PFC 11 on Track: The New 01, and Where It Beats the 08

11 is the PFC pad owners move to when the 08s stop being enough. PFC developed it from the 01 and now uses it to replace the 01 in many pad shapes, so if you read an old thread recommending 01 for your car, 11 is usually what you will find in its place. It is also the default PFC on modern Porsche GT cars, where 08 is not made.

This article is part of our guide to PFC pads for track cars. Here we go through where 11 beats 08, which cars run it and what it costs you. Every shape we list is in the 11 collection.

What PFC says

The phrase that matters is rising friction with temperature. PFC's curve for 11 starts lower than the 01 when cold, climbs as the pad heats, and ends highest of its compounds at the top of the chart. In practice that means a pad that comes alive as the session goes on, and one that keeps working on a fast car where an 08 would start to fade. PFC also says 11 can be used across "a large spectrum of temperature ranges". There are no published numbers.

What owners actually use it for

The step up from 08

On the BMW forums 11 is the answer to "my 08s are fading". An E90 M3 owner who had been overheating 08s on stock brakes and sticky tires noted that 08 has "a lower temp range than the sprint 11 pads." On f87.bimmerpost an M2 owner wrote: "The 11s will definitely lock up slicks." BimmerWorld, which sells both, told an m3post member years ago that "most of our sprint-racing customers opt for the 11s over anything else," calling it "the new 01."

The other reason owners pick it is noise. "The 11 is quieter than the 08, so I prefer it, but the 08 will last longer when you're just getting started," wrote an m3post regular — a fair summary of the trade.

The GT4 and GT3 default

On the Rennlist GT4 forum the thread starter put it simply: "most seem to run PFC11," and another owner wrote: "VERY happy with PFC11's here." PFC Europe has said 08 is not available for the 991.2 GT3, so in the PFC range the real choice on modern GT cars is 11, or the newer 331 front with 332 rear that some driving coaches recommend. A vendor in the GT4 thread compared it with Pagid: "The PFC11 certainly has higher initial bite than the Pagid RS29," and "has proven to be a touch more street friendly."

Street tires and light cars

PFC says 11 is for "medium-low grip venues where control and modulation is at a premium", and a dealer we found describes it as "ideal for use in medium- or low-grip situations such as hard spec tires or light cars with no downforce." A Miata driver who tested it wrote that "PFC 11 pads feel equally good with low grip BFG Rival street tires and with Toyo RR compounds" and that they "did not chunk or crack." A Cayman owner on ft86club runs them as "a track pad and drive-to-and-from track, no real complaints on them." On a tire like a PS4S, though, a Spec E46 racer did not expect "a big difference between the 08 and 11." The gap opens up with grip.

Which cars run it

Community practice, not PFC's. The last column links our 11 pad in that car's shape. Shapes are shared across cars, so confirm yours before you order.

11 front, 332 rear

PFC's rear-specific 332 is "formulated with lower bite and torque for rear applications" and designed for ABS cars, and one large PFC dealer now builds its HPDE package as 11 front with 332 rear. The idea is the same one owners use with every brand: the more aggressive pad goes at the front, the calmer one at the rear. On the GT4, GT3 and F8x cars, 11 at both ends is also common. What owners warn against is a rear pad that is more aggressive than the front.

Where it falls short

• Rotor wear. The most disputed point. PFC claims "superior disc conditioning", and an m3post owner coming from 01 found 11 "kinder to my PFC rotors." Others disagree: a 991 GT3 owner said 11 is "really wearing out rotors quicker", and an m3post owner switching to Pagid said the Pagid was "nowhere near as aggressive on the rotors."
• Less pad life than 08. Owners consistently say 08 lasts longer. A vendor on Rennlist puts PFC's 22 mm front pads at "10-20 track days" on a 991 PFC big brake kit — a wide range that depends on the driver and the track.
• Cold bite. 11 starts lower than 01 when cold and builds with heat. Owners mostly find it fine for driving to the track, but it is a race pad.
• Fitment gaps. Not every shape is made in 11. Carbon-ceramic rotors are a separate question — see the hub article.

11 pads ready to ship

In stock when we wrote this, for cars in the table above.

11 Front — 991 / 992 GT3, 981 GT4 (7721.11) $672.95 Shop on Enzuca →

11 Rear — 991 / 992 GT3, 981 GT4 (7727.11) $545.95 Shop on Enzuca →

11 Front — 991 Cup / GT4 Clubsport (7968.11) $610.95 Shop on Enzuca →

11 Front — 996 / 997 GT3, GT2, Turbo (7819.11) $589.95 Shop on Enzuca →

11 Front — BMW E30 (0278.11) $179.95 Shop on Enzuca →

11 Front — Miata NA / NB 1.8 (0635.11) $227.95 Shop on Enzuca →

Browse every shape in the 11 collection.

The Bottom Line

11 is the PFC to buy when you have outgrown 08: stickier tires, more speed, or a modern Porsche GT car where 08 is not made. It holds up better when hot and owners find it quieter, at the cost of some pad life and, depending on who you ask, more rotor wear. Run it at both ends, or put 332 behind it on an ABS car.

Not sure of your shape? Tell us the car and caliper and we will confirm before you order.

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• PFC 01: the benchmark pad
• PFC 97 as a rear pad, and why 08 replaced it
• Best PFC brake pads compared
• Pagid brake pads for track cars, car by car
• Hawk brake pads for track cars, car by car
• How to choose track brake pads
• Track day brake fade: prevention and recovery