225/45/15 & 245/40/15 Maxxis RC-1
03-09-2015, 10:57 PM
#161
90 miata chassis, 99 swap, classing is at 128/2215, 4.778 gearing, 15x8 +25, 205 RC1, TTE class, temps were mid 80*s as a high. For me, they seem to like 19-20 cold, 24-25 hot.
I was able to do a 1:06.5 this past saturday in our class with the car slipping and sliding (also a personal best on that track) during the 4th TT session while on its 17th heat cycle--afternoon Arizona heat with the track all grimy and dirty. E record is 1:05.8 from an integra on 205 sm6's back in '13. Another Miata in E did a 1:05.9 iirc on 225 rc1's that had high 30 HC's, same pressures, but was DQ'd for dyno non-compliance.
mine are now on its 26th heat cycle, no where near tread bars yet
Speaking of Maxxis RC-1, anyone know anyone running these tires in NASA for contingency purposes? In AZ, we just ran our 3rd event, no one has received any winnings from January OR February. Curious.
Last edited by JSpeed6; 03-09-2015 at 11:18 PM.
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03-10-2015, 02:58 PM
#163
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Join Date: Feb 2009
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Tread width
I just re-read this whole thread, so I feel safe in asking this:
What's the tread width on the 245 RC-1? 9 inches? 9½ inches? 10 inches?
The website only shows 'Section Width' and it's 9.8 inches.
What's the tread width on the 245 RC-1? 9 inches? 9½ inches? 10 inches?
The website only shows 'Section Width' and it's 9.8 inches.
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03-11-2015, 12:15 PM
#165
Got some testing done this weekend in Arizona. Last month was our first time running them, took almost a weekend to get temps/pressures.
90 miata chassis, 99 swap, classing is at 128/2215, 4.778 gearing, 15x8 +25, 205 RC1, TTE class, temps were mid 80*s as a high. For me, they seem to like 19-20 cold, 24-25 hot.
I was able to do a 1:06.5 this past saturday in our class with the car slipping and sliding (also a personal best on that track) during the 4th TT session while on its 17th heat cycle--afternoon Arizona heat with the track all grimy and dirty. E record is 1:05.8 from an integra on 205 sm6's back in '13. Another Miata in E did a 1:05.9 iirc on 225 rc1's that had high 30 HC's, same pressures, but was DQ'd for dyno non-compliance.
mine are now on its 26th heat cycle, no where near tread bars yet
Speaking of Maxxis RC-1, anyone know anyone running these tires in NASA for contingency purposes? In AZ, we just ran our 3rd event, no one has received any winnings from January OR February. Curious.
90 miata chassis, 99 swap, classing is at 128/2215, 4.778 gearing, 15x8 +25, 205 RC1, TTE class, temps were mid 80*s as a high. For me, they seem to like 19-20 cold, 24-25 hot.
I was able to do a 1:06.5 this past saturday in our class with the car slipping and sliding (also a personal best on that track) during the 4th TT session while on its 17th heat cycle--afternoon Arizona heat with the track all grimy and dirty. E record is 1:05.8 from an integra on 205 sm6's back in '13. Another Miata in E did a 1:05.9 iirc on 225 rc1's that had high 30 HC's, same pressures, but was DQ'd for dyno non-compliance.
mine are now on its 26th heat cycle, no where near tread bars yet
Speaking of Maxxis RC-1, anyone know anyone running these tires in NASA for contingency purposes? In AZ, we just ran our 3rd event, no one has received any winnings from January OR February. Curious.
Leaving out information like that just makes me sound like I was cheating on purpose. I prepared the car to be legal to the best of my abilities.
That being said, I'm frustrated with the Maxxis contingency program because I've been waiting on tires for about two months now.
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03-11-2015, 12:21 PM
#166
Easy Aaron. I didn't see anything accusatory in Jay's E-mail. All he said was DQ'd for dyno non-compliance. We all know how that goes. Dyno variance is just one of those things.
I'm more curious about pressures though, as I've been running a lot more (usually 36-38 hot at MSR-C). Did you guys determine your pressures with a pyrometer or from lap times?
I'm more curious about pressures though, as I've been running a lot more (usually 36-38 hot at MSR-C). Did you guys determine your pressures with a pyrometer or from lap times?
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03-11-2015, 12:31 PM
#167
I settled on a hot pressure of 25psi mostly on visual cues and feeling. The tire just wasn't rolling over to the outside arrows at all. Also pyro readings for me show high temps on inside edge, I think I need an alignment and slightly less camber. On Hoosiers and NT01's I've always had issues with outside edge wear but with the RC1 it has been wearing faster on the inside edge even with low pressures, and the rollover wear is still like a quarter inch from touching the arrows on the outside.
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03-11-2015, 01:20 PM
#168
I was every bit as compliant as you were since you ran over your HP cap as well. I was just unlucky that I was put on the dyno first before they decided to change the rules to prevent more people from getting disqualified, after it was proven that the dyno was reading 5 to 10% higher in some instances than the local one we were instructed to use for classing.
Leaving out information like that just makes me sound like I was cheating on purpose. I prepared the car to be legal to the best of my abilities.
That being said, I'm frustrated with the Maxxis contingency program because I've been waiting on tires for about two months now.
Leaving out information like that just makes me sound like I was cheating on purpose. I prepared the car to be legal to the best of my abilities.
That being said, I'm frustrated with the Maxxis contingency program because I've been waiting on tires for about two months now.
In another thread, I had mentioned it was MCE dyno. almost all the TT/PT racers on this forum know that name and the history of it.
True, i was non-compliant as well on Sunday, and true, it happened after the fact that the rules were modified. However, an opportunity was given to ALL competitors to add weight to their car to remain compliant if you were already DQ'ed. They gave you/everyone else a chance to reclaim what was rightfully theirs/yours. You (and your dad) chose to withdraw for the rest of the weekend [understandable emotions and in protest of the dyno being there] instead of trying to add weight to the car and a chance at getting times/records/contigency winnings/etc. You going out in the last TT session to try to get a time without proving you made changes to your car and slide past the ruling was a bit of a dick move to everyone in our class and to the officials--that was on purpose.
I also understand the amount of weight to add was somewhere in the ballpark of 100 lbs, but it was possible, as we added over 135 lbs in conventional and unconventional ways, we even taped the air filter for those that want to know. Tech allowed it, we ran our times--we did what was necessary. Another competitor in another class was DQ'ed and he upclassed and still won. Again, doing what was necessary. He and our team were [apparently] the only ones who decided to take advantage of the ruling to safeguard the weekend.
I had just as much chance as getting pulled as you did, same with any other competitor. Yes, we may have been compliant on local dynos, we've known for the last 3-4 weeks prior to the event start that MCE's dyno would be there, we all knew that it had a high chance of blowing numbers. Putting the car up on the trailer to avoid a dyno compliance check at Chuckwalla was sneaky, but I didnt care since we were still learning the new setup of our car and we were no where near the times you ran. Not so say you were cheating because yea I know your car and its 100% legal, but to an official, whether they are close friends of ours or in another region, looks pretty shady--you cant say that pulling that move didnt put a target on you for the next event. My teammate and I had formulated ideas, what if's, on what to do for this coming weekend had SHTF, something a few people/teams werent expecting obviously. Plan A--run the car as classed-- and Plan B--IF DQ'd, weigh [no pun intended] our options, add weight to car until compliant, just as if it happened at Nationals--and obviously, this wasnt Nationals, but a good percentage of our TT/PT/ST competitors go to Nationals. Thats why we took a 7 point hit on classing to get the car where it was. Chess moves.
Hell yes, we wouldve been pissed off also had we been DQ'ed, but we wouldve pulled up our pants, laced up the shoes and continued on the way and figured out other ways to run, without screwing over other competitors out of contingency winnings (whether we've received them or not) in class on Sunday...I didnt want my 1st 1st place TT win like this given what happened over the weekend, but again, everyone was given the opportunity(ies) to get what was theirs.
Easy Aaron. I didn't see anything accusatory in Jay's E-mail. All he said was DQ'd for dyno non-compliance. We all know how that goes. Dyno variance is just one of those things.
I'm more curious about pressures though, as I've been running a lot more (usually 36-38 hot at MSR-C). Did you guys determine your pressures with a pyrometer or from lap times?
I'm more curious about pressures though, as I've been running a lot more (usually 36-38 hot at MSR-C). Did you guys determine your pressures with a pyrometer or from lap times?
From my understanding and hearings from around the paddock, seems as if this tire/compound doesnt like to be on heavy cars for more than a few laps.
Last edited by JSpeed6; 03-11-2015 at 01:36 PM.
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03-11-2015, 02:26 PM
#169
My apologies. Since I left out info...
In another thread, I had mentioned it was MCE dyno. almost all the TT/PT racers on this forum know that name and the history of it.
True, i was non-compliant as well on Sunday, and true, it happened after the fact that the rules were modified. However, an opportunity was given to ALL competitors to add weight to their car to remain compliant if you were already DQ'ed. They gave you/everyone else a chance to reclaim what was rightfully theirs/yours. You (and your dad) chose to withdraw for the rest of the weekend [understandable emotions and in protest of the dyno being there] instead of trying to add weight to the car and a chance at getting times/records/contigency winnings/etc. You going out in the last TT session to try to get a time without proving you made changes to your car and slide past the ruling was a bit of a dick move to everyone in our class and to the officials--that was on purpose.
I also understand the amount of weight to add was somewhere in the ballpark of 100 lbs, but it was possible, as we added over 135 lbs in conventional and unconventional ways, we even taped the air filter for those that want to know. Tech allowed it, we ran our times--we did what was necessary. Another competitor in another class was DQ'ed and he upclassed and still won. Again, doing what was necessary. He and our team were [apparently] the only ones who decided to take advantage of the ruling to safeguard the weekend.
I had just as much chance as getting pulled as you did, same with any other competitor. Yes, we may have been compliant on local dynos, we've known for the last 3-4 weeks prior to the event start that MCE's dyno would be there, we all knew that it had a high chance of blowing numbers. Putting the car up on the trailer to avoid a dyno compliance check at Chuckwalla was sneaky, but I didnt care since we were still learning the new setup of our car and we were no where near the times you ran. Not so say you were cheating because yea I know your car and its 100% legal, but to an official, whether they are close friends of ours or in another region, looks pretty shady--you cant say that pulling that move didnt put a target on you for the next event. My teammate and I had formulated ideas, what if's, on what to do for this coming weekend had SHTF, something a few people/teams werent expecting obviously. Plan A--run the car as classed-- and Plan B--IF DQ'd, weigh [no pun intended] our options, add weight to car until compliant, just as if it happened at Nationals--and obviously, this wasnt Nationals, but a good percentage of our TT/PT/ST competitors go to Nationals. Thats why we took a 7 point hit on classing to get the car where it was. Chess moves.
Hell yes, we wouldve been pissed off also had we been DQ'ed, but we wouldve pulled up our pants, laced up the shoes and continued on the way and figured out other ways to run, without screwing over other competitors out of contingency winnings (whether we've received them or not) in class on Sunday...I didnt want my 1st 1st place TT win like this given what happened over the weekend, but again, everyone was given the opportunity(ies) to get what was theirs.
As far as our pressures/testing, it was both visually with marking the sidewalls at/near the triangle marking, and finding just the right pressures with the sidewall rolling over (that took a day/4 sessions) as well as with a pyrometer after the above was done. My alignment is slightly out of wack at the moment, but corner balanced if it matters. My car is pretty light to begin with, classed at 2215 min, car usually runs at 2250ish on scales with 1/3 tank.
From my understanding and hearings from around the paddock, seems as if this tire/compound doesnt like to be on heavy cars for more than a few laps.
In another thread, I had mentioned it was MCE dyno. almost all the TT/PT racers on this forum know that name and the history of it.
True, i was non-compliant as well on Sunday, and true, it happened after the fact that the rules were modified. However, an opportunity was given to ALL competitors to add weight to their car to remain compliant if you were already DQ'ed. They gave you/everyone else a chance to reclaim what was rightfully theirs/yours. You (and your dad) chose to withdraw for the rest of the weekend [understandable emotions and in protest of the dyno being there] instead of trying to add weight to the car and a chance at getting times/records/contigency winnings/etc. You going out in the last TT session to try to get a time without proving you made changes to your car and slide past the ruling was a bit of a dick move to everyone in our class and to the officials--that was on purpose.
I also understand the amount of weight to add was somewhere in the ballpark of 100 lbs, but it was possible, as we added over 135 lbs in conventional and unconventional ways, we even taped the air filter for those that want to know. Tech allowed it, we ran our times--we did what was necessary. Another competitor in another class was DQ'ed and he upclassed and still won. Again, doing what was necessary. He and our team were [apparently] the only ones who decided to take advantage of the ruling to safeguard the weekend.
I had just as much chance as getting pulled as you did, same with any other competitor. Yes, we may have been compliant on local dynos, we've known for the last 3-4 weeks prior to the event start that MCE's dyno would be there, we all knew that it had a high chance of blowing numbers. Putting the car up on the trailer to avoid a dyno compliance check at Chuckwalla was sneaky, but I didnt care since we were still learning the new setup of our car and we were no where near the times you ran. Not so say you were cheating because yea I know your car and its 100% legal, but to an official, whether they are close friends of ours or in another region, looks pretty shady--you cant say that pulling that move didnt put a target on you for the next event. My teammate and I had formulated ideas, what if's, on what to do for this coming weekend had SHTF, something a few people/teams werent expecting obviously. Plan A--run the car as classed-- and Plan B--IF DQ'd, weigh [no pun intended] our options, add weight to car until compliant, just as if it happened at Nationals--and obviously, this wasnt Nationals, but a good percentage of our TT/PT/ST competitors go to Nationals. Thats why we took a 7 point hit on classing to get the car where it was. Chess moves.
Hell yes, we wouldve been pissed off also had we been DQ'ed, but we wouldve pulled up our pants, laced up the shoes and continued on the way and figured out other ways to run, without screwing over other competitors out of contingency winnings (whether we've received them or not) in class on Sunday...I didnt want my 1st 1st place TT win like this given what happened over the weekend, but again, everyone was given the opportunity(ies) to get what was theirs.
As far as our pressures/testing, it was both visually with marking the sidewalls at/near the triangle marking, and finding just the right pressures with the sidewall rolling over (that took a day/4 sessions) as well as with a pyrometer after the above was done. My alignment is slightly out of wack at the moment, but corner balanced if it matters. My car is pretty light to begin with, classed at 2215 min, car usually runs at 2250ish on scales with 1/3 tank.
From my understanding and hearings from around the paddock, seems as if this tire/compound doesnt like to be on heavy cars for more than a few laps.
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03-11-2015, 02:40 PM
#170
not sure if i specified i was on 205's yet, but yea im on 205's. that size would be ok for your car in DE, but for long term/longevity/down the road if you want to go to competition and/or be faster at that weight, id recommend the 225's.
on the other hand, rs3's are already 225s and are cheaper priced and can be used as DD tires to boot and a good tire in the rain compared to the NT and RC, have almost the same grip feel as them for the first few laps, but do get greasy faster and heat cycle out faster in my experience with them.
All those tires are good choices, just depends on what you want out of them in the end.
on the other hand, rs3's are already 225s and are cheaper priced and can be used as DD tires to boot and a good tire in the rain compared to the NT and RC, have almost the same grip feel as them for the first few laps, but do get greasy faster and heat cycle out faster in my experience with them.
All those tires are good choices, just depends on what you want out of them in the end.
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03-11-2015, 04:08 PM
#171
As far as our pressures/testing, it was both visually with marking the sidewalls at/near the triangle marking, and finding just the right pressures with the sidewall rolling over (that took a day/4 sessions) as well as with a pyrometer after the above was done. My alignment is slightly out of wack at the moment, but corner balanced if it matters. My car is pretty light to begin with, classed at 2215 min, car usually runs at 2250ish on scales with 1/3 tank.
From my understanding and hearings from around the paddock, seems as if this tire/compound doesnt like to be on heavy cars for more than a few laps.
From my understanding and hearings from around the paddock, seems as if this tire/compound doesnt like to be on heavy cars for more than a few laps.
Front position (currently): when first rotated, had 8 cycles on the rear, currently 19 on the fronts.
Rear position (currently): when first rotated, had 8 on the fronts, 19 on the rears.
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04-15-2015, 01:47 PM
#173
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Emilio or others – any direct comparisons in lap times between the 225 and 245 on a 9? Consensus seems to be stick with the 225 for a 9, which is why I went that route with the RC-1s (same as NT01s and Rivals I’ve run, like all of you). And obviously the 245 is happier on a 10. But is the 245 on a 9 faster than a 225 on a 9, even if the sidewall is a bit sloppier?
Also, we’re talking about a setup making 232whp/183wtq N/A. Since this car isn’t currently built for a specific class (yet) and is still a “street” car and demo car, I’m not sold on putting 10s on the car sooner than I have to. Once a built motor is in the car that may be a different story.
Big thanks to Emilio for working to bring these tires to market for the last few years.
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04-15-2015, 02:06 PM
#174
Dunno delta. Kinda asking the wrong question though. You're not competing so the correct question is "which is more fun?"
Radials steer and wear better on the right size wheel. Feel floppy and imprecise on the wrong size wheel. I'd stick with the 225's until you man up and put 10's under it.
Radials steer and wear better on the right size wheel. Feel floppy and imprecise on the wrong size wheel. I'd stick with the 225's until you man up and put 10's under it.
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04-15-2015, 02:08 PM
#175
Dunno delta. Kinda asking the wrong question though. You're not competing so the correct question is "which is more fun?"
Radials steer and wear better on the right size wheel. Feel floppy and imprecise on the wrong size wheel. I'd stick with the 225's until you man up and put 10's under it.
Radials steer and wear better on the right size wheel. Feel floppy and imprecise on the wrong size wheel. I'd stick with the 225's until you man up and put 10's under it.
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04-15-2015, 02:27 PM
#178
with the fresh motor i got, i might as well be... went out last week to do some break n miles. stomped on it @60mph and the tires didn't even try to hold on. JB Racing engines did a great job
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04-15-2015, 02:27 PM
#179
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Dunno delta. Kinda asking the wrong question though. You're not competing so the correct question is "which is more fun?"
Radials steer and wear better on the right size wheel. Feel floppy and imprecise on the wrong size wheel. I'd stick with the 225's until you man up and put 10's under it.
Radials steer and wear better on the right size wheel. Feel floppy and imprecise on the wrong size wheel. I'd stick with the 225's until you man up and put 10's under it.
10s will happen, no question there. Just other priorities first
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04-15-2015, 02:28 PM
#180
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Right. I mean, I know Emilio has some quick cars, but I don't believe there's a 500hp LS Miata in his stable right now to test which would be faster at that power level.
Do it!
Do it!
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