I am running Firestone Wide Ovals 245/45-16 and they are fantastic on warm summer days, good on cold days, and good enough on wet roads. Not so good on the track when it's close to freezing (32*) though. These are the best street tires I've bought so far. DO NOT BUY FUZION ZR-I's!
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-1994 Mustang GT... K&N filter,GT40 tubular intake,BBK Full Length Headers,modified midpipe & Flowmaster muffs, timing at 12*. Best time- 14.74 @ 93.16 -Check profile for pics of our car collection! -Member of MBMCustoms Car Club - AmericanMuscle ROCKS!! - "Save a horse, drive a Mustang!"
A method of testing a tire for rain groove wander is provided which allows a tire to be objectively tested in a laboratory wherein the objective test results closely correlate with subjective field analysis type data, thereby allowing for the subjective tire performance to be predicted while precluding the need for subjective field analysis of the particular tire. The method also allows objective testing of a single tire size by varying the radial loading in the laboratory test set, thereby precluding the construction of multiple tire sizes each having the same tread design. The method simulates rain groove road conditions and correlates objective analysis data obtained via the laboratory test methodology with subjective field analysis data of rain groove wander tire performance of other tires, thereby providing a substantially accurate technique for identifying the subjective performance of the tire without having to conduct the field testing to obtain such subjective field analysis data. The method substantially reduces the cost required is to design and test a prototype tire design and the time required to implement tire design testing.
A tire, one of the most useful and complicated devices made, is a gas-pressurized, textile/rubber composite with a rubber traction coating. Rubber is a mixture of polymers, reinforcing fillers, and other chemicals that, after vulcanization, have viscoelastic characteristics that are not fully understood. Tires are difficult to manufacture consistently, but current technology and manufacturing facilities produce an extremely reliable, durable, and inexpensive product. A finished tire is a bonded unit, so failed tires are difficult to analyze post-failure. Rubber friction, mainly due to adhesion and deformation, exhibits viscoelastic effects and is sensitive to compounding variations, vertical loading, sliding speed, and temperature.
Some elastomers, and rubber falls into that category, exhibit stress softening and permanent set. Stress softening has been attributed to displacement of polymer network junctions and entanglements and/or the incomplete recovery to original positions of those junctions and entanglements after stress deformation. The presence of fillers [carbon black and silica] introduces possible additional softening mechanisms, including breakage of rubber/filler attachments, disruption of filler structure, or chain slippage at filler surfaces. When intermolecular structures are irreversibly disrupted or reform in new positions while the polymer is extended, the result is permanent deformation. The rubber is said to have "taken a set."
A rubber compound is a mix of many materials, including chemically active agents. An excess of certain kinds of active agents can provide an opportunity for a disrupted or broken bond to repair itself by rebonding at the same location or in a new location.
Another mechanism for tire give-up is more simple. The tire might wear to a tread thickness too thin to generate enough heat and the tire temperature falls out of the range for max grip. A thick tread, even a slick, deforms and the resulting hysteresis generates heat. A thin tread deforms less, generating less heat. Heat Cycles
Rubber is a complex substance, a mixture of materials and chemicals manufactured with mechanical processes and various heat and pressure cycles. In use, tread rubber sees mechanical working and time at elevated temperatures very similar to the processes it saw as it was manufactured. It makes sense that more of the same processing would further change the rubber.
The material in a new race tire is semi-stable. If the tread rubber had been totally cured it might be too hard to do its job. So stress and heat can continue the curing process. Even small amounts of energy from ultraviolet wavelengths in sunlight, ozone in air, heat, or mechanical working can cause the rubber in a tire to continue its vulcanization process or change in some way.
The first heat cycle is called scrubbing and was described earlier. Every heat cycle changes a tire to some degree, generally in the direction of harder, less flexible, and less adhesive. Race tires can loose effectiveness before the tread wears through if they go through many heat cycles. For some tires three cycles is too many, while others show a performance drop off initially and then maintain a good level of performance until the tread is worn off. Smart race organizers are incorporating long-lasting tires into their rules so that "spec" tires can lower the cost of racing. Some racers attempt to enhance the performance of used tires with additives and treatments as described later in this chapter.
__________________
Reggie
Real Racers Don't Street Race
PERIOD.......
'88 LX Hatch With A Little Of This & A Little Of That...... 10.39 @128 MPH Soon to be faster....
A method of testing a tire for rain groove wander is provided which allows a tire to be objectively tested in a laboratory wherein the objective test results closely correlate with subjective field analysis type data, thereby allowing for the subjective tire performance to be predicted while precluding the need for subjective field analysis of the particular tire. The method also allows objective testing of a single tire size by varying the radial loading in the laboratory test set, thereby precluding the construction of multiple tire sizes each having the same tread design. The method simulates rain groove road conditions and correlates objective analysis data obtained via the laboratory test methodology with subjective field analysis data of rain groove wander tire performance of other tires, thereby providing a substantially accurate technique for identifying the subjective performance of the tire without having to conduct the field testing to obtain such subjective field analysis data. The method substantially reduces the cost required is to design and test a prototype tire design and the time required to implement tire design testing.
A tire, one of the most useful and complicated devices made, is a gas-pressurized, textile/rubber composite with a rubber traction coating. Rubber is a mixture of polymers, reinforcing fillers, and other chemicals that, after vulcanization, have viscoelastic characteristics that are not fully understood. Tires are difficult to manufacture consistently, but current technology and manufacturing facilities produce an extremely reliable, durable, and inexpensive product. A finished tire is a bonded unit, so failed tires are difficult to analyze post-failure. Rubber friction, mainly due to adhesion and deformation, exhibits viscoelastic effects and is sensitive to compounding variations, vertical loading, sliding speed, and temperature.
Some elastomers, and rubber falls into that category, exhibit stress softening and permanent set. Stress softening has been attributed to displacement of polymer network junctions and entanglements and/or the incomplete recovery to original positions of those junctions and entanglements after stress deformation. The presence of fillers [carbon black and silica] introduces possible additional softening mechanisms, including breakage of rubber/filler attachments, disruption of filler structure, or chain slippage at filler surfaces. When intermolecular structures are irreversibly disrupted or reform in new positions while the polymer is extended, the result is permanent deformation. The rubber is said to have "taken a set."
A rubber compound is a mix of many materials, including chemically active agents. An excess of certain kinds of active agents can provide an opportunity for a disrupted or broken bond to repair itself by rebonding at the same location or in a new location.
Another mechanism for tire give-up is more simple. The tire might wear to a tread thickness too thin to generate enough heat and the tire temperature falls out of the range for max grip. A thick tread, even a slick, deforms and the resulting hysteresis generates heat. A thin tread deforms less, generating less heat. Heat Cycles
Rubber is a complex substance, a mixture of materials and chemicals manufactured with mechanical processes and various heat and pressure cycles. In use, tread rubber sees mechanical working and time at elevated temperatures very similar to the processes it saw as it was manufactured. It makes sense that more of the same processing would further change the rubber.
The material in a new race tire is semi-stable. If the tread rubber had been totally cured it might be too hard to do its job. So stress and heat can continue the curing process. Even small amounts of energy from ultraviolet wavelengths in sunlight, ozone in air, heat, or mechanical working can cause the rubber in a tire to continue its vulcanization process or change in some way.
The first heat cycle is called scrubbing and was described earlier. Every heat cycle changes a tire to some degree, generally in the direction of harder, less flexible, and less adhesive. Race tires can loose effectiveness before the tread wears through if they go through many heat cycles. For some tires three cycles is too many, while others show a performance drop off initially and then maintain a good level of performance until the tread is worn off. Smart race organizers are incorporating long-lasting tires into their rules so that "spec" tires can lower the cost of racing. Some racers attempt to enhance the performance of used tires with additives and treatments as described later in this chapter.
Yeah... whatever... always gotta 1-up me huh Reg?
__________________
-1994 Mustang GT... K&N filter,GT40 tubular intake,BBK Full Length Headers,modified midpipe & Flowmaster muffs, timing at 12*. Best time- 14.74 @ 93.16 -Check profile for pics of our car collection! -Member of MBMCustoms Car Club - AmericanMuscle ROCKS!! - "Save a horse, drive a Mustang!"
I have heard of those but I don't think they have em in 225/60VR-15 size.
What do you think about B.F. Goodrich?
well it all has to do with.....
Uniform Tire Quality Grade (UTQG) Standards
The U.S. Department of Transportation (DOT) National Highway Traffic Safety Administration's (NHTSA) Uniform Tire Quality Grade Standards (UTQG) were originated to provide consumers with useful information to help them purchase tires based on their relative treadwear, traction and temperature capabilities. While it is required by law for most passenger car tires sold in the United States, it is not required for deep treaded light truck tires or winter tires.
When looking at UTQG ratings it is important to realize that the Department of Transportation does not conduct the tests. The grades are assigned by the tire manufacturers based on their test results or those conducted by an independent testing company they have hired. The NHTSA has the right to inspect the tire manufacturer's data and can fine them if inconsistencies are found. While most new tire lines have their grades established when they are introduced, they are allowed a 6-month grace period to allow the tire manufacturer to test actual production tires. Once a grade is assigned it must be branded on the tire's upper sidewall and printed on its label.
Unfortunately, the rating that is of the most interest to consumers is the one that appears to be the least consistent. While the Treadwear Grade was originally intended to be assigned purely scientifically, it has also become a marketing tool used by manufacturers to help position and promote their tires.
__________________
Reggie
Real Racers Don't Street Race
PERIOD.......
'88 LX Hatch With A Little Of This & A Little Of That...... 10.39 @128 MPH Soon to be faster....
I have been driven with Kumho kh11 tires and have been very pleased with them on wet roads. Very good for the price on daily driver with stock turbines.
What about the michelin pilots? Those are some excellent tires. I wish I could get some 245/45/17's
for what you can get the 225/60/15's for. That is probably an excellent choice, plus they should get a lot of miles on them.
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1994 MUSTANG GT 5.0,5 SPEED COUPE,BLACK EXTERIOR, GRAY LEATHER, FULLY LOADED,STOCK 3.08'S, TIMING ADVANCED 12 degrees, BASSANI BX CATBACK, UPR OFFROAD X PIPE, FRPP 9 MM WIRES, AUTOLITE 25'S, MSD CAP/ROTOR, MAC COLD AIR INTAKE, MAC UNDERDRIVE PULLEYS.
honestly and speaking from total lack of experience i would have to say without a doubt the absolute best tire for rain driving would be
but with regard to the above the following should be considered...
It is also known that in view of its high modulus (80,000 MPa) and
dimensional stability, aramid is particularly advantageous as a
reinforcing element in high-speed tires. As is used herein, "aramid" is
understood to mean a manufactured fiber in which the fiber-forming
substance is generally recognized as a long, chain synthetic aromatic
polyamide in which at least 85% of the amide linkages are attached
directly to two aromatic rings. Representative of an aramid or aromatic
polyamide is a poly p-phenyleneterephtalamide.
vehicle tires are sometimes made with smooth tread, i.e., the tread has no
grooves or sipes. Usually, vehicle tires are made with circumferential
grooves, i.e., the tread is smooth except for the presence of the
circumferential grooves. In a common aircraft design, the tread has four
(4) circumferential grooves which provide a void area in the footprint of
about 15 percent. The circumferential grooves help prevent hydroplaning
when an vehicle using such tires lands and takes off, and to some extent,
helps prevent sideways skidding of the vehicle
__________________
Reggie
Real Racers Don't Street Race
PERIOD.......
'88 LX Hatch With A Little Of This & A Little Of That...... 10.39 @128 MPH Soon to be faster....
What about the michelin pilots? Those are some excellent tires. I wish I could get some 245/45/17's
for what you can get the 225/60/15's for. That is probably an excellent choice, plus they should get a lot of miles on them.
That's what I have now the MXV4 and they are fine in the rain but treads getting low so will be getting new ones soon. Good handling in the dry and wet but isn't a comfortble ride.
Best tires for the rain? 
