¡Una remontada desde el puesto 26 en la parrilla! El sistema de frenado que llevó al Arrizo 8 a un doble segundo puesto en la ronda de Ordos del CTCC

The CTCC China Touring Car Championship has wrapped up its Ordos round. On a circuit drivers often describe as unforgiving, the Chery Arrizo 8 team faced a demanding test of braking, car control, and consistency under race conditions. After two hard-fought rounds, the team delivered the same result twice: second place in class and two trips to the podium.

Among the standout drives, No. 108 driver Cui Yue started from 26th on the grid and spent the race working his way forward through heavy traffic. He kept finding opportunities to attack, completed a string of passes, and ultimately fought his way into second place in class while also setting a new personal fastest lap. In the second race, Sun Zheng delivered a composed, consistent performance under sustained pressure and secured another runner-up finish for the team.

Behind that fight for position, the braking system was dealing with a race of its own. Every high-speed approach to a corner meant converting speed into heat, and every repeated heavy stop added another mechanical and thermal load to the system.

The Arrizo 8 race cars competing at Ordos were equipped with TTSPORT TR65 racing calipers. The circuit combines linked corners, elevation changes, fast sections, and heavy braking zones, forcing the car to transition repeatedly from speed to hard deceleration. Over a full race distance, the real challenge is not producing one aggressive stop. It is keeping braking response predictable as the system goes through the same high-load cycle again and again.

The TR65 uses a one-piece forged construction combined with precision CNC machining to control the critical dimensions of the caliper body and piston working areas. Under braking pressure, caliper stiffness matters because structural deflection can absorb part of the driver's input before it becomes useful clamping force at the pads. A more rigid structure helps keep that relationship more consistent when the brakes are repeatedly loaded.

For the driver, that consistency creates a clearer braking reference. The important question is not simply how hard the car can stop once. It is whether the driver can arrive at the next braking zone, build pressure, judge the limit, and release the pedal with predictable feedback. When that reference remains stable, the driver can concentrate on braking points, corner entry, and vehicle balance instead of adapting to a pedal that feels different from lap to lap.

For TTSPORT, CTCC is not simply a stage for displaying a product. It is an environment where braking hardware has to operate through real race conditions. Track temperature changes. Tire grip changes. Traffic changes the line into a corner. Drivers alter their braking approach as they attack, defend, and work through the field. The brake system has to deal with all of those variables at once.

Repeated high-temperature operation and sustained braking loads create feedback that cannot be reproduced by looking at a component on a display stand. What happens through an actual race distance can be carried back into engineering, giving the development team a clearer picture of how the hardware behaves when the operating window becomes demanding.

Two races and two second-place finishes in class at Ordos came from the combined work of the drivers, the team, and the cars. For TTSPORT, the weekend also gave the TR65 another opportunity to operate where a racing brake belongs: under sustained load, at competition pace, with every braking zone carrying consequences.

Power determines how quickly a race car can build speed. Braking determines how deep the driver can carry that speed toward the next corner. Late braking is not simply about waiting longer before touching the pedal; it requires the driver to build the necessary braking force over a shorter distance while keeping tire grip and vehicle balance within a usable window.

That is the engineering logic behind the TTSPORT TR65. The objective is not one dramatic braking event, but repeatable response through the sustained demands of circuit racing. When a driver commits to the braking zone, the system needs to give back a response that can be read, modulated, and trusted.

Let competition validate the hardware. Let real operating conditions expose what needs to improve. Then bring those lessons back into the next development cycle. That is how TTSPORT turns race experience into engineering experience—one braking zone, one lap, and one race at a time.