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It has been over ten years since the introduction of the highly rated Bridgestone Dueler A/T REVO 2. For much of that time, it was among the very best On-/Off-Road All-Terrain tires for light trucks and SUV's. It was praised for its combination of all weather capability, ride quality, and light off-road traction. However, a decade is a long time in the tire industry. New developments and technology have raised the bar on what modern tires are capable of. Newer competing designs like the BFGoodrich All-Terrain TA KO2 and Michelin LTX A/T 2 have pushed ahead of the Dueler A/T REVO 2 in our tire ratings and reviews of On-/Off-Road All-Terrain Tires. I wrote more about the BFGoodrich in a recent blog that you can check out as well.
I've always been a fan of Bridgestone tires, so I was excited when they presented us with their long-awaited replacement for the A/T REVO 2, called the Bridgestone Dueler A/T REVO 3.
As a result of newer tread compounds, advanced computer design and other technological advances in tire technology, Bridgestone was able to improve on their flagship On-/Off-Road All-Terrain Tire significantly. To compete with newer designs, the new Dueler A/T REVO 3 features a more aggressive sidewall design and all new tread pattern. A deep starting tread depth, wide circumferential grooves and open shoulder slots help channel water away from the contact patch to resist hydroplaning, Staggered shoulder lugs, groove stepping, and Bridgestone's Traction Claw Technology work to improve snow traction and off-road traction. The wear warranty has been also increased by 20%, now standing at an impressive 60,000 miles.
Will these improvements be enough for Bridgestone to reclaim its top-tier status in the On-/Off-Road All-Terrain Tire category? Stay tuned to our customer reviews and ratings page as drivers begin reporting their feedback to see for yourself!
Since 2011, Michelin's Pilot Super Sport all but dominated the competition in the Max performance summer tire category. It has been the benchmark in the category, a favorite of consumers, and has won many Tirerack.com comparison tests. I've even expressed my own personal praise for the Pilot Super Sport tires after installing them on my own car in my blog titled "Michelin Pilot Super Sport Tires Installed On My Car". Improving over a benchmark-setting tire such as this and creating an even better tire would seem to be quite the challenge. Enter Michelin's newest flagship performance tire : the Pilot Sport 4S.
The new Pilot Sport 4S was developed in cooperation with Audi, BMW, Mercedes Benz, and other car manufacturers in order to create a Max Performance Summer tire that would prove to be a worthy successor to the outstanding Pilot Super Sport. The Pilot Sport 4S uses technologies that Michelin engineers developed from their experience on the track in the 24 of Le Mans. The new side by side rubber compound that utilizes a new dry-focused hybrid tread rubber compound to improve dry handling and braking compared to the Pilot Super Sport, while still featuring a silica-infused wet compound to give drivers extra confidence in wet conditions. You can read more about the technologies that Michelin has incorporated into the tire at the Pilot Sport 4S product information page at Tirerack.com. I
In a recent full test, the tire was praised for it's steering feel and light handling feel on the street. The tester in the video even went so far as to call it "ideal...good weight...natural and linear...millimeter-precise without being overly sensitive." Check out the test video :
On the track, the Pilot Sport 4S stood out among its competition with regards to handling, steering response and overall grip in a tire that was easy to control at the limits. To again quote the Tirerack.com test driver, "everything about the Pilot Sport 4S just feels right on track." Dry lap times were the fastest versus the other two tires in the test. Remarkably, it also posted the fastest wet lap times on the track as well, edging out both the Continental ExtremeContact Sport, and Pirelli Pzero (PZ4).
To summarize, the new Michelin Pilot Sport 4S does indeed set a new high water mark in the Max performance Summer category, performing all tasks as well or better than its competition. It would hard for me not to conclude that the Pilot Sport 4S is indeed the new Max Performance Summer tire king of hill. Check out pricing and availability as well as customer ratings and reviews at Tirerack.com.
ReadyLIFT was created in 2006 to design and produce premium leveling kits for trucks and SUVs.
3 levels of product, we carry 2 of them.
1. ReadyLIFT leveling kit Premium, high end leveling kits. Explain leveling kit is. 1.5"- 3" front lift "to level" and allow for larger tire sizes. About larger size fitments, typical results. Not a "one size fits all" kit, ReadyLIFT engineers carefully evaluate each model year for changes in suspension rather than trying to sell one kit for multiple years. As a result, ...
What our site says / reword "
ReadyLIFT Suspensions' billet aluminum construction Leveling Kits optimize suspension articulation while retaining the factory ride and travel specifications. Ready to bolt right on, the kits meet O.E. suspension geometry standards. Leveling components, some with adjustable features, range from ReadyLIFT's forged leveling torsion keys complete with shock extensions to strong steel strut spacers or machined billet aluminum strut spacers depending on the application.
2. ReadyLIFT SST lift kit SST kits started in 2008. Stands for "Smart Suspension Technology" Explain lift kit, what it does over leveling kit. Explain even larger sizes possible. 3.5-4" lift front and rear. All but one part # of SST kits (the 2014 GMC 1500 4WD Z71) involve No cutting of OEM parts. Kits are made for late model truck and include shock extensions when needed. Factory ride is preserved. Preload spacers limit downward travel to prevent premature wear of CV joints. Factory turn radius is maintained. Everything that is needed is IN THE BOX. If the user prefers to use extended length aftermarket shocks, ReadyLIFT has done the research and will list which Bilstein shock part # will be compatible with the kit.
Finish with warranties. ReadyGuard Powertrain warranty of 5yr 60k miles. Most parts in the kit have a lifetime warranty (bushings and moving parts like shocks are excluded).
ReadyLIFT makes a variety of other suspension products related to lifted truck and SUV applications that are available by special order. These include Coil Spring lift kits, Coil Spacer kits, and ReadyLIFTs most aggressive line of lift kits called the Terrain Flex Kits. Of particular interest to the Jeep community is the 2007-2018 Jeep JK Front High-Steer Kit. Use Turks notes and the product description in the booklet to talk about the kit. For more information about these parts, contact one of our sales specialists by phone or email from our contact information page.
After leveling or lifting your truck, you'll be able to use larger tires. For more information about Tirerack.com's selection off Off-Road tires, see my blog titled "Truck Tires: Off-Road Tires and Mud Tires, Mudding tires versus All-Terrain tires.".
Turk wants me to highlight the Jeep kit.
Of particular interest to the Jeep community would be the high-steer kit (pg 19) that requires no modifications. To my knowledge, they are only the second company to be able to make a top-mount drag link for the Jeep JK that does not involve drilling out the tapered mounting hole on the knuckle. This was a big deal when Steer Smarts first came to market with their Yeti steering system a couple years ago, and I hadn’t heard that there was another similar system on the market until that training class yesterday. They use a reverse-tapered insert to make the mounting hole not-tapered so the drag link end can mount on the top of the knuckle rather than from underneath like from the factory. Normally, to mount the drag link this way (also called a “drag link flip”) requires drilling out or reaming out the knuckle mounting hole to ¾” diameter, through tough, cast, probably inch-thick steel. It is not a fun thing to have to do, so the “no-drill drag link flip” is a super easy sell to someone with a lifted Jeep who wants some better road manners. As they say in the brochure, this helps with body roll, bump steer, and roll steer. I have the Steer Smarts Yeti drag link on my Jeep that does essentially the same thing, and the install was a fraction of the difficulty and time involved with a normal drag link flip/highsteer install.
If you've ever shopped for truck wheels, there is a good chance you've come across Ultra wheels. They've been in the wheel business for over 30 years and bring those decades of experience to the table to produce high quality wheels. With a large selection of affordable styles of wheels in different a variety of attractive finishes, Ultra has something to offer nearly everyone. In addition to the standard Ultra Motorsports line of wheels, they also offer Ultra Muscle wheels, Ultra Motorsport Extreme wheels, and now, Ultra Trailer Wheels.
The standard Ultra Motorsports line of wheels are primarily for Trucks and SUVs, while the Ultra Muscle wheels cater to high performance and muscle car applications. Ultra Motorsport Extreme wheels are often the choice for the true off-road enthusiast. Now with Ultra Trailer Wheels line, you no longer have to settle for boring-looking trailer wheels. Some might ask why people would bother with aftermarket trailer wheels. There are a number of reasons to add some style to your trailer! You can make your toy hauler really stand out from the crowd at the track or add some style to your company's work trailer with these new wheel styles. You can even go so far as to buy a style like the Ultra Machine for both your truck and your trailer so that all of your wheels match!
Ordering trailer wheels at Tirerack.com is easy. First, choose your style from the trailer wheels page, then choose your bolt pattern. Tirerack.com carries wheels that fit the most common trailer hub bolt patterns of 5-4.5, 6-5. and 8-6.5. Need trailer tires as well? Check out my blog titled, "All-New Goodyear Endurance Trailer Tires are Made in the USA" for more information.
Since we live in a snowy area that sees quite a bit of lake effect snowfall, I have driven on many different winter snow tires over the years. I've also had the opportunity to test dozens of different winter snow tires as a test driver in TireRack.com's tire testing program. I've been impressed with a few models of tires over the years, but I keep coming back to Bridgestone's Blizzak family of winter snow tires when it comes time to buy winter tires for my own personal use.
It is now the middle of the 2017-2018 winter season here in South Bend, Indiana and I am well into my third year of driving on the Bridgestone Blizzak DM-V2 winter snow tires on our family's, 2009 Mazda CX-7. The first set of winter snow I used on this vehicle was the previous generation of Bridgestones SUV winter tire, the Blizzak DMV-1. This tire was one of the first in a category that Tirerack.com calls "Light Truck/SUV Studless Ice and Snow tires.". The DMV-1 had outstanding winter traction helped get me and my family through five full winter seasons.
As I mentioned in a previous blog discussing my excitement about trying out the DM-V2, I had high expectations for the updated tire.
Like it's predecessor, the new Blizzak DM-V2 uses an aggressive, heavily siped tread pattern to help it bite into snow, along with a rubber compound designed to remain pliable at lower temperatures. However, the new DM-V2 features what Bridgestone calls their "adaptive NanoPro Tech Multicell" compound and microscopic bite particles that contribute to high levels of grip on hard packed snow and ice. This updated compound along with a resigned tread pattern which has more block edges to help with snow and slush traction raise the DM-V2 to give drivers a new level of safety and confidence when driving in wintry conditions.
The results of those improvements proved themselves to me in real-world driving. Season after season, it has yet to disappoint me. After nearly 20,000 miles of winter driving on these tires, they still have 9/32nds tread depth left so there is a good chance I will get four to five useful winter seasons out of them, which is quite impressive for a studless ice and snow tire.
Don't just take my word for it. I'm one of many drivers to report similarly great experience with the Blizzak DM-V2 tires. Read the full test report at Tirerack.com, and see our consumer reviews submitted from everyday drivers just like you.
The Winter of 2017/2018 has been one for the record books. Much of the country has had to deal with severe cold temperatures and record breaking snowfalls. Some of the sub-zero cold temperatures that much of the country experienced were the coldest recorded in over a decade. Not long before I wrote this blog, I awoke to a morning of negative 14 degrees here in South Bend, Indiana near TireRack.com headquarters.. This combination of snowfall and extreme low temperatures makes for a treacherous commute on hard packed snow and ice.
Experienced winter drivers know that hard-driving on packed snow covered roads is nearly as treacherous as driving on ice-covered roads. There is simply very little traction to be found on these slick surfaces. To make matters worse, sub zero temperatures have a very noticeable effect on a vehicles tires, They become stiff and their rubber compound begins to resemble something like a hockey puck instead of a pliable tread compound needed to find grip on slick roads.Standard all-season tires that are used on most vehicles simply aren't capable of providing adequate traction in temperatures this cold. While traditional snow tires with aggressive tread patterns do better, even these tires can suffer from the same issues in frigidly cold conditions. .
It is in these extreme winter conditions that winter tires with special low-temperature compounds, called studless ice and snow tires, really prove their worth. There are a handful of tire manufacturers that produce high quality studless ice and snow tires, but two specific tires stand out of the rest of the group, both in our own testing and in our consumer ratings for studless ice and snow tires. The Bridgestone Blizzak WS80 and Michein X-Ice Xi3 are currently the state-of-the-art for maximum snow and ice traction without the inconvenience and noise of studded tires.
In the 1990's Bridgestone revolutionized the snow tire market with the introduction of the original Blizzak WS-15 studless winter snow tire. Its combination of an aggressive heavily siped tread pattern, unique tread compound and increased tread depth set the bar for snow and ice traction. Each generation of Blizzak since has continued to be the dominant tire in the category until Michelin's introduction of the Michelin Xice Xi2 (now the Xi3) studless winter tire. In our in-house test, the Michelin impressed me so much that I bought a set for my own car and ran them through a couple winter seasons. I found its combination of road manners and ride quality impressive for a winter snow tire. In addition, it still had great snow and ice traction. I was quite happy with its balanced approach as it performed well all winter on both dry and snow covered roads.
I wanted to try the latest generation of Blizzak for my next winter tire purchase, so this past season I installed a set of the new Bridgestone Blizzak WS-80 tires. The daily commute in my 2009 Infiniti G37x involves some less-traveled (and less frequently cleared) county roads which can be a challenge in wintry conditions. I noticed almost immediately that loose snow traction and traction in slushy conditions were easier to traverse with the Blizzak WS-80. The difference tires was quite noticeable to me. When driving on on hard-packed snow or icy roads, I found there to be very little difference between the Bridgestone and the Michelin. The Michelin is ranked number two in our customer survey data just behind the newer Blizzak WS-80 and after driving on both I would agree with our customers feedback on the two. You can read more about the WS-80 in my blog "Brdgestone Blizzak WS70 vs Blizzak WS80".
Which did I like better overall? They were both impressive, but I felt more confident driving in loose snow and on slushy roads with the Bridgestone Blizzak WS-80 tires. Both felt about equal on hard-packed snow and ice. The Michelin seemed to have a bit more dry road grip, and little faster steering response. I didn't feel much difference in quality between the two with both having reasonable road manners. Both tires saved me a lot of stress and reduced my commuting time by allowing me to drive at a reasonable speed with confidence.
Whether you are an experienced winter driver or a new driver needing more confidence driving in the snow, having a great set of snow tires in the single best winter driving tip I could recommend. Save yourself some time and frustration and consider purchasing a set of dedicated winter tires for your car at TireRack.com.
Choosing tires can be overwhelming for some. So many brands. So many options. So many questions. How do you narrow it down to make an educated choice on what will be on your vehicle for the next few years?
Just like you, we’ve got questions. However, the answers to our questions will get you our top tire recommendations from our Tire Decision Guide. The Tire Decision Guide allows you to easily compare results and personalize options for your vehicle. The guide can be used to select summer, all-season and winter tires.
We took decades of tire experience, first-hand testing of hundreds of tires in all weather conditions and a deep understanding of what makes tires do what they do. We combine this data and feedback from customers to provide one top tire recommendations personalized just for you with up to two additional options for consideration.
And this time of year, the Tire Decision Guide can play a huge role in assisting you to decide if winter tires are needed where you drive, and if so, which one will best help you navigate winter’s toughest conditions. When selecting your winter tire, options may come from three categories:
To learn the difference between each category, take a look at “Understanding the Tire Performance Categories for Winter / Snow Tires.”
Be prepared this winter, and any season, by letting our Tire Decision Guide dress your vehicle with the proper tires.
Before my BRZ and MR2 Spyder days, I was a Honda guy. To this day, I still hope Honda will come out with a new Prelude. If not, the Civic Type R sure looks like a vehicle to tempt my interests.
Are you a driver that just picked up a Civic Type R yourself? I'm sure you're loving it, but if you reside in the snowbelt region, you're going to need winter / snow tires.
Winter / Snow Tire Category
As discussed in our snow tire overview, you need the optimal snow tire and size for your specific winter climate. Here in South Bend, Indiana, our winter is a mix of deep snow, blizzards, persistently icy secondary roads, slush and cold, dry pavement. Is your winter weather similar? Milder? Fine tune your choice to match your typical conditions and driving temperament.
Performance Winter / Snow Tire & Wheel Package
Given the Civic Type R's combination of steering response, power, overall handling balance and surprising lack of torque steer, most Type R drivers are best served by performance winter tires. One critical factor to consider is tire size. There is always going to be a balancing act between having a tire narrow enough to cut through deeper snow, but wide enough for ice, packed snow and dry roads. If you're going with a Performance Winter / Snow tire to prioritize dry-road handling, staying with the Original Equipment 245 width complements that dry road emphasis. Specifically, choosing the 245/35R19 Michelin Pilot PA4 for its key strengths of good snow grip, wet traction and dry-road handling. For wheels, consider the 19x8 ET 45 gloss black painted MSW Type 71 (Original Equipment wheels are 8.5" wide with a 60 mm offset).
Studless Ice & Snow Tire & Wheel Package
Is your Civic Type R your sole winter vehicle? Are you living in an area that gets a large amount of snow and ice? Then you'll want to get Studless Ice & Snow tires for their ice and packed-snow grip advantage. The complementary tire size would be 235/45R18. 235/45R18 tires are about 1/2" narrower and 1/2" larger in diameter than your Original Equipment 245/30R20. This narrower footprint cuts through deeper snow, yet is wide enough for ice and packed snow. The Continental WinterContact SI offers a great balance between ice grip and dry-road handling. For wheels, consider the 18x7.5 ET 47 black painted MSW Type 27.
Note: Your Civic Type R uses the Indirect ABS-based TPMS system so no direct sensors are needed. Just hit the TPMS reset button after installing your wheels and tires.
Do you need to run winter / snow tires? If you're in a region that normally averages over a foot of snow or your vehicle comes equipped with summer tires from the factory, you should strongly consider installing winter tires. Dedicated snow tires will enhance an all-wheel drive vehicle's winter capability, make an intrinsically "bad-in-snow" car better and improve safety in that family sedan, SUV or minivan.
All-wheel drive, ABS (Anti-Lock Brakes) and traction control help, but no car maker can manufacture traction. All-wheel drive will help get you going, however you'll need proper snow grip to stop and turn. Since innate snow prowess and overall performance will vary by vehicle, select a tire from the performance category that works best for your vehicle, your driving temperament and local weather. The three major performance categories are: Studless Ice & Snow, Studdable Winter / Snow and Performance Winter / Snow.
Studless Ice & Snow tires give you optimum ice and packed snow grip, but are less responsive on dry roads. These tires trade a little clear-road handling precision for their high level of snow and ice traction.
Studless Ice & Snow tires tend to be available in higher profile sizes and include the following:
table.tableizer-table { font-size: 12px; border: 1px solid #CCC; font-family: Arial, Helvetica, sans-serif; } .tableizer-table td { padding: 4px; margin: 3px; border: 1px solid #CCC; } .tableizer-table th { background-color: #104E8B; color: #FFF; font-weight: bold; } Passenger Light Truck/SUV BFGoodrich Winter Slalom KSI Bridgestone Blizzak DM-V1 Bridgestone Blizzak WS70 Bridgestone Blizzak DM-V2 Bridgestone Blizzak WS80 Bridgestone Blizzak W965 Continental WinterContact SI Goodyear Ultra Grip Ice WRT SUV Dunlop Winter Maxx Michelin LTX Winter Goodyear Ultra Grip Ice WRT Michelin Latitude X-Ice Xi2 Michelin X-Ice Xi3 Yokahma Geolandar I/T G072 Pirelli Ice Zero FR Yokohama iceGUARD iG51v Yokohama iceGUARD iG20 Yokohama iceGUARD iG52cIf you go with a Studless Ice & Snow tire, you should consider going with a narrower tire as it cuts through deeper snow better. This is especially true for a lighter car like the MINI Cooper, but there are exceptions to the rule as discussed in detail here.
Studdable Winter / Snow tires can run studded or unstudded. When studded, they provide good ice and packed snow grip but are less responsive on dry roads. When unstudded, these tires perform well in moderate and deep snow, yet do not match the ice traction of tires in the Studless Ice & Snow category. It's important to note that the use of studded tires may be prohibited or restricted in your area, so be sure to check with local authorities to confirm legality.
Looking for the traditional security of winter tire studs for enhanced traction on ice? Consider the following Studdable Winter / Snow options:
table.tableizer-table { font-size: 12px; border: 1px solid #CCC; font-family: Arial, Helvetica, sans-serif; } .tableizer-table td { padding: 4px; margin: 3px; border: 1px solid #CCC; } .tableizer-table th { background-color: #104E8B; color: #FFF; font-weight: bold; } Passenger Light Truck/SUV General AltiMAX Arctic Firestone Winterforce LT Goodyear Utra Grip Winter Firestone Winterforce UV Firestone Winterforce General Grabber Arctic General Grabber Arctic LTPerformance Winter / Snow tires exhibit dry-road deficiencies to a much lesser degree. If your vehicle came with summer performance tires, the Performance Winter / Snow tires will be more comparable in steering response, acceleration, grip, braking and cornering grip. They give up some ice and packed snow grip to achieve it. Tires in this category wear slightly better compared to Studless Ice & Snow tires, especially during the early and late winter days when temperatures are a little warmer.
Available in lower profile sizes, the following Performance Winter / Snow tires are worth a look:
table.tableizer-table { font-size: 12px; border: 1px solid #CCC; font-family: Arial, Helvetica, sans-serif; } .tableizer-table td { padding: 4px; margin: 3px; border: 1px solid #CCC; } .tableizer-table th { background-color: #104E8B; color: #FFF; font-weight: bold; } Passenger Light Truck/SUV Bridgestone Blizzak LM-25 RFT Pirelli Scorpion Ice & Snow Bridgestone Blizzak LM-32 Pirelli Scorpion Ice & Snow Run Flat Bridgestone Blizzak LM-60 RFT Pirelli Scorpion Winter Bridgestone Blizzak LM001 Pirelli Scorpion Winter Run Flat Dunlop Winter Sport 3D Dunlop Winter Sport 4D Michelin Pilot Alpin PA4 Pirelli Winter Snowcontrol Serie 3 (W190) Pirelli Winter Sottozero (W210/240) Pirelli Winter Sottozero 3 Pirelli Winter Sottozero 3 Run Flat Pirelli Winter Sottozero Serie II (W210/240/270) Pirelli Winter Sottozero Serie II Run Flat (W210/240/270)
Founded in 1915, General Tire has been making tires for over 100 years. That knowledge base improved even more in 1987 when General was purchased by a leading German-tire manufacturer. This infusion of capital and technology has helped General continue to make great tires at a very reasonable prices.
One such General tire that has tested well and impressed thousands of drivers has been the Ultra High Performance All-Season General G-MAX AS-03. The General G-MAX AS-03 provides a great combination of handling, overall performance and value in a wide range of sizes. Yet General's tire engineers knew that they couldn't rest on their laurels. Our testing program incentivizes tire manufacturers to constantly improve for the next Tire Rack comparison test. As the ultimate tire geeks, we feel that there's always room for improvement.
We definitely like the improvements that General has made in the new G-MAX AS-05, General's replacement for the trusted G-MAX AS-03. Compared to the General G-MAX AS-03, the AS-05 has maintained good steering response, made noticeable improvements in ride and tread noise, along with incremental improvements in dry and wet traction.
I suspect that we’ll find the biggest difference will be tread noise over the long term. The AS-05's non-directional asymmetric tread pattern allows for side-to-side rotation changing the direction of travel. So in theory, the AS-05 should be less apt to develop noisy heel and toe wear.
Although we don't have hard data (pending our 2018 winter testing), General's internal testing has shown a modest improvement in winter performance compared to the G-MAX AS-03, which demonstrated good winter performance for its category.
In short, if you liked the General G-MAX AS-03, you'll like the General G-MAX AS-05 even more!
Ready for warm weather and track days, but wondering why you can't find the Racetrack & Autocross Only Toyo R888 in your size? Well, you might not be able to get the R888 in your size but you can probably get the newer improved R888R.
The R888R uses the same R-compound as the R888 but the R888R has an asymmetric tread pattern that creates a 14% increase in contact patch while cornering and 10% increase in a straight line. Internal construction has been revised to optimize the contact patch for improved overall dry traction. Toyo’s internal testing shows a noticeable improvement in dry lap times compared to its predecessor with a small decrease in wet performance.
At this point, Toyo is planning on phasing out the R888 in most sizes and replacing it with the R888R. However, it will be a gradual process with the R888 staying around in a few select sizes. View sizes to see which tire is available for your vehicle.
General setup guidelines are unchanged for the R888R compared to the R888 and are listed below. Even though the R888R is DOT-approved, it is not intended to be driven on public highways - it is for competition use only.
Good things happen to those who haul!
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Ready for warm weather and track days, but wondering why you can't find the Racetrack & Autocross Only Toyo R888 in your size? Well, you might not be able to get the R888 in your size but you can probably get the newer improved R888R.
The R888R uses the same R-compound as the R888 but the R888R has an asymmetric tread pattern that creates a 14% increase in contact patch while cornering and 10% increase in a straight line. Internal construction has been revised to optimize the contact patch for improved overall dry traction. Toyo’s internal testing shows a noticeable improvement in dry lap times compared to its predecessor with a small decrease in wet performance.
At this point, Toyo is planning on phasing out the R888 in most sizes and replacing it with the R888R. However, it will be a gradual process with the R888 staying around in a few select sizes. View sizes to see which tire is available for your vehicle.
General setup guidelines are unchanged for the R888R compared to the R888 and are listed below. Even though the R888R is DOT-approved, it is not intended to be driven on public highways - it is for competition use only.
Good things happen to those who haul!
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Another winter season is behind us and temperatures are rising enough that many enthusiasts are getting their warm-weather toys out for summertime fun. Whether you own a boat, jet skis, ATVs, race cars or dirt bikes, you probably own a trailer that you use to transport these vehicles.
While checking the condition of your trailer, be sure to take some time to inspect the tires. The condition of your trailer tires is important to safety and is often neglected. Take the time to look beyond a visual check of the tires' tread depth. Trailer tires commonly "age out" before they wear out since many drivers don't put enough miles on them to cause significant tread wear. Therefore, be sure to check them for weather cracking, severe discoloration and other signs of aging before you use your trailer this year. Regardless of the condition of your trailer tires, most tire manufacturer associations recommend replacing tires that are over ten years old. For help determining the age of your tires, check out our tech article here.
Should you find that a trailer tire purchase is in your future, we've got you covered! Here at Tire Rack, we offer value-oriented trailer tires tire in the Power King brand. We previously discussed the Power King trailer tires in, "Goodyear Marathon Radial vs. Power King Towmax STR Trailer Tires." We also offer Goodyear trailer tires, including their new Endurance tire.
Until recently shoppers looking for a familiar and well-respected tire brand for their trailer tires would turn to the Goodyear Marathon Radial. Since its introduction over ten years ago, the Marathon Radial has provided drivers with long wear and reliable service. In order to offer an even better trailer tire to its customers, Goodyear has replaced most sizes of the old Marathon Radial with the Endurance trailer tire and moved production of the new tire model to the USA.
The Goodyear Endurance trailer tires feature a new tread pattern with more tightly spaced ribs to provide constant rubber-to-road contact for improved straight line tracking, highway stability and longer wear. All sizes now include two-ply nylon reinforcement to stabilize the tread which increases durability and traction. Some of the most popular sizes have increased load capacity compared to the old Marathon Radial.
These improvements make the Goodyear Endurance a great choice for replacement trailer tires. Don't let a trailer tire failure ruin your fun this summer.
I was hoping to convince Tire Rack management to cover the cost swapping my 2015 Subaru BRZ for a 2017 Subaru BRZ with the Performance Pack.
This would give us quick access for a car to test fit and I get the newest BRZ. Of course they didn't go for that, but we have updated our website with compatible wheels for the 2017 Subaru BRZ with Performance Pack Brembo Brakes. You can view all wheels available for the vehicle here.
If you're autocrossing your 2017 Subaru BRZ PP in the C Stock class, here's the relevant 2017 SCCA National Solo rules excerpt on stock class wheels:
13.4 Wheels: Any type wheel may be used provided it complies with the following: A. It is the same width as standard and as installed it does not have an offset more than ±7.00 mm (±0.275”) from a standard wheel for the car.
The Performance Pack BRZ is equipped with 17x7.5 48 mm offset (ET) wheels as Original Equipment. Use the filters on our wheel search page to limit your search to 17" diameter, offsets ranging from 42 to 48 and a width of 7.5 inches. For a combination of moderate weight, value and style consider the Sparco Trofeo 5.
I haven't driven a 2017 with its slightly shorter gearing yet, however I suspect the O.E. 215/45R17 size will work best. For this size, add a set of 215/45R17 Bridgestone Potenza RE-71R tires to complete your Tire & Wheel Package at a cost of $1,353.76 (price subject to change) for either the black or bronze wheel option. The light grey package is available for $1,229.80.
There’s no better way to make an instant and dramatic upgrade to the look and performance of your vehicle than with a Tire & Wheel Package. Search for your ideal package and have your BRZ looking that much better!
The 2012 Toyota Sienna XLE is a perfect vehicle for a larger family. Well built to provide a comfortable ride with a smooth and powerful engine, the Sienna XLE AWD version comes with second-row lounge seats that feature pop-up footrests. With such a comfortable interior, you don’t want to ruin it by riding on the wrong tires.
Equipped with 235/55R18 Bridgestone Turanza EL 400-02 RFT tires as Original Equipment, the tire was Bridgestone’s first run-flat tire to arrive in the United States that featured their third-generation run-flat technology. It’s designed to offer almost the same riding comfort as conventional tires while continuing to provide temporary mobility in the event a puncture allows complete air loss.
When the time comes to replace your vehicle’s Original Equipment tires, take a look at our best sellers for the Sienna:
If you enjoy the convenience of a run-flat tire, and prefer to keep them installed on your minivan, consider the Bridgestone DriveGuard. The tire is developed for safety-minded drivers who are looking for a better riding option than their vehicle’s Original Equipment run-flat tires. Featuring Bridgestone’s latest run-flat technology, the DriveGuard offers almost the same riding comfort as conventional tires, while offering year-round driving flexibility with predictable handling, traction and control on dry and wet roads, as well as in light snow.
The idea of moving to a conventional tire appeals to many customers, and if you fall under this category, we recommend the Michelin Defender LTX M/S. As an owner of a Sienna minivan, you know this vehicle is very hard on tires. So to get long tread life out of your next set of tires, the Michelin Defender LTX M/S will not only accomplish this, but also provide a smooth and quiet ride thanks to Michelin’s MaxTouch Construction. It produces a contact patch that promotes reliable traction and long wear by evenly distributing acceleration, braking and cornering forces.
Not sure what to do? Try our Tire Decision Guide to help you narrow down your choices. You’ll answer just a few questions and we’ll trade you your answers for our top tire recommendations.
If you love the look and feel of the Hummer, but you don’t want to buy a Hummer, you may really want this alternative. The SportChassis P4XL is big, big, big. It has a 174-in wheelbase, 264-inch width from front to back, four 425/65R 22.5-in tires available in the off road package. It has a powerful 5-speed engine that takes you anywhere you need to go. The OEM four-wheel drive gives you power when and where you need it.
There are a variety of colors available, as well as a beautiful, luxury interior that has all the luxury features you want. The five-person seating means you can even bring your friends along wherever you go. There’s even a reclining rear sofa seat so they can travel along with you in style.
It also has some great upgradable options like the SportChassis seat cover set. Check it out for yourself and see why they SportChassis P4XL is the world’s biggest SUV and why it is also the best.
It starts at $229,1000 and the price can go up, based on the features you add. The 2017 Bentley Bentayga has a curb weight of 5,340 and 600 HP, a 6.0 L, V12 engine and it comes standard with a 3-year unlimited basic warranty. It boasts top records in performance and can go from zero to 60 in 4 seconds. It can go up to 187 miles per hour.
The W12 First Edition version starts at $297,400. You can expect the interior and exterior are going to look fantastic and there will be many great features for comfort and style. So now you can see why this is the world’s most expensive SUV. What do you think?
The fuel filter may be part of the in-tank fuel pump.
Fuel: your automobile runs on it, obviously, but it’s not the only thing that gets into your car. Contaminants, dirt, and the odd thing make their way into your fuel, which goes all throughout the car.
If there’s no fuel getting to your engine, the vehicle won’t go. So how do you prevent this problem? Read on.
The fuel filter will collect all manner of contaminants. Remember how you get your gas from the gas station? Well that gas is also stored in giant tanks underground. These tanks corrode and get dirty‚ just like your gas tank can. Dirt, rust, and other contaminants go from the gas station;s tank to your vehicle’s, and it’s the fuel filter’s job to prevent that stuff from reaching your fuel injection system and engine.
You can tell that you may need a new fuel filter by looking for a few basic signs. When you hit the gas, your vehicle does one of the following:
When your fuel filter gets clogged, not enough gas gets to your engine, which causes a loss of power, or could even result in a vehicle stall.
In addition, your vehicle may be underperforming because the fuel filter is getting dirty or clogged without showing obvious signs of distress. For older vehicles, manufacturers may recommend changing your fuel filter every 12,000 miles, but that number may varies widely. Depending on your environment and driving habits, you may have to change your filter sooner than the recommended interval. Some are designed for extended service and there is no maintenance interval for fuel filter replacement. Check your Chilton subscription for maintenance intervals as well as tests, troubleshooting, diagnostics, and technical service bulletins.
Some fuel filters are inline, rather than integrated with the fuel pump.
You can also remove your fuel filter to see how it looks. You’ll need a few tools like wrenches, sockets, screwdrivers, and pliers‚ although, again, your specific needs will vary based on your vehicle. Fuel filters are attached to the fuel line in various ways. Check your Chilton subscription for instructions for your vehicle.
Filters are fairly inexpensive, starting at around $15, and some cost much more than that. Consult your owner’s manual for information about the specific fuel filter you need.
When you remove the fuel filter, you’ll see what sort of fuel spills out. Gasoline should be relatively clear, with a bluish hue. If the fuel in the filter is brown or more opaque, that’s a sure sign you should change it.
If you’re handy, changing your fuel filter is an easy, inexpensive project to do at home. It usually requires few tools and only a little time. Consult your Chilton subscription for the fuel filter maintenance interval and fuel filter replacement procedure.
By Ryan Lee Price
Turn of the century cross-country travel by automobile meant traversing poor roads. The trip took weeks, inspiring the US Army to try a journey of its own.
Soon after the turn of the century, some automobile companies were using their products to help promote sales in the shipping industry. In 1908, Packard sent one of its trucks from New York to San Francisco with a three-ton load. The trip took 48 days and helped inspire the US government to try a journey of its own.
The Lincoln Highway
One answer to the need for better roads was a continuous highway from coast to coast. The Lincoln Highway was perhaps the first main road to connect the two coasts, stretching from New York to San Francisco, and its direct impact southwest United States was limited. Most travelers didn’t turn left. In many sections the route made use of old roads, including a 17th-century road in New Jersey laid out by Dutch colonists; the Chambersburg turnpike used by Lee’s Army of Northern Virginia to reach Gettysburg; portions of the Mormon Trail; routes used by the Pony Express; and the Donner Pass crossing of the Sierras.
The Lincoln Highway was the first transcontinental highway. It was named for the nation’s most honored president, Abraham Lincoln.
According to the 1919 edition of the Encyclopedia Americana, “The route is marked with a distinctive red, white and blue marker, bearing a blue ‘L’ on the central white field. For every mile of improvement secured on the Lincoln Highway, 10 miles have followed as a direct result upon other routes connecting important centers north and south with the main line. Along its entire length the highest type of highway construction is represented in this modern American Appian Way.”
In 1916, Woodrow Wilson announced as part of his election platform: “The happiness, comfort and prosperity of rural life, and the development of the city, are alike conserved by the construction of public highways.” He signed the Federal Aid Road Act, the first federal highway funding law, providing $75 million to build and improve roads.
The US Army Joins the Convoy
When moving people and materiel by railroad alone during World War I proved inadequate, the US Army experimented with truck convoys to supplement the railroad. The two-month ordeal of the US Army Transcontinental Motor Convoy in 1919 convinced the Army of the need for better roads.
US Army Transcontinental Motor Convoy of 1919
Despite this “Appian Way,” the US Army was determined to discover the true conditions of roads to the Pacific and set out on July 7 from Washington DC with 81 vehicles and trailers, including: 34 heavy cargo trucks, 4 light delivery trucks, two mobile machine shops, one blacksmith shop, one wrecking truck, an artillery wheeled tractor that towed nine trucks at once and was equipped with a power winch. There were two spare parts stores, two water tanks, one gasoline tank, one searchlight with an electrical power plant truck, four kitchen trailers, eight touring cars, one reconnaissance car, two staff observation cars, five sidecar motorcycles, and four solo motorcycles. As well as five GMC ambulances with two ambulance trailers, a four-ton pontoon trailer (left in Omaha) and a Renault Whippet FT-17 tank lashed to a flatbed trailer. Dealers en route supplied gasoline and tires to the convoy and the Firestone Tire and Rubber Company provided two trucks that carried spare standard tires.
Most all of the 3,250 miles of roadways were unpaved and undeveloped, creating untold problems, both mechanical and logistical. Most of the men were not trained to use the equipment and literally only one man of the 24 officers (including a young Dwight D. Eisenhower), 15 staff members from the War Department and 258 enlisted men — Henry Ostermann — knew the way across what was then still a patchwork of roads that ranged from concrete to mud (he had driven across the country 19 times).
Passing through 350 towns and communities and being witnessed by nearly three million people, the convoy completed the trip in 63 days, arriving in Oakland, California on September 7, proving that the infrastructure of the country was woefully inadequate to transport much of anything, especially during a time of war.
In his novel Grapes of Wrath, John Steinbeck called Route 66, “The “Mother Road,” because it was used during the Dust Bowl and Great Depression in the 1930s by hundreds of thousands of people to flee great hardship.
Get Your Kicks on Route 66
Route 66 was a highway spawned by the demands of a rapidly changing America. Contrasted with the Lincoln, the Dixie, and other highways of its day, Route 66 did not follow the traditionally linear course as did the other highways. Its unusual diagonal course linked hundreds of rural communities in Illinois, Missouri, and Kansas to Chicago; thus enabling farmers to transport grain and produce for redistribution. The diagonal configuration of Route 66 was particularly significant to the trucking industry, which by 1930 had come to rival the railroad for preeminence in the American shipping industry. The “Mother Road,” christened so by John Steinbeck in his novel Grapes of Wrath, between Chicago and the Pacific Coast, traversed essentially flat prairie lands and enjoyed a more temperate climate than northern highways, which made it especially appealing to truckers.
From Chicago, Route 66 began as nothing more than a series of intertwining trails headed west, mostly a cobbling of farm-to-market roads, driveways, paths, old wagon trails, small rudely improved thoroughfares and downtown streets … as long as it pointed westward and got you out of town and toward the next, it was part of what would be called Route 66. More importantly, it ferried people to California, especially during the Great Depression when thousands of tenant farmers searched for a new life and better opportunities.
Until roughly 1926 (though official U.S. Route 66 signs didn’t appear until the following year), travelers would have to brave unmarked roads and meandering byways with trepidation that the next town would be just over the horizon. The road was rough and unforgiving, but the promise of California was a tempting motive, and as more cars became a prevalent part of American culture, more people took to the road.
Interstate Highway System
In an effort not only to connect the country’s population, but also to connect the country’s military installations and to ease the travel of the military, the Interstate Highway System was planned and implemented in earnest after the signing of the Federal Aid Highway Act of 1921.
In 1922, the Bureau of Public Roads commissioned General John “Black Jack” Pershing to provide a proposal for a national highway system (based on importance in the event of war). His proposal, referred to as “The Pershing Map,” was 32-feet long and suggested the building of 78,000 miles of road, most of which were completed and formed a substantial portion of the Interstate Highway System.
Throughout the 1920s, road construction boomed with the increased enthusiasm behind traveling and visiting the nation’s newest National Parks. From a 1922 report for the Department of Interior from the National Parks Service, it is clear that the automobile had really mobilized a nation [punctuation is original]: “Undoubtedly the principal factor in the travel movement in this country to-day is the enlarged use of the automobile. It is true the automobile affords a wide freedom in movement of parties limited only by the capacity of the cars, and permits stops at or excursions from any points en route to a particular destination that appeal to the members of the party. It meets the opportunities for out-of-door recreation that we Americans as a sightseeing nation seem to crave, and has come to be considered by many to be the ideal means of vacation travel.”
Having spent two months with the 1919 Army Convoy and seeing the mobilization of Germany with the Reichsautobahn system during World War II, Dwight D. Eisenhower was a strong proponent of the highway system. In 1955 the General Location of National System of Interstate Highways mapped out what became the Interstate System, and Charles Erwin Wilson, who was head of General Motors when President Eisenhower selected him as Secretary of Defense in January 1953, planned out the implementation of the highway system. This was in the midst of the Cold War, and Eisenhower debated for the highways for the purpose of national defense. In the event of an invasion, the US Army would need good highways to be able to transport troops across the country efficiently.
Missouri road was the first project of the 1956 Federal Aid Highway Act.
The Federal Aid Highway Act of 1956 (known as the National Interstate and Defense Highways Act of 1956), authorized $25 billion dollars to be spent over 12 years of construction (with the states paying 10 percent of the cost through taxes on fuel, cars and tires). However, it ended up costing $114 billion and took 35 years. The last portion of the original plans — a section of the I-70 through Glenwood Canyon in Colorado — was completed on October 14, 1992.
The nation was connected.
Up next: Coast to Coast. The History of Transcontinental Travel, Part 4: The New Record Setters
Previous: Coast to Coast. The History of Transcontinental Travel, Part 2: Wheels and Wings
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