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Slick Product RC-001 |
Size | Rim Width | Overall Diameter | Section Width | Tread Width | |
| recommed | Optimum | mm | mm | mm | ||
 | 180/550R13 | 8.0-9.0 | 8.5 | 550 | 238 | 200 |
| 240/570R13 | 10.0-11.0 | 10.5 | 570 | 290 | 250 | |
| 200/580R15 | 7.0-8.5 | 7.5 | 580 | 220 | 200 | |
| 240/610R17 | 8.0-9.5 | 9 | 608 | 250 | 240 | |
| 260/660R18 | 9.0-10.5 | 10 | 660 | 282 | 260 | |
| 280/660R18 | 10-11.5 | 11 | 660 | 304 | 280 | |
| 300/660R18 | 11-12.5 | 12 | 656 | 325 | 300 | |
| 300/680R18 | 11-12.5 | 12 | 675 | 331 | 300 | |
Real Shot Display
| 260/660R18 Competition Tire Size Marking | ||
| Design Tread Arc Width，B（mm） | 260 |  |
| Design Overall Diameter，A（mm | 660 | |
| Radial | R | |
| Rim Diameter（inch） | 18 | |
200/580R15
| 200/580R15 Slick | |
| Circuit | |
| Max speed | 240km |
| RIM | 7.0J-8.5J |
| Mini cold pressure | 1.5/bar |
| Stints | 200km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.5 | 0 | 0 | 1 | 1 | 1 |
| -4 | 1 | 1 | 2 | 2 | 2 |
| -3.5 | 2 | 2 | 2 | 2 | 2 |
| -3.25 | 2 | 2 | 2 | 2 | 2 |
| from -2.25 to -3.0 | 2 | 2 | 2 | 2 | 2 |
240/610R17
| 240/610R17 Slick | |
| Circuit | |
| Max speed | 260km |
| RIM | 8.0J-9.5J |
| Mini cold pressure | 1.45/bar |
| Stints | 200km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.3 | 0 | 0 | 1 | 1 | 1 |
| -4 | 1 | 1 | 2 | 2 | 2 |
| -3.5 | 1 | 1 | 2 | 2 | 2 |
| from -2.0 to -3.25 | 2 | 2 | 2 | 2 | 2 |
260/660R18(TCR)
| 260/660R18 Slick | |
| Circuit | |
| Max speed | 280km |
| RIM | 9.0J-10.5J |
| Mini cold pressure | 1.35/bar |
| Stints | 200km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.5 | 0 | 0 | 0 | 0 | 0 |
| -4 | 1 | 1 | 1 | 1 | 1 |
| -3.5 | 1 | 1 | 2 | 2 | 2 |
| -3.25 | 1 | 2 | 2 | 2 | 2 |
| from -2.25 to -3.0 | 2 | 2 | 2 | 2 | 2 |
280/660R18
| 280/660R18 Slick | |
| Circuit | |
| Max speed | 280km |
| RIM | 10.0J-11.5J |
| Mini cold pressure | 1.4/bar |
| Stints | 180km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.5 | 0 | 1 | 1 | 1 | 1 |
| -4 | 0 | 1 | 2 | 2 | 2 |
| -3.5 | 0 | 2 | 2 | 2 | 2 |
| -3.25 | 0 | 2 | 2 | 2 | 2 |
| from -2.25 to -3.0 | 0 | 2 | 2 | 2 | 2 |
300/660R18
| 300/660R18 Slick | |
| Circuit | |
| Max speed | 300km |
| RIM | 11.0J-12.5J |
| Mini cold pressure | 1.4/bar |
| Stints | 180km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.5 | 0 | 0 | 1 | 1 | 1 |
| -4 | 0 | 0 | 2 | 2 | 2 |
| -3.5 | 0 | 1 | 2 | 2 | 2 |
| -3.25 | 0 | 1 | 2 | 2 | 2 |
| from -2.25 to -3.0 | 0 | 1 | 2 | 2 | 2 |
300/680R18
| 300/680R18 Slick | |
| Circuit | |
| Max speed | 300km |
| RIM | 11.0J-12.5J |
| Mini cold pressure | 1.4/bar |
| Stints | 180km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.5 | 0 | 0 | 0 | 0 | 0 |
| -4 | 0 | 0 | 1 | 1 | 1 |
| -3.5 | 0 | 1 | 2 | 2 | 2 |
| -3.25 | 0 | 1 | 2 | 2 | 2 |
| from -2.25 to -3.0 | 0 | 1 | 2 | 2 | 2 |
320/710R18
| 320/710R18 Slick | |
| Circuit | |
| Max speed | 320km |
| RIM | 12.0J-13.5J |
| Mini cold pressure | 1.3/bar |
| Stints | 180km |
| Stints | Mini hot pressure | ||||
| Camber | 1.8bar | 1.9bar | 2.0bar | 2.1bar | 2.2bar |
| -4.5 | 0 | 0 | 0 | 0 | 0 |
| -4 | 0 | 0 | 1 | 1 | 1 |
| -3.5 | 0 | 1 | 2 | 2 | 2 |
| -3.25 | 0 | 1 | 2 | 2 | 2 |
| from -2.25 to -3.0 | 0 | 1 | 2 | 2 | 2 |
Rubbercraft racing tires are specially designed and compounded solely for the purpose of motorsports competition.The use of racing tires on public roadways which is expressly prohibited,and may result in loss of traction,unexpected loss of vehicle control,or sudden loss of tire pressure,possibly resulting in serious injury or death.No warranty is given on rubbercraft racing tires due to the limited conditions under which they operate and rubbercraft shall not be liable for damage arising from false use.
Tires should be stored in a controlled environment with cool temperature and in darkness.High temperature,direct sunlight,proximity to high voltage electric motors or welders should be avoided.The use of chemical treatments such as tire “soaking” or tread “softener” to alter the tire carcass or tread compound of any rubbercraft racing tire may result in premature or catastrophic tire failure and serious injury or death.
Tire fitting of racing tires should be always carried out with special care to avoid dmage to the bead area which is of critical importance in ubeless tires.In order to assure of safety,you should always have your tires mounted at a certified dealership that knows how to handle tires made for competition.The use of tire fitting machine is strongly recommended to avoid damage to wheel or tire.Tires should not be inflated over 40psi(2.7bar).The use of Rubbercraft racing tires on wheels that do not meet industry standards can cause the tire and the wheel assembly to fail and explode with force sufficient to cause serious injury or death.
Rubbercraft tire should be mounted and installed on the car according to the directional arrows on the sidewall after on or two heat cycles, the tire can be rotated on the car. Worn tire can be dismounted and flipped on the wheel to extend tread life
The longevity and consistency of the grip level can be increased by properly scuffing a new set of racing tire. It is very important not to run hard for an entire session on new tires. Think of it like breaking in a new engine, or bedding in new brakes to scuff a set of tires, start by taking one or two moderately paced laps to gradually bring the tires up to operating temperature, and than run one hard lap followed by a cool down lap. The ideal situation would be to stop and remove the tires from the car ,and allow them to cool down to ambient temperature before running them again. When running an entire session on a new set of tire without stopping.one should still follow the scuffing procedure at the beginning of the session before turning laps at a fast pace. It’s also very important to run a slower lap at some point in the middle of session to allow the tire to cool off before running hard laps again.
Moisture inside of a tire can cause excessive pressure build-up and handling problems. After purchasing a new set of mounted tires, the valve cores should be removed to purge out any moisture, and the tire should be inflated with dry air or nitrogen. When switching from another brand of tires to rubbercraft tires .it is not necessary to change cold or hot inflation pressures. Start with the same settings , and approved R-compound road racing tires is 40 PSI. it could be a few pounds less ofr lighter cars, and a few pounds more for heavier cars. FWD cars may require higher inflation pressure in the front tires. 13 inch slick for formula vars and sports racers should initially target for 22 PSI hot. Changing hot inflation pressure to alter the handing characteristics of the caris a fine tuning adjustment. Improving the overall grip level should be done by tuning spring rates, dampers, anti-rollbars, ride heights, alignment setting,etc.
In addition to utilizing tread temperature data to evaluate how the car an tire are performing the inside and outside tread wear indicator pins should be measured with a depth gauge to determine if camber or pressure change need to be made. If the inside of the tire is worn more, camber may need to be reduced. If the outside is worn more, camber will need to be increased, or inflation pressure will be need to be increased to prevent the tire from rolling over on the outside shoulder.
The number of useful heat cycles that a set of race tires should be run is dependent upon whether or not they were properly scuffed, ambient and track temperature, track surface, length of each track session, and most importantly = driving style. Drivers that toss the car into the entry of a corner and slide throuth the middle and exit of a turn may have excessive tire wear and reduction in the consistency of the grip level. A smooth driving style will result in faster lap times and better tire performance .
Tread temperature will vary depending on ambient and track temperature, the type of circuit ,and the type of car. The temperature should be within a range of 70 to 105 degrees when measured in pit lane. Optimum grip level is at 80 to 95 degrees. A probe type pyrometer is recommended for temperature measurements, and a consistent technique must be used, check the tires in the same location (inside middle, outside) and in the same order (LF,RF,RR,LR)each time the car comes to pit lane.
The data should be recorded as follows to make it easier to interpret. Depending on the width of the tire, the inside tread temperature should be 10 to 20 degrees hotter than the outside.
| OUT | FL | IN | IN | FR | OUT |
| 80 | 88 | 95 | 95 | 88 | 80 |
| 80 | 88 | 95 | 95 | 88 | 80 |
| OUT | RL | IN | IN | RR | OUT |
If the inside is too hot, camber may need to be reduced. If the outside is too hot ,camber will need to be increased , or inflation pressure will need to be increased to prevent the tire from rolling over on the outside shoulder. If the front tires are hotter than the rear tire , it may show an under steer condition, and if the rear tires are hotter than the front tiress , it may show an over steer condition. This isn’t the case for all types of vehicles. The front tires on FWD cars are usually always hotter, and the rear tire on high horsepower RWD cars may be hotter due to wheel spin. The tires should be relatively new when using treads temperature data to interpret car set up issues. Tires with a worn shoulder may give a misleading temperature spread across the tire because the thin area doesn’t hold as much heat as thicker areas.
Chongqing Rubbercraft Tire Co.,Ltd
Tel: 86 023-86899922
Phone: +86 15696180909
Email:
Factory Address: Building 8, Yongjiang Yiting, Ruitian Road, Yuzhong District, Chongqing, China
Rubbercraft tire is one of china company who are focus on quality high performance and race tires.
