Originally Posted by joyrider (Post 1209535)

I'm curious to know how many time Supermiata driver's tires last...

Anyone willing to share some data even though they we're 205 ?

Originally Posted by JSpeed6 (Post 1213413)

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.

Originally Posted by Arca_ex (Post 1213875)

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.

Originally Posted by hornetball (Post 1213877)

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?

Originally Posted by JSpeed6 (Post 1213902)

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.

Originally Posted by JSpeed6 (Post 1213902)

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.

Originally Posted by emilio700 (Post 1199696)

Kinda. Also tire clearance. Personally, I wouldn't bother shoehorning the 245's onto 9's long term either.

I'd stick with 225's on 9's for road course use up to about 200whp. For autocross though, contact patch is king regardless of hp.

Originally Posted by emilio700 (Post 1223890)

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.

Originally Posted by OGRacing (Post 1223891)

i'll ask the question. i got 500hp and it's blowing the tires off any time i get near the power band. i got 15x9. 225 or 245?

Originally Posted by turbofan (Post 1223894)

^sounds like you're just the man to test it for us!

Originally Posted by emilio700 (Post 1223890)

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.