It was the first chassis built and developed at Weissach for the official factory supported Joest team, to race as their lead car in 1989. It featured relocated front suspension, a greater downforce nose and a short tail with separate rear wing. Raced mainly by Bob Wollek and Frank Jelinski, it won at the Nürburgring and Silverstone before winning at Dijon, the last Group C world championship race victory by a Porsche.
Fourth place followed at Donington and second place at Spa, against the might of the dominant Mercedes Silver Arrows C9. This was followed by another win at the ADAC round at the Nürburgring.
It had a quiet 1990 only entering the Daytona 24 hours and Sebring 12 hours and failing to finish both, and was then the spare car for the world championship rounds at Nürburgring, Donington and Mexico, where it was used for the race, finishing seventh.
1991 was another quieter year, with a third and second in Interserie and a sixth and fourth in IMSA at Watkins Glen and Laguna Seca at the end of the year. 1992 was a much busier year in IMSA, as the Momo–Joest entry, with results around sixth and seventh places, plus some wins again in Interserie.
There was a big change for 1993. Weissach were heavily involved in some radical wind tunnel development, resulting in two Joest team cars for the USA sporting ‘third generation’-style bi-plane rear wings and a new body with significantly increased downforce. 011 was immediately far more competitive, with a second place at Road America and third place at Road Atlanta and there was a last attempt at Daytona at the start of the year and a double win in October, at the Zeltweg Interserie rounds, before enjoying a well-earned retirement.
It has gone on to more success as an historic racing car and now exists in the final 1993 high downforce configuration, with FATurbo livery, in which it competed at Daytona over 25 years ago.