I got my Comp-2s for under $175/each which is just about the least expensive tire available in our sizes. It's tough comparing any all-season to something as aggressive and delicious as the G2s. Overall, I have to remember that I was on a GREAT tire from the factory. I will pump these things up to 38 PSI next time I stop for gas, and start playing with pressures to find the sweet spot. So with that in mind, it's possible there's more grip in there and I wussed out too much to go find it. The G2s at the limit inspire confidence, the Comp-2s at the limit, with all of their lateral movement, inspire your ass to leak. 93 Gs on the new Comp-2s with the tires howling like wild dogs. I've seen 1.12 lateral Gs out of the HUD on G2s in this corner, and saw. There's one particular decreasing-radius 270-degree turn that I get to take on the way to work every morning. It feels like someone pulled out most of the compression and rebound dampening out of the shocks with the way the car porpoises and wiggles. At the limits of adhesion, where the G2s were very communicative, the Comp-2s feel like jello and have you wondering what the car will be doing next.Īt the 35PSI cold I'm running right now, I can feel the tire flexing under lateral loads. The steering feels lighter in all situations, which makes sense given that the rubber isn't as sticky and there's less of it in contact with the pavement. In fact, there is less feedback in general. I've never experienced a more dramatic change in on-center feel as I have going between the G2s and Comp-2s. Tire noise is also significantly reduced over the OEM G2s. The car feels more comfortable than it ever has before with regards to road imperfections. The sidewall, despite being a 35-series tire, is quite compliant. As expected, these acted like any other all-season tire, providing excellent levels of cold-weather grip. It was 29 degrees out when I left the next morning, and the tires met my #1 goal. Due to a story far too long to go into in this post, it took all day to mount these wheels and clean up the old ones, so I didn't get a chance to drive the car until the next morning on my way to work. The day I mounted them it was in the high 40s here for temperature. I opted for all-seasons here because I won't be driving this car in standing snow, I simply wanted a tire that would retain its pliability and grip in freezing temps. For all of the vehicles in my family, I keep two sets of wheels/tires, 1 set with summers, and another with true winter rubber. No suspension/alignment changes were made at this time.įor the record, I typically despise all-season tires. Note that they are OEM sized, on OEM-sized rims with OEM offsets. The following is my impressions of the tires. Mud Terrain tires can generate higher noise levels and tend to carry lower mileage warranties the another tread designs.This past Sunday I got around to mounting my brand new MRR 228s with BFGoodrich G-Force COMP-2 A/S all-season rubber to my 1LE. Mud-Terrain treads are specifically designed with wider tread blocks and higher void ratios to gain traction in off-road conditions. All Terrain tires are suitable for everyday use. There more aggressive tread tends to be less quiet on paved roads. Highway tread patterns deliver a quiet ride.įor light trucks and specialty vehicles, All-Terraintread types provide better off-road traction than standard highway truck tires. These tires can be driven off pavement, but are not ideally suited for off road traction. The tread is optimized for normal everyday driving on paved surfaces. Highway is a tread type unique to SUV and truck tires. Passenger denotes a tread that is suitable for normal use, a good all-round tread for normal driving. TREAD TYPETread Type is an important consideration when choosing a tire.There are four main types: Passenger, Highway, All-Terrain andMud-Terrain.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |