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I already have multiple sets of 6UL's for my miatas, so I voted COTO. Increased brake clearances with the same strength sounds like all bonus to me. I am also trying to pick up an MR2 Spyder soon to use as a track car, so I want to see how wide of 15's I can fit on it. I see people fitting 15x9's and saying there is room for more, but I don't see them put on 15x10's. Any idea on what kind of offset would fit? Perhaps some 15x9.5's would be perfect. The offsets needed on NA/NB and the Spyders seem basically the same. Either that, or just because that is what is easily available.
I already have multiple sets of 6UL's for my miatas, so I voted COTO. Increased brake clearances with the same strength sounds like all bonus to me. I am also trying to pick up an MR2 Spyder soon to use as a track car, so I want to see how wide of 15's I can fit on it. I see people fitting 15x9's and saying there is room for more, but I don't see them put on 15x10's. Any idea on what kind of offset would fit? Perhaps some 15x9.5's would be perfect. The offsets needed on NA/NB and the Spyders seem basically the same. Either that, or just because that is what is easily available.
We haven't scanned a ZZW30 wheel well and brake yet. If you know of anyone with a stocker in Socal, send them our way. We'll make it worth their while. Last time we looked into that fitment, we settled on 15x8 front, 15x9 rear. The new wheels will both be 2mm lower offset than previous 6UL's.
We haven't scanned a ZZW30 wheel well and brake yet. If you know of anyone with a stocker in Socal, send them our way. We'll make it worth their while. Last time we looked into that fitment, we settled on 15x8 front, 15x9 rear. The new wheels will both be 2mm lower offset than previous 6UL's.
Yeah, I noticed the offsets now are slightly lower than previous 6UL's. I got in contact with AJ at Relentless Racing and he said that he has several Spyders you could scan. He is in Redondo Beach.
There will certainly be Porsche owners that are OK with a wheel that doesn't have maximum concavity or the lowest weight. Still looks hot. For those that are looking for a fully optimized and platform specific fitment though, it will require a new tool. We will see how the market develops for us.
There will certainly be Porsche owners that of OK with a wheel that doesn't have maximum concavity or the lowest weight. Still looks hot. For those that are looking for a fully optimized and platform specific fitment though, it will require a new tool. We will see how the market develops for us.
I've found Porsche owners to be either absolutely clueless and have the dealer do everything -- even replace motors at ~20K just because -- or they know everything.
The community on rennlist kinda reminds me of m.net like circa 2000. Just buy Koni Sports and Randall Intake sort of replies.
teaser..
15x9 +34 Coto. CAD screen cap. Clears our BX1175. There will be some detail changes to the barrel and rear flange before production, but the look should hold.
Cap is flat aluminum, flush with hub well. Same design language as 6UL, spoke pattern emulated but with spokes attached to flange instead of drop center. Bunch more brake clearance.
Rough weight? Would honestly love it if it were a lb heavier than a 6ul
Strength to weight ratio of the Coto is about the same as the 6UL, so it should weight about the same in a given fitment.
Coto is my favorite too. 6UL looks hot in low offset fitments but loses some appeal in higher offset fitments when the lip gets small and spokes get more curved for caliper clearance.
Much wheel nerdery (sorry) We no longer begin each design with weight targets as our starting point. Everything we do now is based on our proprietary cornering fatigue life, stiffness and bend resistance targets. There are other standards to be met but we know these are the key metrics for an LHP wheel. Lots of rear flange, spoke profile, milling, machining, barrel shape and dimension variants evaluated. The result of bringing all the wheel design in house (previously done by factory), is that we have been able to make significant optimizations of strength to weight ratio. Our best rear flange design adds about 2.2% mass but increases radial bend resistance by about 21%. Tweaking barrel dimensions results in similar gains in bend resistance and mass gains. The final flange and barrel specs will be a balance of the two as one affects the other. The frontside improvements in the hub pad and spoke and barrel areas earn us a "weight credit" that gets spent on the backside flange to increase bend resistance. If we have a weight target now, it's to be around the weight of other market options but a bunch stronger. We quantify that by actually buying those wheels and killing them in the lab. Sad to see a brand new but cracked RPF1 with dye penetrant all over it, but it's key and invaluable insight. Our suppliers never pursued optimization to nearly the extent that we now have during these few years of G5 development. It's a step change for us.
We lab tested our first 18" Coto prototypes early 2022. Results matched our FEA to a large degree. Weight competitive with other high end forged and flow formed wheels in that segment but at (830kg) 20% higher than VIA load standard & 800~1M+ cycles. We've have continued to evolve the designs since that test so we're really excited to roll out the new stuff. Our new wheels are built to a safety factor of ~4.0 and 10% higher load, depending on variant. So 500k+ cornering fatigue cycles that JWL requires 100k to pass. That's roughly the same safety factor as the tough TUV standard. 15" 4x100 (cornering) JWL load is 500kg, which our discontinued G4 15x9 wheel averaged ~150k. New wheel goes about 500k-1m cycle at 550kg. In fact, every new wheel we offer will be 10% over JWL/VIA at 500k-1m cycles with almost no weight gain. We built our brand on frequently having the lightest wheel in certain fitments. That taught us (and the rest of the industry) that JWL/VIA standards, even when exceeded, don't always support the way the wheels will get used. Nor will those standards meet customer expectations of an affordable LHP (Light High Performance) cast wheel that's lighter than OEM, 2" wider, lasts forever track days and never bends.
We recently lab tested a 15x8 Heliogram and RPF1 @ 550kg. Our discontinued G4 15x8 500kg rated wheel tested at 500kg went an average of 40% more test cycles than either, the caveat being the lower test load. What was interesting is the RPF1 is rated at 500kg but tested a bit better than the VIA 550kg rated Heliogram despite being a whopping 1.2lbs lighter. The Heliogram is a neat wheel but we love the RPF1. It's pretty, cleverly engineered and manufactured using the cutting edge (and expensive) tilt cast + flow form process. Strength to weight ratio is exemplary. Much mass reduction is gained by the RPF1's stepped, smaller diameter barrel but at the cost of brake clearance. No free lunch. The Heliogram has way more brake clearance than the RPF1. It's important to note that the Heliogram cost about half of the RPF1. The Heliogram, like all Konigs/ Advantis, and pretty much every other cast wheel on the market are gravity cast- flow form. Our G2/3/4 wheels were one of the scant few low pressure cast options. Our new wheels are gravity cast - flow form and we're developing tilt cast- flow form for some future larger diameter fitments. Apex did a neat experiment where they tested 20 wheels at gradually increasing loads per wheel. That generates a neat load vs fatigue life curve. Cool idea so we plan to do the same.
For stiffness, there is no industry standard or metric. So we designed and are currently building our own test rig to quantify just how much deflection and camber loss a wheel sees at 1.5g. We can determine what our wheels do in CAD but without any visibility on what our competitors wheels do. Thus the test rig. We buy other wheels to evaluate on our stiffness tester. Then lab test for cornering fatigue, cut them apart to 3D scan the shape so we have a CAD model. I'd like to be able to publish some data on the relative camber loss of several different wheels in the same fitment. We'll see how that data evolves.
Final weight of the 15x9 Coto showed here, dunno yet. Mass properties are still well below the old G4 so we will spend that "weight credit" on adding more strength before production. We'll always publish final weights any pre-order page when the time comes. Expect most legacy fitments to gain 2-4% mass and be roughly 2-3x stronger in our key metrics of cornering fatigue, cornering stiffness and bend resistance and at higher load ratings. Some variants will actually be lighter than before.
15x8 RPF1 tested at 550kg 279k cycles (wheel rated at 500kg so this is impressive)
12-07-2022, 07:36 PM
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