Maxxis VR-1 245/40/15
05-17-2016, 09:52 PM
#383
Well this car is not track worthy nor the driver that owns it lol. After much research and deliberation my son and I agreed that the 6UL 15x9 is "the" rim and the Maxxis 245 is "the" tire. The "Instigator" may not like this but trust me what won't win in the tracks will win the hearts of the would be racers. In my streets and the canyons up in Tahoe this FFS Supercharged and AFCO cushioned 99 10th AE is a capable carver. Now with this Charcoal 6UL 15x9 and a stricky Maxxis 245, she will be a monster. That's all we do for now......................we're not worthy but we got a little bit of play money so here she is.........
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05-17-2016, 10:02 PM
#384
You have the current 2015 tire. 2016 is still not in stock in any size. Mine were test tires and I had to mark them so as not to get confused. They did have build dates two weeks apart, but that was irrelevant.
Per one of TR's higher-up's:
Further, in first-hand convo with TR on Saturday during the One Lap skid pad event, the running changes will appear in each affected size as existing stock is sold-out. This is typical for running changes made in the tire market.
You are confused. That aero-drag comparo was between the 245 VR1 on 9 and 10" wide wheels. Since the extra wheel width is entirely outward, the tire sticks out further into the airstream. That's why I love running dataloggers, 'cuz you find stuff like that. Surprised me how big of a deal it was.
Per one of TR's higher-up's:
Further, in first-hand convo with TR on Saturday during the One Lap skid pad event, the running changes will appear in each affected size as existing stock is sold-out. This is typical for running changes made in the tire market.
You are confused. That aero-drag comparo was between the 245 VR1 on 9 and 10" wide wheels. Since the extra wheel width is entirely outward, the tire sticks out further into the airstream. That's why I love running dataloggers, 'cuz you find stuff like that. Surprised me how big of a deal it was.
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05-30-2016, 12:48 PM
#389
Newb
Join Date: Oct 2010
Posts: 12
Total Cats: 4
Maxxis Support maxxissupport@maxxis.com via mailgun.org May 27 (3 days ago)
Thank you for your request. We show that this item has shipped from the factory so should be available to purchase again within 10 to 15 days. Please check back with us again at your convenience or in the e-store for availability.
Best regards,
Your Maxxis Support Team
--
Maxxis International – USA
Email: MaxxisSupport@maxxis.com | Web: maxxis.com
--
Thank you for your request. We show that this item has shipped from the factory so should be available to purchase again within 10 to 15 days. Please check back with us again at your convenience or in the e-store for availability.Best regards,
Your Maxxis Support Team
--
Maxxis International – USA
Email: MaxxisSupport@maxxis.com | Web: maxxis.com
--
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05-30-2016, 12:52 PM
#390
Newb
Join Date: Oct 2010
Posts: 12
Total Cats: 4
From a Maxxis Support email three days ago:
Originally Posted by Maxxis_Support
Thank you for your request. We show that this item has shipped from the factory so should be available to purchase again within 10 to 15 days. Please check back with us again at your convenience or in the e-store for availability.
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06-01-2016, 09:32 PM
#392
Do you know if they are going to be readily available for the rest of the year or are they going to go out of stock towards the end of the summer until next season like the RS-3s do? I put about 2200 miles on mine in 10 driving days going to Miatas in May down in Travelers Rest SC and ZdayZ at the Tail of the Dragon and they are now down to about 50-60% tread. I still have the Miatas at the Gap, Miatas in Boone, and Fall in Fontana events plus how ever many impromtu mountain runs I do in between this season.
BTW, they are the best street tires I've ever run on my car, love them!
BTW, they are the best street tires I've ever run on my car, love them!
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06-02-2016, 08:11 AM
#396
Junior Member
Join Date: Nov 2006
Posts: 290
Total Cats: 183
Rain is such a tricky thing to describe and test, as many factors come into play:
- depth of water (damp, standing, deep puddling),
- consistency of depth (puddles, deep running),
- texture of surface (smooth, irregular rough, brushed/grooved)
- ambient temperature
- Speeds
- length of activity (autocross run, time trail lap, full session, enduro)
As in the dry, compound is the primary contributor to grip...and optimized racing tire compounds are compromised to be better than street tires within certain active heat ranges. In the case of a dedicated wet, the tiremaker can go way softer vs a dry tire because the water will constantly cool the compound off. That said, there is a limit and if ambients are cold enough, and sessions short enough, the compound will be outside of its active range during use. Normal street tires compromise the other way, with a way larger range of active temperature but lower overall grip. The latest round of 200tw street tires have blurred that line somewhat, landing somewhere in the middle.
A great example of this was at One Lap this year, where we had quite a bit of rain of varying amounts throughout the first part of the week. At the wet skid pad (high 40's ambient), everyone on RE71R's was tightly grouped in the middle of the pack regardless of car/driver, and everyone in front was on Michelin PSS. At the rear of the field were those that chose the Z06-spec PSS ZP run-flat with the trick Sport Cup 2-like compound. It had nothing to do with depth of water, as the cars were not hydroplaning. It was totally temperature based. I was on Bridgestones and the grip simply was not there even at a speed of 40 mph.
This also played out at the next couple of tracks in New England. Once we got further south (NCM), the RE71R drivers moved up even in the rain, because it was 70's ambient. Then it dried for the rest of the week, and the PSS folks were at a disadvantage.
Hydroplaning is what everyone thinks about with rain tires, and it is indeed a factor, especially on the track. Hydroplane resistance is all about speed, tread design evacuation properties, and tire pressure (too little is bad). Width of tire is also a negative contributor as it affects the evacuation properties due to change of contact patch shape (size of patch does not change). Like a hull on a boat, a thin one slices through the water better. And the faster you go, the more the boat wants to ride on top of the water rather than slice through it. So the hydroplane resistance on track is way different than at a typical autocross.
So I would bet money that there is a temperature below which the 245 VR1 is faster than either the 225 or 205 H20...and it's probably somewhere in the low 40's...for a single autocross run or time trial lap..in more-than-damp water. But if the water was deep enough, and speeds high enough, the 225 or even 205 VR1 might be faster than the 245.
Back when I was serious about national autocross, I used to bring two sets of rains. One for deep and/or colder conditions, and another for damp/warmer. Full wets and intermediates, effectively.
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06-02-2016, 03:56 PM
#397
Senior Member
iTrader: (1)
Join Date: Jan 2011
Location: Chattanooga, Tn
Posts: 1,234
Total Cats: 283
I agree with Andrew and Emilio, though not totally. Wall of text ensues...
Rain is such a tricky thing to describe and test, as many factors come into play:
As in the dry, compound is the primary contributor to grip...and optimized racing tire compounds are compromised to be better than street tires within certain active heat ranges. In the case of a dedicated wet, the tiremaker can go way softer vs a dry tire because the water will constantly cool the compound off. That said, there is a limit and if ambients are cold enough, and sessions short enough, the compound will be outside of its active range during use. Normal street tires compromise the other way, with a way larger range of active temperature but lower overall grip. The latest round of 200tw street tires have blurred that line somewhat, landing somewhere in the middle.
A great example of this was at One Lap this year, where we had quite a bit of rain of varying amounts throughout the first part of the week. At the wet skid pad (high 40's ambient), everyone on RE71R's was tightly grouped in the middle of the pack regardless of car/driver, and everyone in front was on Michelin PSS. At the rear of the field were those that chose the Z06-spec PSS ZP run-flat with the trick Sport Cup 2-like compound. It had nothing to do with depth of water, as the cars were not hydroplaning. It was totally temperature based. I was on Bridgestones and the grip simply was not there even at a speed of 40 mph.
This also played out at the next couple of tracks in New England. Once we got further south (NCM), the RE71R drivers moved up even in the rain, because it was 70's ambient. Then it dried for the rest of the week, and the PSS folks were at a disadvantage.
Hydroplaning is what everyone thinks about with rain tires, and it is indeed a factor, especially on the track. Hydroplane resistance is all about speed, tread design evacuation properties, and tire pressure (too little is bad). Width of tire is also a negative contributor as it affects the evacuation properties due to change of contact patch shape (size of patch does not change). Like a hull on a boat, a thin one slices through the water better. And the faster you go, the more the boat wants to ride on top of the water rather than slice through it. So the hydroplane resistance on track is way different than at a typical autocross.
So I would bet money that there is a temperature below which the 245 VR1 is faster than either the 225 or 205 H20...and it's probably somewhere in the low 40's...for a single autocross run or time trial lap..in more-than-damp water. But if the water was deep enough, and speeds high enough, the 225 or even 205 VR1 might be faster than the 245.
Back when I was serious about national autocross, I used to bring two sets of rains. One for deep and/or colder conditions, and another for damp/warmer. Full wets and intermediates, effectively.
Rain is such a tricky thing to describe and test, as many factors come into play:
- depth of water (damp, standing, deep puddling),
- consistency of depth (puddles, deep running),
- texture of surface (smooth, irregular rough, brushed/grooved)
- ambient temperature
- Speeds
- length of activity (autocross run, time trail lap, full session, enduro)
As in the dry, compound is the primary contributor to grip...and optimized racing tire compounds are compromised to be better than street tires within certain active heat ranges. In the case of a dedicated wet, the tiremaker can go way softer vs a dry tire because the water will constantly cool the compound off. That said, there is a limit and if ambients are cold enough, and sessions short enough, the compound will be outside of its active range during use. Normal street tires compromise the other way, with a way larger range of active temperature but lower overall grip. The latest round of 200tw street tires have blurred that line somewhat, landing somewhere in the middle.
A great example of this was at One Lap this year, where we had quite a bit of rain of varying amounts throughout the first part of the week. At the wet skid pad (high 40's ambient), everyone on RE71R's was tightly grouped in the middle of the pack regardless of car/driver, and everyone in front was on Michelin PSS. At the rear of the field were those that chose the Z06-spec PSS ZP run-flat with the trick Sport Cup 2-like compound. It had nothing to do with depth of water, as the cars were not hydroplaning. It was totally temperature based. I was on Bridgestones and the grip simply was not there even at a speed of 40 mph.
This also played out at the next couple of tracks in New England. Once we got further south (NCM), the RE71R drivers moved up even in the rain, because it was 70's ambient. Then it dried for the rest of the week, and the PSS folks were at a disadvantage.
Hydroplaning is what everyone thinks about with rain tires, and it is indeed a factor, especially on the track. Hydroplane resistance is all about speed, tread design evacuation properties, and tire pressure (too little is bad). Width of tire is also a negative contributor as it affects the evacuation properties due to change of contact patch shape (size of patch does not change). Like a hull on a boat, a thin one slices through the water better. And the faster you go, the more the boat wants to ride on top of the water rather than slice through it. So the hydroplane resistance on track is way different than at a typical autocross.
So I would bet money that there is a temperature below which the 245 VR1 is faster than either the 225 or 205 H20...and it's probably somewhere in the low 40's...for a single autocross run or time trial lap..in more-than-damp water. But if the water was deep enough, and speeds high enough, the 225 or even 205 VR1 might be faster than the 245.
Back when I was serious about national autocross, I used to bring two sets of rains. One for deep and/or colder conditions, and another for damp/warmer. Full wets and intermediates, effectively.
The A6 was "decent" in damp conditions.
On a light car. The A7 is HORRIBLE in the damp. Once the surface has changed color....with A7s....you are a passanger...might as well unhook the wheel. We find ourselves driving from "dry patch to dry patch" rather than following anything that resembles a "line."
The H20 is a good "full wet" choice. But for damp conditions where there isnt standing water over most of the course...or for certain temperature conditions...I'm betting that a tire like the Maxis(IE fast current crop of street tires) has the potential to be faster than the A7 or H20.
Just looking for a data point....but it doesn't sound like one exisits yet
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06-03-2016, 09:52 AM
#398
Junior Member
Join Date: Nov 2006
Posts: 290
Total Cats: 183
The H20 is a good "full wet" choice. But for damp conditions where there isnt standing water over most of the course...or for certain temperature conditions...I'm betting that a tire like the Maxis(IE fast current crop of street tires) has the potential to be faster than the A7 or H20.
Just looking for a data point....but it doesn't sound like one exisits yet
Just looking for a data point....but it doesn't sound like one exisits yet
Empirical results suggest that A7 compound runs at a bit higher temp than the A6 compound...trading off some basic softness for better longevity.
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06-20-2016, 09:32 PM
#399
I really, really like these tires for the mountain driving we do around NC/SC/TN. This is how mine are looking after 2200 miles. Approximately 730 miles of that was on the highway getting back and forth to Miatas in May in SC and ZdayZ at the Dragon and the rest were 'spirited driving' in the twisties.
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06-24-2016, 02:54 AM
#400
Elite Member
Join Date: Jul 2005
Location: Anacortes, WA
Posts: 2,478
Total Cats: 144
I ran my H20's for 3 runs in may. then wrapped them back up. took them out to run an all day wet event in october 55-60 degree F day.. I found I could run about a second faster on a set of 205 contenental DW than I could on the H20's.
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