The EBC Bluestuff NDX is a front-axle track pad for the BMW F87 M2. There are two compounds within the Bluestuff range: Bluestuff NDX with higher friction of 0.52 Mu and new Bluestuff B with lower friction of 0.42 Mu. The manufacturer frames the NDX as a stronger successor to Yellowstuff, delivering a usefully higher friction coefficient across the now larger working range, with much faster bed in time, plus better fade resistance. Its target is all types of fast and heavier cars in performance and race driving, with a much enhanced lifetime over the previous Yellowstuff grade pads. The pad material is bonded to the steel backing plate with Nucap NRS hooks, which the manufacturer says eliminate the chance of pad debond.
Owners on user forums describe F87 M2 front pad changes as straightforward. On the Brembo calipers, there are just 2 pins holding in the retaining clips and pads, and no need to take the caliper off the rotor to do a pad swap. Because the NDX compound is built for hard track stops, bedding matters. The manufacturer's bed-in guidance calls for gentle use for 200 miles, gradually increasing demand on the brakes in a safe road environment before pushing the pads on track. Anyone searching for a DP52360NDX upgrade for a trackday-focused M2 should weigh this compound against softer street pads: it is aimed at repeated high-heat stops rather than daily-driver quietness.
The manufacturer describes Bluestuff as an entry-level trackday and race pad with good street manners, so road use is part of its design, though track-focused performance is the primary role.
Per the manufacturer, the Bluestuff B version is a medium friction level compound aimed at rear calipers or lighter race cars, while the NDX is the higher-friction option at 0.52 μ.
The manufacturer advises gentle use for roughly 200 miles, increasing braking demand gradually in a safe road environment, until you are fully confident in the brakes.
Owners on user forums report that the caliper can stay on the rotor. The two retaining pins and clips are removed, and the pads come out with the caliper in place.
Owners on user forums note that the wear sensors are wear items, so the sensor should be replaced along with the pads when they reach the end of their life.
Owners on user forums rate the job as beginner-friendly with basic tools. Plan on a jack, jack stands, a torque wrench, and a punch, hammer, and pry bar; one owner reported torquing the wheel nuts to 90 lb-ft. Owners also advise against using the parking brake at the track, since heat can seize the pads. Expect the bedding procedure to take most of the first session, and check for a full-width contact band across the rotor before pushing hard. Owners on user forums also report that new pads can be fitted to existing rotors if they are bedded in properly.
