Simpson has released a very informative video. Watching it could save your life.

15 Minutes Can Save Your Life.

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Porsche switches from Brembo to PFC. Should you?

Porsche Captures Another 24-Hour Victory

Daytona, FL - The Porsche Factory team, piloted by Richard Lietz, Nick Tandy and Patrick Pilet, took home yet another victory at Daytona. Although this is Porsche’s 22nd win at Daytona, this is a year of firsts. Porsche announced that they would break with tradition, and institute PFC (Performance Friction Brakes Corp.) as the main braking supplier for factory GT3 cup cars.

As everybody knows, Porsche is not a company that likes to change it’s mind on a whim. They are a hard fact calculating company; one that bases decisions on results.  One that does not remove another brand unless its replacement is truly better.


Introducing the replacement – PFC’s newest brake system for the Porsche 991 GT3 Cup. This system consists of Monoblock 6 piston front and 4 Piston rear calipers, Large V3 Floating Rotors, and PFC Race pads in the 11 or 12 compound. The calipers come nickel plated to protect it from the extreme racing duty experienced during 24hr events.


The front calipers are built specifically for the 991 cup racing chassis.  The unique X brace design is an industry first, as it resists deformation while allowing the caliper to fit nicely inside the 991′s wheels.

What can you expect if you have a stiff caliper, larger rotors, and a world class pad? You can expect two things: 1. More consistent and reliable braking, stop after stop.  The last thing in the world you want to think about when diving into a turn is modulating your brake pedal. 2. Less drag – a deforming caliper will drag a pad across the rotor.  Brake drag costs power and economy. Nobody likes drag.  In layman’s terms your brakes will last longer, perform better, you’ll go faster, and win more races.

Should I switch my car to PFC too? In one word? Yes! It’s a safe bet that if Porsche can find value with PFC, then you will too. The problem is that the answer of  “Yes” is the same answer to the question: Do you want an F1 car? Do you want to go to the moon? Professional racing products, although unarguably awesome, can be very expensive. With price in mind, the professional stuff is sometimes not very practical for club racing.

How to switch to PFC easily - Lucky for us, switching to PFC doesn’t need to require a second mortgage. PFC has rolled out club racer ready equipment. Follow these 4 steps and you can have a professional braking system too.


Step 1: Install PFC Racing Pads:

PFC does not make a “cheaper” pad for club racers. The same endurance PFC 12 compound that is included in the 911 cup brake kit  is also available for your car. Best of all you can get world class braking without needing to pay “world-class” prices. Click here to find pads for your car 

Please call your OG-Racing Sales Representative to find out what compound works best for your application.

Step 2: Rotors

The PFC V-Series of rotors are a full floating design that kills drag. Yes, these rotors will increase your braking performance!  These rotors are available to fit your OEM Calipers or go big with a PFC Big Brake Kit.  Click here to find PFC rotors that fit your car


Step 3: Fluid:

Performance Friction 665-Racing Fluid is the same exact fluid that is in the Porsche 991 GT3 Cup race car. With its super high boiling point it’s the last fluid you will ever need. Available here



Step 4: Calipers

Factory calipers are not built with racing in mind – rather, OEM calipers are built with cost in mind. Many look like racing calipers but will quickly fatigue and create large amounts of drag. PFC calipers are 100% American made – the aluminum used to create them is even sourced from American foundries. PFC calipers are the strongest and lightest on the market. Upgraded calipers are not cheap, but having the best is never cheap.  Please contact OG-racing to see if PFC calipers or PFC big brake kits are right for you.

Posted in Educational Posts, Event Posts, New Product Releases, News, Product Related Posts

Race Seat Fitment: Sparco Evo Series and Pro 2000

Sparco Seat in Race Car

Seat fit is critical to driver safety and comfort.

How a race seat fits the driver is very important. You need a seat that holds the driver’s hips and sides into the seat firmly, and one where the shoulder belt holes align in such a way that the harnesses don’t have to travel up and over the driver’s shoulders. If the seat is too wide for the driver, the driver will still move around in the seat when going through tight corners. If the shoulder belt holes are too low, the harnesses may cause a dangerous compression of the driver’s spine in the event of a crash.

While it will be easy to identify which waist measurements accommodate which seats, giving an accurate shoulder belt hole height will be more difficult. To help, we’re going to make up a new measurement. While sitting in a normal chair we will measure from the bottom of the person’s, well… buttocks, to the top of their shoulders (see figure below). We will call this measurement the seat to shoulders measurement.

“Using the seat to shoulders measurement to approximate the right shoulder harness hole height for you will be a rough estimate at best. If your measurement is close to being too tall for the seat, we highly recommend calling so one of our experts can give their input.”

Since the person sitting will slightly sink into the seat, this measurement will be a crude one in relation to shoulder hole height, but it’s the best way we could figure out how to size it. We will then measure the bottom of the seat to the top of the shoulder harness hole, to give an approximate maximum seat to shoulders measurement that you can have before your back will cover the shoulder harness holes. We think this will be better than just listing the dimensions of the seat. If you know of another way to compare shoulder hole heights, please let us know in the comments below.
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Race Seat Fitment Introduction

Sparco FIA race seat

A properly installed Sparco Halo seat.

When choosing a race seat, there are two fitment aspects that you need to be concerned with:
1.) How the seat fits into the car
2.) How the seat fits the driver
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Cool Customer Cars Part 2

One of the biggest perks of working for OG is getting to see some of the cars our customers pull up in. It’s almost like being at a revolving car show some days. After all, if someone drives a nice car on the track, it’s likely that they also have a pretty cool daily driver too. Here’s some of our favorites since our last customer car post:

Porsche 997 GT3 Race car

Porsche GT3 RS

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Which ___ works best on the street AND on the track?

When trying to get your car to fulfill two purposes, there will almost always be sacrifices to be made.

At OG Racing, our sales guys answer a lot of questions. Sometimes they’re technical- “What data will this AIM system provide me from my vehicle’s OBDII port?” Other times they’re general- “What equipment do I need for my first HPDE?” But the questions are always coming in. After all, there is an incredible amount of information to know when it comes to racing cars, and nobody knows it all. Some questions we hear over and over again, which leads us to the subject of this week’s blOG post. In this week’s post, we’ll be answering the question “Which X works best on the street and on the track?”, with X typically being:

  1. Brake pads
  2. Harnesses
  3. Racing seats
  4. Steering wheels

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The Intercontinental Trophy Cup

Article by Mark Francis

In 2010, Doug Livingston had a vision: He would build a junior professional racing series utilizing the Porsche Cayman, as a clear and defined ladder program into professional sports car racing in Grand Am and ALMS. “I chose the Porsche Cayman because of its cost effectiveness to build and its mid engine platform. Plus it was a logical choice to go with a Porsche since I have worked on several professional race teams that campaigned various Porsche models,” said Series Principle Doug Livingston. The work commenced, sponsors and series partners got on board, and racing commenced in 2011. The Intercontinental Trophy Cup was born.

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One Lap of America Wrap-Up

One Lap of America 2013 trophy

Accepting the Class Trophy with One Lap organizer Brock Yates Jr.

Written by Brian Hair

Well, the 2013 One Lap of America is over, but definitely not forgotten. Look for more to come in the form of pictures, videos, interviews, articles, and possibly, magazine coverage. I am sorry I didn’t offer much to say along the way, but I do have a lot to say.
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Meet the OG Sales Staff: Dave Parker

Dave Parker in VW Rabbit

Checker flag victory lap after winning a MARRS race at Summit Point.

We take great pride in the expertise of our sales staff. When you’re involved in motorsports, there’s so much to know. From tire temps to brake bias, down force to data acquisition. With so much to learn, it’s great having experts with years of experience at the track to talk to. And that’s what you’ll get when you call, email, or message us- knowledge from an experienced motorsports enthusiast who can give you advice on products because they’ve used them. This week for the blOG, we interviewed one of our more (how do we put it?)… opinionated sales staff members: Dave Parker.
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Brian & Liam Head Out for the One Lap

Brian and Liam stand in front of the Boss 302 Mustang

The One Lap of America is a long-held tradition that holds a special place on every racer’s bucket list. This year the event spans 14 states, featuring track sessions at some of the best motorsports complexes in the country. With stops including Daytona, Carolina Motorsports Park, (Little) Talladega, and VIR, there’s really no other driving event quite like the One Lap. It is arguably “The Super Bowl” for motorsports enthusiasts, attracting big name participants and amateurs alike. 2013 is a special year for the event- it marks the 30th Anniversary of this cross-country trek.
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Posted in Company and People, Event Posts