, which is a reason to check the pads before blaming the discs.
After fitting
Follow the bedding instructions supplied for the exact discs and pads. The routine depends on the components and intended use. Always brake as firmly as necessary in an emergency.
Brake fluid absorbs moisture and its boiling point falls with age. Many Porsche schedules specify a two-year change. Confirm the vehicle schedule and fluid specification. Track use may require additional checks or earlier changes under the applicable instructions.
Most models use a sensor that is damaged once it triggers. We replace triggered sensors with the pads, and an untriggered sensor is checked and reused only if the procedure allows it.
Every brake job ends with a road test for pull, noise and pedal feel, and a final check that wheel bolts are torqued to the Porsche figure.
Dubai and track use
Decision
The measurements, not the mileage, decide the job. Each option below starts from a finding in the report.
If discs pass
Discs are within the limit for their system, with no cracks or damage. New approved pads, sensors if triggered, bedding in and a road test.
If discs fail
A disc is below its limit, cracked or damaged. Both discs on that axle are replaced with matching pads and hardware, on the same system the car was built with.
If ceramic discs fail and cost is the issue
An application-specific iron-disc conversion may be an option. Confirm a supported kit, matching pads, compatibility and the effect on the vehicle before quoting. PSCB is not a universal conversion alternative.
Conversion
A conversion can make sense on a road car with worn ceramic discs, but it touches more than the discs. Ask for every line below in the quote.
| Item | What to check | Why it matters |
|---|---|---|
| Calipers | Confirm whether the engineered kit retains or replaces the existing calipers | Disc dimensions, mounting and pad compatibility must match the supported application |
| Discs and pads | A complete matched set for both axles where required | Front and rear compatibility must be established by the conversion specification |
| Sensors and hardware | Wear sensors, carriers, bolts and brake lines for the new system | Ceramic parts do not always carry over |
| Wheels | Clearance for the new calipers, or the reverse when fitting PCCB | Some wheel sizes clear only one system |
| Records and resale | A written record that the car left the factory with PCCB | Buyers and inspectors check the build against the brakes |
| Warranty | The effect on any remaining warranty or approved used cover | Changing factory equipment can affect cover |
Cost
Pad figures include normal fitting and 5 percent VAT and are planning estimates from our brake repair page and brake pad guide. Sensors, extra hardware, discs and diagnosis are excluded. They are not PSCB or PCCB prices.
Ask for axle, disc part numbers, pad specification, sensors, hardware, inspection method, fitting, VAT and warranty terms. Confirm any removal or specialist assessment charge before work starts.
A ceramic-disc supply price alone cannot be compared with a fitted repair. The quote should also explain whether the existing discs pass their assessment and whether a compatible repair alternative exists.
Questions
Send your VIN and a photo of one front wheel on WhatsApp and we will confirm the system before you book.
They are lighter, resist fade under repeated hard stops and do not rust, per Porsche. Steel brakes cost far less to renew and work very well on the road. The better choice depends on how you drive and what you will pay when parts wear out.
Porsche says ceramic discs can last a long time when used mainly on the road and maintained correctly, but gives no fixed figure. Track use and heat shorten their life sharply, so the wear check matters more than the mileage.
No. We do not machine ceramic or coated discs. A vibration on a ceramic system is investigated through pads, wheel fitting, hubs and suspension first, and a disc that fails its assessment is replaced as an axle pair.
Yellow calipers and dark matt discs usually mean PCCB. Because calipers can be repainted, we confirm the system from the option codes on the vehicle data label and a VIN parts lookup.
White calipers usually mean PSCB, the Porsche Surface Coated Brake. Its cast iron discs carry a hard tungsten carbide coating that cuts brake dust, and they need their own pads.
Only pads approved for the actual disc and axle should be fitted. A pad sold as ceramic is not automatically a PCCB pad, so we confirm the part number before fitting.
No. A normal check measures thickness and looks at the surface. A ceramic disc needs the procedure for its generation, which can include a special tool reading or a weight check, and the report should say which was done.
It may suit the intended use and budget, but only with an application-specific engineered solution. Some kits retain the original calipers, while others require more changes. Confirm discs, pads, hardware, wheel clearance and front-to-rear compatibility, and document the change for resale.
Many Porsche schedules specify a two-year change. Confirm the vehicle instructions and any additional requirements for track use. The service page lists it with the other time based items.
Porsche notes that scraping on warm ceramic brakes near standstill is often linked to glazed pads from light use. Squeal can come from worn or damaged pads. Both are checked before anyone suggests new discs.
Published by Porsche Repair Dubai. Technical references are linked below and beside relevant guidance. An individual vehicle assessment requires the current procedure for its installed discs, not this general comparison.
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Porsche Repair Dubai is an independent workshop in Dubai. We are not an authorised Porsche dealer and have no affiliation with Porsche AG. Porsche, PCCB and PSCB are names used here only to describe the vehicles and systems we work on.
