# FSE Carbon-Ceramic Brake Development for McLaren 720S, 750S and 765LT: Testing Near 1,470°F (800°C)
First of All. Thank you all for taking your time visiting this page. Data is rather boring. And I will try my best not to bore everyone but still able to share our exciting test result . more importantly. share something we love doing, hopefully you will enjoy it too.
For McLaren owners who regularly drive on track, brake performance is about more than one strong stop. The real question is what happens as temperatures build, lap after lap.
At FSE, that 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 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.
Well. We tested and use what we sell. to make sure you are safe and happy. We understand there are many on the market that doesn't know what they are selling. This is not us. At FSE, we don't take short cut.
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