No tire has racked up more enduro wins or led more laps than the RS It does need some heat to come in, but loves living in the furnace of heavy lateral loading. This also makes it ideal for weekly lapping sessions where no trophies are on the line. The only downside is that Han- kook tends to sell out of popular sizes every year in the fall, though usually replenishes stock in the spring.
The Maxxis offered super-responsive performance. It dove down to apexes much more easily than the Hankook. As the Maxxis heated up, though, response dropped off, the tire got a little mushy, and lap times slowed a bit. The Maxxis is a great alternative when the RS-4 is sold out, though. With the rise of amateur endurance racing, however, BFG has put the original Rival back into production.
Driving feel is a little more direct than the Hankook, but pace, consistency and longevity are all on par with the RS As the final installment in the decade-old line, this tire blends a nice mix of dry and wet performance, with solid wear characteristics. If you want a set of tires that will deliver a full year of use, this Valino offering makes a great option.
Our test showed imperceptible wear and great handling traits, though not nearly as much grip as the others in the category. Pricing is also friendly. One tire to work in all conditions, one tire to rule them all. This is the one. Cold and damp? Got you covered. Standing water? No problem. Warm and dry?
Still quick. Chosen each year by the majority of the field for the Tire Rack One Lap of America, this tire can easily put down quick laps at every venue regardless of the weather—and still do the miles of transit needed for the week without a hint of drama.
Steering response is massively authoritative, although the tire can be a little edgy at the limit as it heats up in dry lapping conditions. Available in a huge variety of sizes, including many OE fitments. Its price matches its capabilities. A new, very worthy challenger for endurance racers.
The Continental ExtremeContact Force posted a clear half-second average over the Hankook RS-4 and similar consistency—plus a bonus of immediate cold-tire grip. The latter could be very important on cooler race mornings. The new Continental does cost more than its competition, however. GRM test to come. This category is a tick faster than the Endurance s, yet still in it for the long haul.
Pace is on par with most of that bunch, as is the typical output pattern of a single fast lap, followed by a number of laps at about a half-second slower pace.
Note that this tire benefits from a good heat cycle before delivering optimal performance. But it can repeat that trick lap after lap, session after session—all the way to the cords. The same parent company owns both Nitto and Toyo, with the Toyo RA-1 essentially a Nitto NT with a different tread design—and a very clever one at that.
Another popular tire for lapping, this one comes in a huge variety of sizes. Like the NT, pace is on par with the Super s, but consistency is the real game here. Save this one for dry track events, its manufacturer says. This category consists of DOT-approved track and autocross tires not saddled with a tw rating. Tired of pointing folks by? Looking to embarrass better machinery? Bolt on a set of these and win that next track day.
This one is magic, simply magic. All the great traits of its tw cousin, plus a compound that hooks like a major league curve baller. Braking, forward bite, lateral grip—it does it all at the highest level and continues to deliver for entire sessions, though the first lap or two are typically the quickest.
This one is a little fuzzy, since so many of the size offerings are OE fitments with very specific characteristics that vary from standard. We tested the generic version and found it to be on pace with the Goodyear SC3R for a single magic lap, but then a bit of a fall-off ensued. The Pirelli was also less forgiving. When it comes to the modern R-comp race tire market, Hoosier currently owns it with very fast lap times and minimal con- cessions to street use—just enough to earn that DOT approval—although Goodyear recently rejoined the segment.
Availability in every size imaginable and a long record of success make it hard to bet against the crew from Indiana—should your rules and wallet permit. This tire is expensive and does heat-cycle out fairly quickly, but the lightning-quick response is without peer, as are the level and consistency of grip. Want to go even faster? After nearly a decade away, Goodyear has reentered the R-comp market, positioning its new Eagle RS as an alternative to the Hoosiers. We plan to test it soon. Lots of interesting info here, and some stuff that I wasn't aware of, like the return of the BFG Rival.
Thank you GRM for putting this together! These are tires that benefit significantly from shaving. Wear to a lower depth will also help, but may put detrimental heat cycles on the tire at the same time. Anybody know where to get the coopers beside extreme? They don't have any in the 15 size in stock for the dry tire. Tread block squirm Can we get a definitive answer to this question if one exists? Triangles on the sidewall. Not officially a rollover indicator, though they do often tend to end up very close to the rubber seam what you're actually aiming for most of the time, using all of the tread rubber without getting into the sidewall rubber and are a decent reference point as a result.
I have a set on my street car and have been quite surprised at how well they grip, in both wet and dry conditions. If they were available in a 15 inch size, I would try them for an autocross rain tire on my Miata. They are there to indicate where to find the wear bars.
Triangles are most prevalent, but some manufacturers use other symbols. There are articles on the web from various manufacturers stating such.
It has nothing to do with rollover. I want to see the RS3-RS tested against rally tires and snow tires in rallycross. I have a theory. Maybe I should revisit my choice of RR, this guide does not make them look like a good choice.
That car is all about heat tolerance. The Toyo RR's were a good option a half decade ago, but seem to have fallen way behind. Although they don't include data in this review or maybe I can't see it because I'm not currently subscribed I'd bet that the RT are onpar or quicker than the RR's while being WAY cheaper, and much more streetable.
I'd definitely try a modern tire next, as the TW's have caught up and exceeded many of the TW options. Streetability isn't important, "less fusssy and expensive than a Hoosier" is. I was pretty happy with the RE71R on a similar, more streetable application. Also, as we will discuss in the future, the materials used in a tire can have a dramatic effect on the tire properties. Increasing the width of a tire also increases the total frontal area of the tire, thus increasing the aerodynamic drag.
In addition, if the tire is dramatically wider than the rim to which it is attached, this can cause additional drag due to the air not flowing smoothly over the tire to rim transition.
A good rule of thumb for aero wheels is to use a tire that is no wider than the brake track of the rim. The best thing to do is to contact the manufacturer of the rim in question and just ask them what width tire is best for their wheel.
So I want fast tires for my TTs and my Tri bike legs. How can I find this stuff out? Those are some good questions. In reality, the best tire for a particular purpose is the fastest tire that also has the highest likelihood of allowing you to finish the event with a minimal chance of an equipment failure.
Therefore, a person has to balance the speed gains against the potential time losses due to an equipment failure. Shortchanged in life's genetic lottery as regards sports physiology he's cultivated an obsession with understanding and finding performance gains in his cycling equipment wherever it's practical.
Swim Bike Run. Advanced Search. Race Calendar RD Aids. Slowtwitch coaching Coaches Directory. Workshops F. Most Popular 1. They are really good for trail riding,mostly for riders who do not spin or skid their rear wheel much. For racing applications, they are probably not the best choice-unless you race very mellowly! Another benefit is that they are good for the trails because they don't throw too much roost, they just hook up.
These tires, even when we ran them at 12 psi, have excellent bump-compliance and all of them aided the suspension feel. Here's how they worked: Loam About the worst place for a trials tire is where the traction is the best, so of course loam is far from home for these puppies.
Here you are used to getting that full-on bite and dig of a true knobby, rewarding you with clawing action, and a trials tire is much more inclined to spin up with this much juice.
Flats You get pinch flats more readily on a trials tire due to the softer sidewalls, and it is a bit easier for sticks to stab through the softer rubber between the knobs.
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