Next Level Performance
September 4, 2026 • 10 min read
Our Verdict
For most 2003–2018 Bentley Continental GT owners, the EBC S9 slotted pad-and-rotor kit is the smartest brake upgrade.
Its slotted USR rotors resist the heat cracking that plagues cross-drilled discs on a 5,000 lb grand tourer, while the matched sport pads sharpen bite and cut brake dust — all as a bolt-on, OE-diameter kit for around $410. Want a factory-quiet restoration? Choose the SHW smooth monobloc rotor. Want maximum track bite? Step up to the EBC S6.
Shop Our Top Pick →Upgrading the brakes on a Bentley Continental GT is one of the highest-value jobs you can do on the car — and one of the most misunderstood. The Continental GT is a 5,000 lb grand tourer with a 6.0L twin-turbo W12 making 552 to 600 horsepower, riding on massive 405 mm front discs clamped by 8-piston front calipers. That mass and speed turn worn rotors and cheap pads into fade, judder, and eye-watering dust. This guide compares the two brake paths NLP Performance actually stocks for the 2003–2018 Continental GT: premium SHW OE-replacement rotors versus EBC’s S-series pad-and-rotor kits (S6, S9, and S13), so you can match the right setup to how you drive.
Why the Continental GT Is So Hard on Brakes
The Continental GT asks more of its brakes than almost any road car. It weighs roughly 5,000 to 5,500 pounds, the W12 pushes it to 60 mph in the low-4-second range, and top speed sits north of 190 mph. Every one of those stops has to be absorbed by 405 mm x 36 mm ventilated front discs and 335 mm rears. When the OE rotors thin below the 34 mm minimum, or the pads glaze, you feel it immediately: a pulsing pedal, a longer stop, and clouds of fine metallic dust coating those expensive wheels.
The good news is that the front rotor size, hat geometry, and 5+5 bolt pattern are shared across the 2003–2018 first- and second-generation W12 cars (and the related Flying Spur and GTC), so high-quality replacement rotors and pads are direct-fit. You do not need a big-brake-kit budget to restore the feel — you need the right rotor design and pad compound for a heavy car.
SHW one-piece monobloc rotor — a factory-geometry replacement for the 405 mm front disc.
SHW OE Rotors vs EBC S-Series Kits: The Two Paths
There are two sensible ways to refresh Continental GT brakes. The first is a premium OE-equivalent rotor like the SHW smooth monobloc, which restores factory feel, quietness, and dust behavior with better metallurgy and rust protection than a bargain disc — you pair it with the pad of your choice. The second is a complete EBC S-series kit that bundles matched rotors and pads engineered to work together, so you get a defined performance step in one box. EBC’s kits differ by rotor finish: the S13 uses blank OE-geometry rotors, the S9 uses slotted USR rotors, and the S6 uses grooved-and-dimpled GD rotors for the most aggressive duty.
| Kit | Rotor Type | Pad / Compound | Best For | Price |
|---|---|---|---|---|
| EBC S9 Slotted KitTop Pick | Slotted USR | Sport pad + rotor | Balanced street & spirited driving | $408.73 |
| EBC S6 Slot & Drilled Kit | GD grooved & dimpled | Track-capable pad + rotor | Aggressive street & track days | $423.79 |
| SHW OE Monobloc Rotor | Smooth one-piece OE | Rotor only (pad separate) | Factory feel & quiet restoration | $574.39 |
| EBC S13 OE-Style Kit | Blank OE geometry | OE-plus pad + rotor | Quiet, low-dust daily driving | $315.35 |
| EBC Yellowstuff Rear Pads | Pads only | Yellowstuff sport | Rear bite top-up | $150.78 |
EBC S9 Slotted Kit: Our Top Pick
The EBC S9 kit is the best all-round Continental GT brake upgrade because it fixes the two things owners complain about — fade and dust — without introducing the cracking risk of drilled rotors on a heavy car. The slotted USR rotor face wipes gas and dust off the pad for consistent bite, and the matched sport pad adds friction and heat tolerance over a tired OE pad. It ships as a complete pad-and-rotor kit sized to the factory 405 mm front geometry, so it bolts straight on.
Key Specifications
What We Like
- + Slotted rotors resist heat cracking on a 5,000 lb car better than drilled discs
- + Matched pad-and-rotor kit means predictable bite and less brake dust
- + Direct-fit to the OE 405 mm geometry — no caliper brackets or spacers
Things to Consider
- – Sport pads can be slightly firmer cold than the ultra-soft OE pad
- – Confirm front vs rear kit number so you order the correct rotor size
EBC S6 Slot & Drilled Kit: For Track Days
If you actually track your Continental GT or lean on the brakes hard on canyon roads, the EBC S6 kit is the step up. It uses GD grooved-and-dimpled rotors — the dimples are cast, not drilled through, which keeps the disc strong while still venting gas and cleaning the pad face. Paired with EBC’s most heat-tolerant street-and-track pad, the S6 trades a little cold-brake softness and low-speed refinement for serious fade resistance. At around $424 it is only marginally more than the S9, so the choice comes down to how much heat you actually generate.
GD rotors use cast dimples instead of through-drilling to vent gas without weakening the disc.
SHW OE Monobloc Rotor: The Factory-Feel Restoration
Some Continental GT owners do not want more bite — they want the car to feel exactly like it did new, with zero noise and minimal fuss. That is where the SHW smooth monobloc rotor earns its place. It is a one-piece OE-geometry front disc (part 3W0615301K, VFX33017) engineered to factory dimensions with high-carbon metallurgy and corrosion protection, and it fits the 2003–2020 Continental GT as well as the GTC and Flying Spur. Pair it with your preferred pad — a quiet ceramic for daily comfort, or an EBC sport pad for a little more edge — and you have a premium, silent, factory-feel brake refresh for around $575 per rotor.
EBC S13 OE-Style Kit and Yellowstuff Rear Pads: The Value Plays
The EBC S13 kit is the budget-smart choice for owners who simply want quiet, low-dust, reliable braking back. It bundles blank OE-geometry rotors with a refined street pad, so there is no slot or dimple noise and no fade drama — just a clean factory-style restoration for around $315. If your rotors are still healthy and only the rear pads are worn, the EBC Yellowstuff rear pads (around $151) drop in to sharpen rear bite and balance the car without a full kit.
A complete EBC pad-and-rotor kit ships matched, so bite and dust behavior are predictable from the first stop.
How to Choose the Right Continental GT Brake Setup
Match the kit to how you actually drive. For a daily-driven or lightly enjoyed Continental GT, the EBC S9 slotted kit is the best balance of bite, dust control, and rotor durability. If you attend track days or drive hard in the hills, the S6 grooved-and-dimpled kit adds heat tolerance. If your priority is a silent, factory-correct feel, choose the SHW smooth monobloc rotor with a quiet ceramic pad. And if the budget is tight or only the rears are tired, the S13 kit or Yellowstuff rear pads get you safe and refined again for the least money. Whatever you choose, always replace rotors and pads as a set per axle and bed them in properly.
Blank OE-geometry rotors restore quiet, factory-style braking on a budget.
Frequently Asked Questions
What size are the Bentley Continental GT's front brakes?
The Bentley Continental GT W12 uses 405 mm x 36 mm ventilated front discs with a 34 mm minimum thickness, a 5+5 bolt hole pattern, and 8-piston front calipers. Rear discs measure roughly 335 mm. Every replacement rotor and kit in this guide is built to that OE front geometry, so it bolts on without brackets or spacers.
Are slotted or cross-drilled rotors better for a Continental GT?
Slotted rotors are the safer choice on a Continental GT because the car weighs around 5,000 to 5,500 pounds and generates enormous heat under braking. Cross-drilled holes can seed stress cracks over time on a car this heavy, while slots and cast GD dimples vent gas and clean the pad face without weakening the disc. That is why our top pick, the EBC S9, uses slotted USR rotors, and the track-focused S6 uses cast-dimpled GD rotors rather than through-drilled ones.
Will an EBC kit reduce brake dust on my Continental GT?
Yes. EBC's street compounds are engineered to produce far less of the fine, dark metallic dust the OE Bentley pads are notorious for, which keeps the wheels cleaner between washes. The S13 and S9 kits use lower-dust street pads, while the Yellowstuff and S6 track-oriented pads dust a bit more in exchange for higher heat tolerance.
Do these brakes fit both the first- and second-generation Continental GT?
Yes. The EBC S6, S9, and S13 kits and EBC Yellowstuff pads fit the 2003–2018 W12 Continental GT, covering both the first generation (2003–2011) and the second generation (2011–2018). The SHW smooth monobloc rotor is rated for 2003–2020 Continental GT and also fits the related GTC and Flying Spur, which share the 405 mm front disc.
How much does a Continental GT brake upgrade cost?
At NLP Performance, a Continental GT brake refresh runs from around $150 for a set of EBC Yellowstuff rear pads up to about $575 for a premium SHW front monobloc rotor. Complete EBC S-series pad-and-rotor kits land in between, roughly $315 for the S13, $410 for the S9, and $424 for the S6 — a fraction of a Bentley dealer brake job.
Do I have to replace rotors and pads at the same time?
Replace rotors and pads together per axle whenever you change rotor design or compound. New pads bedded onto worn or grooved rotors will not transfer material evenly, causing noise and vibration. The EBC S6, S9, and S13 kits solve this by matching the pad and rotor in one box; if you buy the SHW rotor on its own, install fresh pads at the same time and bed them in.
Are these brakes direct-fit or do they need modification?
All of these parts are direct-fit OE replacements. They reuse the factory 8-piston front and rear calipers, carriers, and 405 mm front geometry — no adapters, brackets, or wheel spacers required. Installation is a standard rotor-and-pad service for anyone comfortable working on the Continental GT.
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