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Component Matching #5
Sequence of Upgrades
In the last segment of this series we looked at exhaust. That was #11 in this series. The sequence continues with traction. This like all the previous and upcoming topics will be subject to varying opinions as to whether or not they should be in the order I have chosen. I’m hoping to give some basis for my ordering sequence by way of a brief explanation as to my logic. Mostly it involves the whole picture rather than the more specific performance increase.
I have tried to address the interests of the mainstream T.R. owner and therefore have tried to steer clear of the extremes in performance and expense. I will on occasion be of the opinion that there is a very good reason to spend more than the minimum or even the mid range version. Rest assured I will not be shy when these subjects come up. Don’t assume that I will always be predictable in reference to my conservative approach. There are times that I will surprise those that make that assumption.
#12, Traction. Tires are the main component involved with traction. Tire size has a great deal to do with it as well as design. Purpose designed tires are going to do well at what they are designed to do, but at a cost.
This cost is present not only monetarily, but also by way of compromise. Compromise means that they will not do so well as other tires that are designed for different purposes in those different areas of use.
This leads us to facing the fact that we will need more than one set or at least an extra pair of tires mounted on wheels. Each set or pair will be used for it’s designed purpose and not expected to perform to standards outside of that specific area.
I know this sounds obvious and rudimentary, but it’s easy to forget the shortcomings of a high traction performance tire like a D.O.T. or Drag Radial when we are driving normally on it. It would pay us well to be more attentive to this situation.
There is little tread depth and not many grooves in the patterns of these tires. They will hydroplane on the slightest amount of water. They wear much more rapidly and handle poorly to say the least. Except for their straight line acceleration traction they are not very good for the other demands that normal driving makes.
When I say compromise, I would like to point out that everything in the universe is a compromise. Cars are no exception, nor are the various components that make them up. When we look at something that is purpose designed Like a Drag radial or D.O.T. tire we are looking at an item that will be rated very high in the range for the purpose it was built, compared to standard highway radial tires that are designed for an overall compromise of several functions.
With this in mind don’t allow yourself to be lulled into a false sense of security by forgetting the compromise you knowingly made when you decided to run the extra traction purpose built tire.
D.O.T. tires are very soft and they don’t corner well. The sidewalls were designed to wrinkle and flex to absorb the shock of a launch and to deform for a greater footprint. They don’t give much of a feel difference when driving in the rain between starting to hydroplane and loosing control. If you are caught in the rain while driving on a pair of these tires, my advice is to limit your speed to less than 30 mph.
Drag radials are not much better, some have a better tread pattern and a deeper tread. The ones I am thinking of also wear longer because of their harder compound. These will still be, way less capable of handling in the rain than a real, standard purpose, highway radial tire.
Front-runners are more for the extreme performance enthusiast, unless you like the particular look. There is a real sacrifice in handling and safety and only a small gain in performance.
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