FSE Carbon-Ceramic Brake Development for McLaren 720S, 750S and 765LT: Testing Near 1,470°F (800°C)

Thank you for taking the time to read this update. Below we share our latest test results and what they mean for McLaren owners.

Understanding Brake Performance for McLaren Owners

For McLaren owners who regularly drive on track, brake performance is about more than just one strong stop. The real question is: what happens as temperatures build, lap after lap? At FSE, this question guides our carbon-ceramic brake development for the McLaren 720S, 750S, and 765LT. Our goals are consistent braking performance, durable hardware, and lower long-term track operating costs.

Today, we’re sharing dynamometer results showing how our tested carbon-ceramic friction pairing performed at temperatures approaching 1,470°F (800°C).

The Test Setup

The development test used a 430 × 40 mm long-continuous-fiber carbon-ceramic rotor on an inertia brake dynamometer. Test conditions included:

• Simulated vehicle mass of 5,203 lb.

• Repeated braking from approximately 112 mph to 0.6 mph.

• Cooling airflow supplied throughout the test.

• Friction coefficient calculated from average measured brake torque.

  
  

These results come from a development test configuration, not a production McLaren brake assembly. They inform our McLaren program, while vehicle-specific fitment and performance require separate validation.

Friction Performance Near 1,470°F (800°C)

The dataset contains 31 carbon-ceramic braking events.

Test point	Recorded temperature	Friction coefficient, μ
Event 6	825°F / 440.7°C	0.680
Event 13: peak coefficient	1,243°F / 672.8°C	0.703
Event 16	1,370°F / 743.3°C	0.664
Event 30: highest temperature	1,468°F / 797.9°C	0.511
Event 31: final recorded stop	1,468°F / 797.8°C	0.506

Across all 31 events, the average friction coefficient was approximately 0.567. No recorded event fell below the test’s defined failure threshold of μ 0.200. The standout result: friction remained above μ 0.50 through the final recorded stops, at nearly 1,470°F (800°C).

Reading the Results Honestly

The friction coefficient increased during the early stops, reached its maximum at 1,243°F (672.8°C), and then declined as testing continued toward 1,470°F (800°C). From the peak coefficient of 0.703 to the final value of 0.506, the reduction was approximately 28%. This is not a “zero fade” result.

It is evidence that the tested friction pairing maintained substantial friction at the highest recorded temperatures while showing a measurable decline that needs to be considered during development. Temperature and braking-event count also increased together. This means the sequence reflects the combined effects of temperature, bedding, and accumulated test history—not temperature alone.

What This Means for McLaren Owners

For the 720S, 750S, and 765LT, our development priorities extend beyond a single peak friction number:

• Consistent braking response across repeated stops.

• Appropriate brake-pad compatibility.

• Durability through repeated heating and cooling.

• Vehicle-specific cooling and mounting requirements.

• Wear and replacement costs over extended track use.

  
  

The rotor and pad work together. A friction coefficient belongs to that tested combination under specific conditions; it is not a universal rating for the rotor by itself. That is why we treat dynamometer testing as one part of the development process, alongside application-specific engineering and vehicle testing.

Measured Progress

Recording μ 0.511 at 1,468°F (797.9°C) gives us a concrete high-temperature performance reference for our carbon-ceramic development. Our goal is to translate that development work into brake solutions that make sense for McLaren owners who use their cars regularly and expect more than just a good-looking specification sheet.

We’ll continue sharing the measurements and what they mean as our 720S, 750S, and 765LT brake program progresses.

Data note: Figures were reconstructed from supplied test screenshots, not the original dynamometer export. They describe the recorded development test and do not establish a certified maximum operating temperature.

We test and use the products we sell, and we publish the data behind them. At FSE, we don't take shortcuts.