My Location: AIM Tire: American International Motorsports >> RA-1 Vs R-888 + NEW INFO!!!
RA-1 Vs R-888 + NEW INFO!!!
There are a multitude of questions being asked about the difference between the RA-1 and the new R-888.|
Our company was the very first company to sell the RA-1 in the U.S.A.back in 1992. In fact we were the company that originally tested a prototype RA-1 that allowed TOYO the feedback necessary to commit the RA-1 to the USA market. Thus, we have a bit of experience with the RA-1 tire!
The greatest difference between the RA-1 and the R-888 is the tires construction. The R-888 is an all new design both in tread and construction.
The most obvious difference being the tread pattern and molded tread depth. The R-888 grooves are molded to 6/32nds of an inch. Whereas the RA-1 grooves are staggard with the inner grooves at 8/32nds of an inch and the outer most grooves at 6/32nds. Additionally the R-888 has less and larger tread blocks to promote a quicker steering response and better mid-corner grip at full tread depth. This especially helps the street track day vehicles who wish to drive to the track, use the same tires for a day of fast lapping on the track and still drive home with a true DOT tire!
It should be noted that shaving a R-888 due to the wider grooves will not ceate a 'slick tire' as in the case of shaving a RA-1 to below 4/32nds. The R-888 when shaved to a low 2/32nds will not become a virtual slick tire but will continue to have wide rain grooves.
The wider grooves on the R-888 does enhance the wet weather performance of the tire and has proven superior in the wet than the RA-1.
However, WE believe that the R-888 should be used at a higher pressure in the rain and the dry than the RA-1 due to the design of the R-888.
To maximize the performance of the R-888 over the RA-1, on ALL race cars and especially Front wheel drive RACE cars and Spec Miata's: The camber, toe, tire pressure and even the driving technique must be modified to obtain the maximum performance from this all new tire.
HOWEVER, you will find the R-888 will have excellent grip and performance with the SAME settings as you used with the RA-1 tires, IF you car is a rear wheel drive car!
-- Front wheel and all wheel drive cars MUST change the camber/air pressure/toe settings for the R-888!--
But, if you use the original RA-1 settings for your rear wheel drive car you will not see an increase in performance and could see a decrease in tire life over the RA-1 tires.
The R-888 with the stiffer sidewall and softer undertread construction requires a bit less initial camber settings and WE BELIEVE increased (over the Ra-1) starting and 'HOT' tire pressures to provide a longer lasting and more consistent experience.
Or you can run very well with your original camber settings and by simply increasing your STARTING pressure.
A performance gain may be experienced by using low starting pressures in the 24-28lb range. However, if when using this low 'starting pressure' you experience a tire that is good for only 3-4 laps and it then falls off it is highly recommended to begin and end with a much higher pressure.
Most Spec Miata's and E-30 series cars
have found success by starting with 38-40lbs of air pressure and ending with 43-47lbs of air pressure!
This will be hard for you to believe, but the higher hot or ending tire pressure WILL provide you with BETTER tire wear.
Yes, yes I know this doesn't make any sense whatsoever. But, just TRY IT! And you'll see what I mean.
TOYO MOTORSPORTS - CANADA SUGGESTIONS:
VEHICLE WEIGHT.............STARTING PRESS...........HOT
_____less than 1776 lbs.......... 17-22psi........... 22-29psi
_________1776-2220 lbs.......... 20-26psi........... 24-32psi
_________2220-3109 lbs.......... 23-27psi........... 28-40psi
_________over 3109 lbs.......... 27-35psi........... 37-42psi
The correct initial (Cold or starting) air pressure is critical to achieve an optimum contact patch shape. Optimum starting pressures are determined by the TRACK, EVENT DISTANCE, CHASSIS TYPE AND SETUP, CHASSIS WEIGHT and DRIVING STYLE. So, the above pressure chart is RECOMMENDATIONS ONLY!
** Canada finds an increase in pressure from starting to hot of 10-12 lbs acceptable. Howeveer, it has been our experience that if the pressure should increase more than 10 lbs from start to hot one should start with a higher pressure. We've found that a 8 to 10 lb. increase from starting to hot pressure is best.
OPTIMAL OPERATING TEMPERATURE
194F to 230F
176F is minimum, 194F-230F is optimum, 284F is maximum so says TOYO Canada! So you're not even in the operational range people.
In Canada they recommend using LESS CAMBER than with the old Ra-1.
In Canada they recommend driving with LESS SLIP ANGLE than with the old Ra-1 tires.
By design the R-888 promotes higher levels of grip under braking and at mid-corner.
So, if you simply switch a RA-1 for a R-888 without changing your chassis set-up please don't expect your car to rotate in at mid-corner without taking camber out of the rear suspension settings.
Furthermore, a bit less camber in the rear will aid turn-in and an increase in starting and operating pressure of the R-888 over the RA-1 will aid in overall tire life.
In addition, a proper break in of the R-888 tires will increase tire life substantually. Simply use one session to bring the tires up to operating tempature then let them sit overnight or longer. This will increase tire life for any tire.
At the higher pressure the R-888 is a VERY comfortable tire to drive quickly. Low pressures will cause an unstable feeling. Keep this in mind.
WE CAN HELP!
A.I.M. has an all new RACE CAR chassis alignment/corner weight facility to 'dial in' your race car like never before!
Located here at Infineon Raceway, across from the AIM shop we have teamed with the very capable TIM BARBER, renown Championship winning race driver and chassis guru. Tim also provides personal coaching on the track or in a high-tech simulator to further enhance your driving experience and winning percentage!
CALL AHEAD for an appointment, you will not be disappointed with the performance gained from someone who knows how race cars SHOULD handle.
Questions? Call us we'll be glad to assist as much as we can.
Thank you, Ron Cortez