Choosing the wrong DIXCEL compound is the single most common mistake we see — and it has nothing to do with price. A street-driven car running a race pad will feel worse than factory until the brakes are hot. A tracked car running a low-dust street pad will cook its fluid in three laps. The compound has to match how you actually drive, not how you want to think about the car.
This guide walks through every compound in the DIXCEL range — from the budget-minded EC Type through to the Specom-β endurance race compound — with the operating temperature, friction coefficient, dust behaviour, and intended use for each. If you just want the short answer, skip to the comparison table or the "Which DIXCEL compound should I run?" section.
Chicane Australia is the Australian distributor for DIXCEL. Every compound listed here is stocked, and every link in this guide goes to a real in-stock product or vehicle fitment page. Browse the full DIXCEL range or see our vehicle-specific fitment pages at the end of this article.
How DIXCEL Names Its Compounds
DIXCEL splits its brake pad range into three broad tiers based on intended use. Understanding the tier tells you more than the letter code does:
- Street tier: EC, Premium, M, ES — daily driving, commuting, and spirited road use. Quiet, low-dust, work from cold.
- Street/Sport tier: S, Z — high-friction street pads that also handle supersprints and light circuit work. More dust, more bite.
- Motorsport tier: RA, RE, Specom-β — race-only compounds. Need heat to work, eat rotors for breakfast, and will squeal and underperform on the street.
The important thing to understand is that a higher-tier compound is not automatically "better." A Specom-β pad on a daily-driven WRX is a worse pad than an M Type — it won't stop properly at 30°C, it'll dust like mad, and it'll chew through rotors. Each compound is engineered for a specific operating window.
The Street Tier — EC, Premium, M, ES
EC Type — "Extra Cruise" Budget Street Pad
The EC Type is DIXCEL's entry-level street compound, designed to outperform the OEM pad at a similar price point. DIXCEL tested it on a stock Toyota Alphard and recorded an average 3.5 metres shorter braking distance from 80 km/h compared to the OEM pad. Good initial friction, quiet, low dust, low cost.
Operating range: Cold start up to around 450°C. Not suitable for sporty driving that requires high temperature tolerance — if you lean on the brakes hard down a mountain road or do a trackday, the EC will fade.
Who it's for: Daily drivers who want a safer, quieter, lower-dust replacement for the factory pad without paying for performance they won't use. Fleet vehicles, family cars, and commuters.
Premium Type — OEM-Plus for European & American Cars
The Premium Type is engineered specifically for European and American vehicles — heavier chassis, different pedal feel expectations, different brake system behaviour. It sits between EC and M Type on dust performance and delivers a refined, OEM-plus feel rather than an aggressive bite.
Operating range: Cold start up to around 500°C. Suits highway driving, urban commuting, and the kind of back-road use a European performance saloon sees in daily duty.
Who it's for: BMW, Mercedes-AMG, Audi RS, Porsche, Volkswagen, Peugeot, Range Rover, and similar European platforms where the factory pad is noisy or dusty and you want a quiet, refined replacement that still feels appropriate for the car's weight.
M Type — Ultra-Low Dust Flagship Street Pad
The M Type is DIXCEL's headline street compound and the one we sell the most of. Its single job is to keep your wheels clean while still delivering confident, progressive braking for daily and spirited road use. DIXCEL's own testing shows the M Type produces visibly less brake dust on the wheel than a comparable OEM or competitor pad — and because much of the dust on any wheel comes from rotor wear rather than pad wear, the M Type's low-aggression formula also means your rotors last longer.
Operating range: 0–500°C, with a copper-free, non-asbestos formulation. Plenty for any street use including highway and enthusiastic back-road driving, but not intended for circuit work.
Friction character: Smooth, progressive, predictable. Not snatchy from cold. The kind of pad you can hand off to your partner or a valet without them commenting on the brakes.
Who it's for: Owners of performance and luxury cars on large diamond-cut, polished, or painted wheels where dust is visually obvious — BMW M cars, Audi RS, Mercedes-AMG, Porsche, GR Yaris, GR Corolla, GR86, R35 GT-R, and modern WRX / STI. We have a full deep-dive on this compound in the DIXCEL M Type explained article.
ES Type — "Extra Speed" for Spirited Road Use
The ES Type steps up from the M Type in both friction and thermal tolerance. It's a street compound but tuned for drivers who regularly push their cars — canyon runs, Sunday morning back-road sessions, hilly driving with repeated heavy braking. DIXCEL rates the ES Type for high temperature tolerance up to 600°C with a mild initial friction profile suited to sporty driving, and notes it generates more brake dust than the EC Type.
Operating range: Cold start up to around 600°C. Covers any road driving including extended descents and the occasional hot-lap on a private road.
Friction character: Firmer initial bite than the M Type. Still comfortable at low temperatures, but rewards a driver who brakes later and harder. Produces more dust than the M Type — not excessive, but visible between washes.
Who it's for: Drivers who want a real step up in braking confidence on the road but aren't going to see a track. ES Type is the sweet spot for spirited weekend drivers who find the M Type too soft and don't want the aggression (or dust) of the Z Type.
The Street/Sport Tier — S and Z
S Type — Lightweight Street-Sport
The S Type is a street-sport compound developed for lightweight Japanese performance cars — think MX-5, S2000, AE86, lightweight 86/BRZ builds, and similar cars under roughly 1,250 kg. It delivers a firmer pedal and stronger bite than the street pads above it, and it tolerates enough heat for occasional light circuit use.
Operating range: Cold start up to around 650°C.
Important caveat: For heavier European performance cars, DIXCEL recommends going straight to the Z Type instead. The S Type doesn't generate enough friction to decelerate a heavier chassis with confidence — it was designed around light cars.
Who it's for: Lightweight Japanese sports cars used hard on the road with the occasional trackday. If your car weighs more than about 1,300 kg, skip the S and go to Z.
Z Type — Street, Supersprint, Light Circuit
The Z Type is DIXCEL's flagship all-rounder — their highest-friction street-legal compound. DIXCEL's published specification is a graphite metallic compound with an effective temperature range of 0–850°C and a friction coefficient of 0.50 minimum, 0.57 average, and 0.67 maximum. For context, that's a higher peak friction than most European fast-road pads.
Operating range: 0–850°C. Usable from cold, but really shines once there's heat in the system.
Friction character: Aggressive initial bite. Strong, linear response. Not a pad for a nervous passenger — it's a pad that rewards deliberate, committed braking inputs.
Trade-offs: Noticeably more dust than any of the street-tier compounds above. Will mark your wheels. Can squeal when cold on some vehicles, particularly lightly-loaded rear applications.
Who it's for: Drivers running high-grip radial tyres, doing supersprints, hillclimbs, track days, or just wanting maximum braking confidence on fast road drives. DIXCEL lists the Z Type's intended use as street, winding, circuit, gymkhana, dirt trial, and rally — it's the broadest operating window in the range.
The Motorsport Tier — RA, RE, Specom-β
Important: Every compound in this tier is designed to work only once the brakes are hot. They will feel wooden, noisy, and under-braked on a cold street car. Running a race pad on a street-only car is worse than running the factory pad. These compounds also chew through rotors, squeal at low temperatures, and generate heavy dust. They exist because serious motorsport use demands them — not because they're "better."
RA Type — Circuit Racing Pad with Superior Initial Bite
The RA is DIXCEL's high-bite circuit compound. Carbon semi-metallic material, effective temperature range 200–900°C, initial bite friction coefficient of 0.51, and average friction of 0.40–0.45. The decreasing friction curve is deliberately tuned to reduce wheel lock under heavy braking — you get a strong initial bite and then controllable modulation.
Operating range: 200–900°C. Below 200°C it won't deliver its rated friction — this is a purpose-built circuit pad.
Who it's for: Sprint racing, trackday cars on high-grip radial tyres, slicks, or competition tyres. RA is the official brake pad of the Volkswagen Scirocco Cup China Series. Not suitable for street use.
RE Type — High-Power Circuit Racing
The RE Type is DIXCEL's high-friction race compound developed for high-powered cars running on circuit — think tuned Evo, R35 GT-R, and similar heavy-hitting platforms. It's designed around maximum braking force and repeatable performance over long stints at race temperatures.
Who it's for: Dedicated trackday cars and club racers running high-power platforms where the RA doesn't have enough bite. Not suitable for street use — will squeal cold, wear rotors fast, and produce heavy dust.
Specom-β — Endurance Race Compound
Specom-β is an endurance racing compound developed in DIXCEL's Super Taikyu racing programme. Designed for balanced braking at high temperatures and high loads with superior durability — DIXCEL rates it at more than double the wear life of the RA Type — making it ideal for medium to long distance races. Good compatibility with slotted discs.
Who it's for: Endurance racing, long trackdays where pad life matters as much as peak friction, and competition use where you can't afford to change pads mid-stint. Not suitable for street use under any circumstances.
DIXCEL Compound Comparison Table
At-a-glance spec for every compound. All data from DIXCEL's published technical documentation.
| Compound | Tier | Temp Range (°C) | Friction (μ) | Dust | Street-Legal |
|---|---|---|---|---|---|
| EC Type | Street — Budget | 0–450 | ~0.38 avg | Very Low | Yes |
| Premium Type | Street — EU/US Cars | 0–500 | ~0.40 avg | Low | Yes |
| M Type | Street — Low Dust | 0–500 | ~0.40 avg | Ultra Low | Yes |
| ES Type | Street — Spirited | 0–600 | ~0.45 avg | Medium | Yes |
| S Type | Street/Sport — Light Cars | 0–650 | ~0.50 avg | Medium-High | Yes |
| Z Type | Street/Sport — All-Rounder | 0–850 | 0.50–0.67 (0.57 avg) | High | Yes |
| RA Type | Motorsport — Circuit | 200–900 | 0.40–0.51 | Very High | No |
| RE Type | Motorsport — High Power | 200–900+ | High | Very High | No |
| Specom-β | Motorsport — Endurance | 200–900+ | High, stable | Very High | No |
Exact μ figures vary slightly by application. Check the individual product page for the precise friction plot and compatibility for your vehicle.
Which DIXCEL Compound Should I Run?
The honest answer is: it depends on how you actually drive the car, not how you want to drive it. Here's the short version:
- Daily driver, care about clean wheels: M Type. Nothing else in the range comes close on dust.
- Daily driver, European performance car: Premium Type or M Type. Premium is tuned for heavier EU chassis; M wins on dust.
- Budget replacement, just want better than OEM: EC Type.
- Canyon / back-road driving, no track: ES Type. Real step up in bite without the dust of Z.
- Lightweight Japanese sports car with occasional trackday: S Type.
- Heavier performance car with occasional trackday: Z Type.
- Supersprints, hillclimbs, regular trackdays: Z Type.
- Sprint racing / serious trackday car on slicks or R-comps: RA Type.
- High-power competition car (tuned R35, Evo, GT3): RE Type.
- Endurance racing / long sessions where pad life matters: Specom-β.
The most common mistake we see is drivers over-speccing their pads. If your car never sees a track, the Z Type is overkill — you'll get dust, cold-squeal, and rotor wear in exchange for friction you'll never use. Pick the compound for your actual operating window.
Running a Mixed Compound — Is It OK?
Front and rear pads don't have to be the same compound, and there are reasons to run a mismatched setup deliberately. The most common example: a Z Type on the front with a Z Type on the rear is the safe default, but some drivers on mid-engine or rear-heavy platforms run Z front / M rear to reduce rear dust without affecting stopping power (the front does around 70% of the braking work).
What you should not do is mix tiers in a way that changes brake balance unpredictably — e.g. RA front with EC rear. That shifts brake bias forward in a way the car's ABS calibration wasn't tuned for, and it can cause instability under hard braking. If you're not sure, match compounds front and rear, or ask us.
Bedding-In — Non-Negotiable
Every DIXCEL compound — street or race — needs to be bedded in properly before you can judge it. Bedding transfers an even layer of pad material onto the rotor surface, which is what actually creates friction once the brakes are hot. Skipping the bedding process is the main reason people come back saying a new set of pads "feels worse than the old ones."
Street compounds (EC, Premium, M, ES, S, Z): Perform 8–10 medium-pressure stops from around 60 km/h down to 20 km/h, spaced so the brakes don't fully cool between stops. Then drive 5–10 minutes at light throttle without coming to a full stop, to let the brakes cool evenly. Avoid hard stops for the first 200 km.
Motorsport compounds (RA, RE, Specom-β): Bedding must be done on track. Start with 50% braking for about 5 minutes, return to pit and rest 5 minutes, then repeat 70–80% braking for about 10 minutes with a 10-minute cooldown. Skipping this will cause inconsistent friction and rotor damage.
If you're hearing squeal or not getting the bite you expected, read our brake squeal and pad selection guide — most complaints about new pads come down to either incomplete bedding or a compound mismatch.
What About Rotors?
Pads and rotors work as a system. DIXCEL's rotor lineup maps onto the pad tiers:
- PD (plain, standard replacement): Pairs with EC, Premium, M Type for daily driving.
- FP (plain, high-carbon): Upgraded metallurgy, better heat resistance. Pairs with M, ES, Z Type.
- SD (6-slot): Enhanced initial bite and pad degassing. Pairs with ES, Z, and occasional-track setups.
- FS (slotted, high-carbon): Track-capable slotted rotor. Pairs with Z and motorsport compounds.
- FC / FCR (racing slotted): 8 curve-slotted high-carbon racing rotor with DIXCEL heat treatment, suitable from city driving to severe circuit racing. Pairs with motorsport compounds.
For most street builds, an M Type pad on an FP or SD rotor is the sweet spot — quiet, low dust, long rotor life. For a street-plus-trackday car, a Z Type pad on an FS rotor is the common combination.
Vehicle-Specific Fitments
Every compound above is available for most popular performance platforms in Australia. Jump to your vehicle page for confirmed fitment, caliper variants, and stock status:
- DIXCEL for Subaru WRX & STI — GC8 through VB, standard and Brembo fitments
- DIXCEL for Toyota GR86 & Subaru BRZ — ZN6, ZC6, ZN8, ZD8
- DIXCEL for Toyota GR Yaris & GR Corolla — GXPA16, G16E-GTS platform
- DIXCEL for Nissan R35 GT-R — CBA, DBA, and MY17+ (carbon ceramic warning — see page)
- DIXCEL for BMW M2 / M3 / M4 — F87, F80, F82, G87, G80, G82
- DIXCEL for Honda Civic Type R — FK8, FL5
- DIXCEL for Mitsubishi Evo — Evo V–IX (CP9A/CT9A), Evo X (CZ4A)
Don't see your car listed? The DIXCEL catalogue covers hundreds of fitments not on our vehicle pages — contact us or email sales@chicaneaustralia.com.au with your vehicle and preferred compound and we'll confirm fitment.
FAQ
What's the difference between DIXCEL M Type and Z Type?
The M Type is DIXCEL's ultra-low-dust street compound with an operating range of 0–500°C and a smooth, progressive friction character. The Z Type is a much more aggressive high-friction street/circuit compound with an operating range of 0–850°C and a maximum friction coefficient of 0.67. The M Type prioritises clean wheels and quiet operation; the Z Type prioritises outright stopping power. Run M Type for daily driving, Z Type if you do trackdays or want maximum road performance.
Can I use DIXCEL RA or Specom-β pads on the street?
No. Motorsport compounds have a minimum operating temperature of around 200°C — below that they won't deliver their rated friction. On a cold street car they feel wooden, produce heavy dust, squeal loudly, and wear rotors much faster than a street pad. They're engineered for track use only.
Which DIXCEL compound has the least brake dust?
The M Type produces the least dust of any compound in the DIXCEL range. It's specifically engineered for ultra-low dust output and is the pad to choose if clean wheels are a priority. The EC Type and Premium Type are also low-dust but don't match the M Type.
Do DIXCEL pads come with wear sensors?
Most street-compound DIXCEL pads include wear sensors where the vehicle requires them. Some vehicles don't use sensors at all. Motorsport compounds typically omit wear sensors because they can't survive race-level temperatures. If your vehicle normally runs a sensor and the pad set doesn't include one, a replacement sensor can be added separately.
Do I need to change rotors when I change to DIXCEL pads?
Not necessarily — DIXCEL pads will bed in on existing rotors provided the rotor has enough material left, isn't warped, and doesn't have a heavy lip. However, new pads on old rotors with a different friction material transferred to the surface will take longer to settle and may not reach their rated performance. If your rotors are near minimum thickness, machined, or have significant wear, change them at the same time.
Are DIXCEL pads copper-free?
Yes — DIXCEL's modern street compounds, including the M Type, use copper-free, non-asbestos formulations that comply with current environmental regulations. Check individual product pages for specific material data.
Will DIXCEL pads work with my ABS system?
Yes. Every DIXCEL compound from EC through Specom-β is designed to work with ABS-equipped vehicles. The motorsport compounds (particularly the Specom series) are specifically tuned to minimise unwanted ABS intervention at high grip levels.
Ready to Choose?
Browse the full DIXCEL range, filter by your compound of choice, or jump straight to your vehicle page for confirmed fitment. All DIXCEL pads sold through Chicane Australia are 100% genuine Japanese product with factory-scorched pad surfaces for faster bedding-in, and every set comes with DIXCEL-specified anti-squeal grease.
Not sure which compound is right for your build? Contact us with your vehicle, how you drive it, and what you're trying to fix — we'll point you at the right pad.
