TECH CHARTS

TECHNICAL RACING TIRE INFORMATION 

Which one of the following should you use for tonight's feature ?. 

(A) The four tires you are now running ?.

(B) The same four tires with a 10 to 20 lb. Weight Reduction, Cambered, 

Textured, Contoured and Rejuvenated, to match the track surface ?.

 The Answer is (B)  Believe it or not some drivers choose (A)...we ask why ???

WEIGHT REDUCTION:

  WEIGHT REDUCTION: Very few racers weigh their tires. Weight reduction of tires is over looked. Everyone assumes there is nothing they can do to  reduce a tire's weight - Why?  Maybe it's because they've not had an affordable tool available in the past to quickly reduce the weight of their tires. Many racers don't understand that their RACE CAR thinks, acts, & responds as if it were 100 pounds lighter when they reduce the rotating weight 10 Ibs. (The 10 to 1 rule) Rotating mass (tires & wheels) have to be started twice, slowed down twice, & turned twice in each lap of oval track competition. The weight of the (TREAD) on the average racing tire is around 10 Ibs. If your tires were bald, that would reduce the rotating weight about 40 Ibs but you can't race on bald tires, so that's out. But, have you ever thought about reducing the weight on a track where you never have a problem wearing out the tires?   Some racers continue to do what   they have always done, and continue to be, what they have always been...But for those of you willing to change, those who really want to go faster, READ ON.     With just a little effort you can find lower lap times and a better chance at victory lane. Do you select your racing tires for a tacky quarter mile 15-lap event the same as you would for a 100-lap feature on the same track? If you do, when the 15-lap event is over you may have 98% of the tire tread remaining. About 25 years ago industry produced TUNGSTEN CARBIDE DISCS. However, their first use, buffing tires proved somewhat of a failure due to the fact that the surface of the rubber was scorched or burned in the buffing process. BLUE SMOKE IS A NO! NO! Then industry produced a disc with cooling holes in the disc. Instant success, now you can buff tires with the same disc over and over again and NEVER scorch, burn, glaze over, or seal the rubber. This glazing over or sealing is what happens to tires when they are over heated, or go through heat cycles (get hot and then cool).

TIRE COMPOUNDS: 

TIRE COMPOUNDS: Many times track rules take care of that decision for us. When in doubt ask around, or if you're in a traveling series, learn to examine the soil. Some soils are gritty and some are like baking flour. Go to the center of the track between turn 1 and 2, take a small sample of the soil and put it in the palm of your hand, if it is dry, spit on it to moisten it, then mix it or stir it around until it becomes workable. As you do so continue to rub it around in the center of your palm. Ask yourself, does this soil feel smooth like flour or abrasive like small particles of sharp glass. If it's smooth, choose a soft tire, if it's sharp and abrasive better choose a harder tire, or  you won't be around when the checkered flag falls. A durometer gauge is a hand-held indicator of a tread compound's hardness, however, keep in mind that it's very sensitive to   (#1) the smoothness of the surface being tested,   (#2) the tire temperature. A durometer serves as an indicator only.: Usually their accuracy is off by 5 or 10 points in the hands of an average pit man or track official. 

TIRE TEMPERATURE: 

TIRE TEMPERATURE: Think of some people you know. .. Some are what we call softies; they sit in an office all-day and sit in front of the TV when they get home. They couldn't do a day's hard physical work if they had to. Now, think of someone you know that works construction. They are out doors all day, every day, rain or shine, cold or hot. You can be sure the office person will fail the heat test, however; there is a good chance that your construction friend could stand up to the test. Soft compounds cannot take the heat. Harder compounds generally can take the heat, and still survive. Today, infer-red pyrometer guns can take a lot of guesswork out of compound selection and if used quickly (within 30 seconds) of the checkered flag and with experience, you will find out the temperature that works best with your tire selection. 

TIRE CONTACT PATCH:

TIRE CONTACT PATCH: That's the surface contact that the tires have on the racing surface under green flag conditions. Only tire engineers and some top winners have a background that offers them an understanding of contact patch under acceleration, cornering, and braking. So you have to look at the tires and the amount of stagger, select a wheel width, and tire inflation pressure before the race. Then try to estimate correctly, how a tire you have never seen before, will perform on a track you have never seen before, on a race car you put together 30 minutes ago. ...Of course we can always look (after) the race and see if the downward force. ..and temperature. ..was the same ALL THE WAY across the tread surface, or if you carried. .. all four of the tires 100 laps around the track, but only used 60% of the tires' potential. When we take a really close look at tires, it's amazing how much performance robbing weight is carried around the track. If you pay $100.00 for a racing tire why not have the whole tire performing at it's maximum? The reason some drivers don't camber their rear racing tires today is because they don't seem to understand the concept of TIRE CONTACT PATCH. The combination of a (tires' width and footprint length front to rear) produce the contact area. You may have heard that old adage. ...out of sight. out of mind.  You may want to ask yourself this question, HOW MUCH DID THE THOSE LAST TIRES I PUT ON MY RACE CAR WEIGH? Many top winners have learned the importance of rotating weight. Wheels and Tires both. 

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