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collinskl1 last won the day on April 28

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  1. My understanding is that the raised section is to reduce pitch/roll sensitivity of the splitter, so that it doesn't stall when it inevitably touches the track surface. Not only the prototypes, but many of the GT cars have these features as well.
  2. Durometer is not an indicator of grip or treadwear.
  3. Yeah, there is a test, but it’s a road test... so it doesn’t translate to our usage. That’s part of the problem. Another is that it is a self certified test that isn’t audited by any regulatory body.
  4. I was trying to figure out for myself, because the rules aren't clear to me. Is the tie breaker the number of races entered? I suppose it could also be the number of championship points accumulated over the 5 race minimum - including the "dropped" points from the lower 3 finishes?
  5. There is a pretty real possibility that they ran the UTQG treadwear test, and the data supports a 260 stamp. No reason other than marketing to stamp lower than the tested value. This is similar to the Goodyear Eagle F1 Supercar 3 (220 treadwear) or Michelin Pilot Sport Cup 2 Connect 240 (240 treadwear), but those tires will be compared against the "200 treadwear" category.
  6. I think it comes down to the current rules and where the UTQG treadwear number line is drawn. The Toyo R888R and Nitto NT01 are older tires (relatively) compared to many of the "hot" 200 treadwear class now. Some of the newer 200s are faster than the Toyo and Nitto offerings, but wear faster. If Toyo and Nitto wanted to, I bet they could re-stamp them as 180 or 200 (like the Hankook RS3 was) and be fine.
  7. Cornering stiffness would be an empirical way to define it, as well as the rest of the tire's force and moment characteristics. Force and moment testing is basically running a tire on a big treadmill. The tire is swept through various slip angles, and the test rig measures the resulting forces generated by the tire. Cornering stiffness is the relationship between lateral force generated from the different slip angles. Tire construction, tread pattern, and the various compounds used in the tire all play a part in the steering feel characteristics of a tire. A typical pas
  8. I've spent a non-trivial amount of my career as a tire engineer for one of the major manufacturers - the Tire Rack guys know their stuff, but I have actual data (unfortunately that can't be shared). A tire on wider rim widths will be more crisp in terms of steering precision when compared to a narrower wheel. And the treadwear difference is not huge, but is measureable.
  9. Running that wide of a tire on a 9 inch rim width will reduce the crispness of the steering, and likely increase edge wear of the tires.
  10. I think the ACR tire would be more of a hinderance than a help, as it wears very very fast. As mentioned above, most other organizations have it on their exclusion list (even though it is stamped 200TW). As to the treadwear rating discussion, I think I am qualified to speak - I have spent a significant portion of my career as a tire development engineer for a major tire manufacturer, and have run this test before. Most of us know that the treadwear number is a comparison to a control tire, and comes from a 400 mile loop of streets in Texas, run for a total of 7200 miles
  11. An aluminum tonneau cover will be 2 points per square foot for material added - probably about 50 points to cover that bed. Wood is 1 point per square foot, which might be a better option - or just leaving it uncovered, depending on your budget.
  12. Dumb question - can't you go to that race and run, but not count toward the championship?
  13. I've always preferred glass windshields from an optical and stiffness standpoing, but at $450 I think I might be approaching the crossover point where polycarbonate (Lexan) makes sense and I'd just deal with it. Careful application of tearoffs should help mitigate the scratching issue, and thoughtful and well implemented bracing should minimize any movement at speed.
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