Fits
- 1994-1998 Mustang Cobra OEM aluminum caliper having dual 38mm pistons, and 13" rotor
- 1999-2004 Mustang Cobra OEM aluminum caliper having dual 40.5mm pistons, and 13" rotor
- 2001 Mustang Bullitt OEM aluminum caliper having dual 40.5mm pistons, and 13" rotor
- 2004 Mustang Mach 1 OEM aluminum caliper having dual 40.5mm pistons, and 13" rotor
- FRPP M-2300-K/Q/R Fox Mustang to Cobra brake upgrade kit OEM aluminum caliper having either dual 38mm or dual 40.5mm pistons, and 13" rotor
- Baer Racing brake kits using Corvette C4 aluminum caliper having either dual 38mm or dual 40.5mm pistons, and 13" rotor
HPS 5.0 - High Performance Street
HB111B.610
The easiest brake upgrade you can do. Hawk's HPS 5.0 brake pad compound will greatly increase the stopping power of your Mustang compared to a stock replacement compound.
Best Use
- Street driving, autocrossing, daily commuting
- Light open-tracking: Will last much longer than stock pads, but will overheat and fade sooner than the HP-Plus or race pads.
Benefits
- 20-40% more stopping power than standard pads, for greatly reduced stopping distances
- High coefficient of friction and high brake torque, whether cold or hot
- Increased resistance to brake fade
- Excellent cold stopping ability
- Easy on the rotor, causes virtually no grooving and slow rotor wear
- Quiet, essentially as noise-free as stock pads
- Low dusting in regular use
- Excellent pad life
Read the important information on other tabs: Bedding, Safety, Warranty.
HP-Plus
HB111N.610
- Hawk's HP-Plus brake compound will greatly increase the stopping power of your Mustang, especially when autocrossed competitively, or open-tracked.
- Although not a race pad, the temperature rating of the HP-Plus compound makes them suitable for open-tracking.
- Has good stopping ability when cold.
- Allows driving your track Mustang to the track, on track, and back home, without changing pads.
Best Use
- Autocrossing or open-tracking a Mustang that is only occasionally street-driven
- When open-tracking, the HP-Plus compound lasts much longer than the HPS compound, but will overheat and fade sooner than a race compound.
Warning: The aggressive friction material of the HP-Plus compound causes significant noise that most people find unsuitable for frequent street use. Also expect increased dust and greater rotor wear.
Benefits
- Much more stopping power than the HPS compound, stopping your Mustang in an even shorter distance.
- Very high coefficient of friction and very high brake torque when hot.
- Cold braking bite is slightly less than HPS compound, but the HP-Plus compound is still acceptable for street use.
- Increased temperature capacity over the HPS pad reduces onset of brake fade.
Read the important information on other tabs: Bedding, Safety, Warranty.
Black
HB111M.610
- Hawk's open-track/HPDE compound
- Provides low to medium brake torque
- For moderate pad temperatures of 100°F to 900°F
- When a small reduction in rear initial bite is needed, use Black rear pads with Blue 9012 front pads.
Not for street use; this is a track-only pad. In street use this compound will not come up to temperature, causing poor stopping and rapid rotor wear.
Blue 9012
HB111E.610
- Hawk's entry-level road race compound
- Provides low to medium brake torque
- Best for pad temperatures of 250°F to 1,000°F
- Excellent brake release characteristics
Not for street use; this is a track-only pad. In street use this compound will not come up to temperature, causing poor stopping and extremely rapid rotor wear. We have seen the rotor surface wear down past the gas slots in only 100 miles of street use.
HT10
HB111S.610
- Intermediate to high torque
- Smooth initial bite
- For pad temperatures of 300°F to 1,300°F
- For road racing when more torque than Blue 9012 is required
- Consistent pedal feel
- Excellent modulation characteristics
- Excellent brake release characteristics
Not for street use; this is a track-only pad.
DTC-60
HB111G.610
- Provides very high torque
- Less initial bite than DTC-70
- Excellent brake release characteristics
- Excellent torque control
- For Mustangs with high deceleration rates
- Suitable for Mustangs with or without down force
- When a small reduction in rear initial bite is needed, use DTC-60 rear pads with DTC-70 front pads.
Not for street use; this is a track-only pad.
DTC-70
HB111U.610
- Provides extremely high torque
- Aggressive, yet controllable initial bite
- Excellent brake release characteristics
- Excellent torque control
- For Mustangs with high deceleration rates
- Suitable for Mustangs with or without down force
Not for street use; this is a track-only pad.
Although these pads are burnished by Hawk, they must still be bedded-in to the rotors (new or used) they will be used with. Proper bedding-in of new brake pads causes friction material from the pad to transfer over to the rotor surface. That material transfer maximizes brake performance, and reduces rotor wear, because the pad friction material drags against the transferred friction material rather than the iron rotor surface.
Street Pad Bedding Procedure
- After installing new brake pads, make 6-to-10 stops from approximately 30-35 MPH, applying moderate pedal pressure.
- Make another 2 or 3 hard stops from approximately 40-45 MPH.
- Do not drag the brakes!
- Allow at least 15 minutes for the brake system to cool down before applying the brakes again.
Your new Hawk Performance brake pads are ready for use.
Race Pad Bedding Procedure
Brakes: You need good ones. If you love driving, you need really good ones.
Most driving enthusiasts have experienced sudden, intense gratitude for their brakes' stopping power, whether at the end of a quick street straightaway or before carving into their favorite tight turn.
But even if you're a mellow driver who just wants to get from home to work without any fuss, all brake pads and rotors experience wear that can lead to poor performance and reduced safety. So they need to be professionally inspected regularly. In some cases, it's also a fine idea to service or replace brake hardware when you get new pads or rotors.
Always have a competent mechanic install new brake components, as incorrect installation can lead to major safety problems or even an accident. Then, the fun is gone.
To optimize your time behind the wheel, check out the guidelines below and let Maximum Motorsports know how we can help. We're happy to answer any questions to make fun (and safety) a bigger part of your life!
Tech Info: Street and Highway Use
- Install new brake pads when about 1/8" to 3/16" of friction material remains on the steel backing plate.
- Install new rotors before their thickness has reached the prescribed "Worn Rotor Minimum Thickness" limit (expressed in millimeters) engraved on the edge of the brake disc.
- Plain brake rotors can be turned on a brake lathe to remove scoring and true the disc surfaces, as long as they can maintain the minimum thickness. Some brake shops refuse to machine drilled or slotted rotors, so be prepared for that possibility. Your only option may be replacement.
Tech Info: Track and Competition Use
- Because they're exposed to extremes of heat and pressure, all brake system components (pads, rotors, calipers, lines, hardware, and fluid) must be compatible and should be inspected between race sessions.
- Brake pads and rotors should be replaced before they reach the wear limits described above.