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collinskl1

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collinskl1 last won the day on July 19

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  1. Here's a similar video. In terms of temperature, I would think that a rim width change would have a more direct impact on carcass temperature than the tread. Of course, they're related - but we commonly reference tread temperatures when talking about tire temperatures. I suppose it is possible that a tire could run at a lower temperature on a wider rim width, as it could tend to have less deflection in the sidewall as it runs.
  2. Do you have any guidelines or rules of thumb for fender vents (the louvered kind above the wheel well), as they relate to splitter ramps or tunnels? Let's assume a car has a splitter and the radiator is ducted from the air dam and exhausted through the hood. Do fender vents do much on their own? Are they required to maximize the effectiveness of splitter ramps? What about the cars seen that have the fender cut off behind the wheel well - does that do anything significant?
  3. I wouldn't say the low aspect ratio is a direct contributor to faster wear, but it could lead to a more responsive steering feel and/or saturating the available grip quicker than the rear tire loads up - which would support my understeer and sliding the front theory.
  4. I would doubt they used different compounds front to rear for the ACR tires - in my experience, I've never seen that before, including staggered fitments. I wonder how much the front wear might be accelerated by hamfisted driving, understeering in corners, etc. If I recall correctly, the ACR is a 295/355 stagger. That seems like a small tire for a relatively heavy front engine car (at least compared to the 355 rear). Camaro sizes are staggered by 20 mm at 285/305 on the ZL1 and 305/325 for the ZL1 1LE, and the C7 z06 was 285/335.
  5. This is a gross oversimplification - but in general - nothing would prevent a tire from being run on either axle of a car. The vast majority of cars are designed with square fitments in mind, and the tire's characteristics need to be suited for balanced performance and predictable handling as a package on both ends of the car. A few of those characteristics would be cornering stiffness, other force and moment metrics, various spring rates of the tire (lateral, longitudinal, torsional), and many many more. I work in original equipment tires, so all my tires are specifically engineered for their unique application and performance targets. An aftermarket or replacement tire is engineered to give acceptable performance on a broader range of vehicles. The tires we use for our racing fall into that second category. Staggered fitments are sometimes more complicated, but allow separate tuning of the front and rear of the vehicle. There isn't a such thing as front tire design vs rear tire design, per se - again, nothing would prevent a tire designed for the rear of a staggered fitment car to work on the front of another car - it just might not be optimal for handling. Sometimes, a certain tire construction can yield performances on a car that are non-linear... for example, if the tire on the front of the car is very responsive but the tire on the rear is more lazy or lags in response, you would feel the front of the car turn in quickly, then with a slight delay the rear of the car would "catch up" which wouldn't feel right, or potentially could unsettle the chassis. My gut tells me that the rear ACR tire anecdotally wears better because it is so much bigger than the front tire.
  6. For my homebrew splitters, I just paint the plywood and I'm seeing enough weather resistance to outlast whatever brings the blade to meet its demise (usually off track) so anything additional that adds cost is a negative to me.
  7. Heavier duty cover - perhaps custom made by a boat cover upholsterer. Boats are towed all the time with covers that span from the windshield to the rear seat and flap like crazy.
  8. Thought question: Would it be better for the rules to specify different point values for single and dual element wings, or to only allow single element wings?
  9. Agreed - it's no different than if some team tried to pull a fast one and run R7s for a stint or two today.
  10. They’re in the noise on pace with the fast tires and wear longer. Sizing isn’t great for more typical champcars, but there are several wider and taller sizes that could work on big cars.
  11. The Michelin Pilot Sport 4S is considered by many to be the best tire in RAIN conditions, with the Continental Extreme Contact Sport a close second. These two tend to be better than the typical 200 Treadwear offerings in actual raining measurable water depth conditions, but if the pavement is just wet, damp, moist, etc - the 200TW tires can keep up, and the crossover for wet to dry happens pretty fast. Supercar 3, A052 and RE71R are quite good in the rain at full depth, but tend to hydroplane quickly as the tread wears.
  12. I just picked up an Alpinestars GP Tech V2 for like half off, and have come to the same conclusion - way more comfortable than my old Oreca. It's a little snug in some areas, but balancing fit across my whole body, it's pretty good.
  13. I'm not 100% sure that this is forbidden in any rulesets, but having bends in the roll hoop such that it is not a single plane significantly reduces the cage's structural integrity - unless the bend is properly supported I suppose. Personally, I'd discourage it, and just cram the bottom feet into the cab corners and push the top as far backward against the window as you can.
  14. I don't think this is a valid assumption. That's like saying by making Back to The Future 3, they always planned on making a 4th, or that because there was a Mustang II, there will be a Mustang 3 someday...
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