Which wheel size with require more work to fit?
I think you'd find most people that race on street tires would disagree with you. Everything I've seen that models actual tread and road interaction suggests that grip has no dependency on load assuming isothermal conditions and ignoring carcasss effects.
Two hypotheses for load sensitivity assuming area change are: thermal effects reducing grip of the compound and carcass deflection causing the tread slip angle to be different to the wheel's slip angle (Trevorrow 2006 Monash University Phd thesis)
Wider tires are better in both these cases, they have higher in plane belt stiffness (less carcass twist) and the tire is not being heated as much because it is in contact with the road for less time and cooling for longer due to the shorter patch. The one variable here that we can control is carcass twist, which is a byproduct of stretching tires.
My origional question still remains. Hoosier makes much wider tires than 285. So why stick to 285's on 9.5 rims?? Why not move up to 315's or 305's on 10.5?? Do you mean to tell me an Evo will be slower on 315's vs 285's because of the extra weight? I sincerely hope not.
Now if you wan't to bring the discussion back to radials with a square profile vs the same size radial stretched, please tell me how a stretched tire with less carcass deflection creates less traction.
Or if your argument is still that 3 extra pounds from a wider rim will make you slower, please tell me how power trumps ultimate traction?
Two hypotheses for load sensitivity assuming area change are: thermal effects reducing grip of the compound and carcass deflection causing the tread slip angle to be different to the wheel's slip angle (Trevorrow 2006 Monash University Phd thesis)
Wider tires are better in both these cases, they have higher in plane belt stiffness (less carcass twist) and the tire is not being heated as much because it is in contact with the road for less time and cooling for longer due to the shorter patch. The one variable here that we can control is carcass twist, which is a byproduct of stretching tires.
My origional question still remains. Hoosier makes much wider tires than 285. So why stick to 285's on 9.5 rims?? Why not move up to 315's or 305's on 10.5?? Do you mean to tell me an Evo will be slower on 315's vs 285's because of the extra weight? I sincerely hope not.
Now if you wan't to bring the discussion back to radials with a square profile vs the same size radial stretched, please tell me how a stretched tire with less carcass deflection creates less traction.
Or if your argument is still that 3 extra pounds from a wider rim will make you slower, please tell me how power trumps ultimate traction?
I've also raced on 275 tires on stock suspension and then upgraded coils with much greater spring rates. I can tell you that the 275s were just too much for the stock suspension. Grip was significantly increased once I upgraded the suspension and loaded the tires much faster in corners. I also didn't chew through tires as fast.
Bigger tires are not always better. A lot of energy is consumed in simply the angular acceleration of the wheel/tire combo. Weight of the tire is an important consideration for any serious racer.
I really don't get what your argument is. I see you've evidently googled a lot about tire performance and characteristics. That's cool. But the reason to not run a 315s is because the evo will be slower due to the extra weight. There's a certain point at which the added contact patch simply doesn't produce enough extra grip to offset the performance loss due to the added weight. Of course that point varies a bit based on track design and characteristics...
Last edited by ddawg1130; Jul 3, 2014 at 07:05 AM.
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But the reason to not run a 315s is because the evo will be slower due to the extra weight. There's a certain point at which the added contact patch simply doesn't produce enough extra grip to offset the performance loss due to the added weight. Of course that point varies a bit based on track design and characteristics...
Ok. I'll see you at the track 
Last edited by hispanicpanic; Jul 3, 2014 at 09:40 AM.
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From: san antonio
I must be missing something because you just said grip has no dependency on load which makes no sense at all. Unless you mean something different then weight on the wheel/tire contact patch by "load". But if not, and if you truly mean grip has no dependency on load, then why the hell would people invest millions in aero products just to generate downforce...
You forgot to read the last part of the sentance that said grip has no dependency on load assuming isothermal conditions and ignoring carcasss effects. Included in carcass effects are subjects such as camber thrust, slip angle, and much more which really comprise the bulk of tire compliance/grip studies. The point of bringing this up is that carcass effects, and the management of such effects, are everything. In general, the wider the tire, the smaller the sidewall (or more stretched if you will), the easier it is to control carcass deformation and keep it in an acceptable and predictable range.
And so i was right. Your argument is that 3-5 extra pounds per wheel and its performance hit trumps overall available traction. If that were true, then tell me why the Lotus 125 is faster than an actual F1 car on a track, even though it has substantially less horsepower? Well spoiler alert, it has substantially more traction. Even though its down about 100 hp from an F1 car, what it's able to do in traction more than makes up in a lap time. Traction trumps power. Always. No exceptions.
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Joined: Feb 2013
Posts: 134
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From: San Diego
Hey guys, similar situation as the OP, I want to run Gram Lights in 18x9.5+22 or +12 on a 265/40 or 35 tire and remain on the stock ride height of an 2010 MR, would I need any work done? Also would it look weird? lol
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