tigmd99

Were they LT...and were they Load Range E?

22” tires = basically low-profile tires with minimal sidewall...and purely sport-oriented (on-road).

tigmd99

Maybe i should have taken the red pill instead....

John00

rhetorical post here

LOL, I like the mushy soft sidewall feel. I really like an old 70's boat caddy or lincoln ride, and I keep my GX in COMF mode.
I don't see how a stiffer sidewall would not improve some aspects of on road driving. Wouldn't a stiffer sidewall help to keep more tire under the rim? Similar to this:
"But in terms of cornering, when a tire has a shorter sidewall, it's stiffer, so you get less flexing from the tires on turns."

Isn't a stiffer sidewall another method to get some of the on road benefits of a lower profile tire, while maintaining proper size and some of the benefits of a larger sidewall tire?

From a tire test review:

Through a full day of testing, the most impressive characteristics of the BFGoodrich g-Force Rival were:

• Precise turn-in - Thanks to very stiff sidewalls, initial turn-in and transitional response were direct and immediate. Stiff sidewalls are something that I especially like in a performance tire, so this was a big plus to me

anyways, good luck

tigmd99

Let's settle this silliness. Prime example. Jeep Wrangler JL Sahara vs. Jeep Wrangler JL Rubicon. Car and Driver. Both stock tires.

Sahara:

curb weight = 4469.

tires = Bridgestone Dueler H/T 685 255/70R-18.

70-0 braking = 176 ft

roadholding = 0.73 g

Rubicon:

curb weight = 4579

tires = BFGoodrich All-Terrain T/A KO2, LT285/70R-17 116/113Q M+S

70-0 braking = 203 ft

roadholding = 0.69 g



Once again, you do NOT buy LT-tires for on-road "high-performance." You do NOT buy LT-tires for on-road comfort, handling, braking, and/or steering. You buy LT-tires for cargo carrying capacity, towing, and off-road durability.

Much higher unsprung weight + tall (and, yes stiffer) sidewall = ROUGH & stiff ride, harder to control,worst STEERING, and worst BRAKING!!

tigmd99

Maybe stiffer sidewall does help.....IF everything else being equal. But that is not the case. We're talking about thick sidewalls here, not low-profile sports car tires. Stiffer sidewall in these LT tires is accompanied by much higher unsprung weight. And given the propensity of most members here, when they go LT-tires, they also get TALLER sidewall (upsizing), which further negates the stiffness advantage. (This is why OKSIR83 Jeep WRT had 22" tires, which basically had minimal sidewall...sure they may be stiff but the sidewall was razor thin, which is the case with all sports car tires.)

Stiff sidewalls and precise turn-ins etc.........all apply to sports car tires with low profile. We're talking about off-road / towing tires here with high profile (thick) sidewalls.

DaveGS4

iTrader: (2)

Ase and tigmd99 knock off the rude personal commentary or do not post please

John00

Read the thread below to see more results from members. Perhaps the most popular, highest rated popular tire ever on the GX is this LT, bought and then commented on by people who actually bought them for their own personal reasons. Most replaced the OEM HP's (non LT tire).
The on road performance is mentioned, actually praised, then others buy them and repeat the experience.



https://www.clublexus.com/forums/gx-...-on-gx460.html


Can't believe that 'nobody' does this or that when people here, and in other threads, are not only saying they do this, but state the reasons why and their personal results.

tigmd99

Self-fulfilling prophecy? Look at the Car and Driver test i noted above. Think about it though. Tall side wall. 10-15 lbs of unsprung weight increase.

BTW, if you guys find LT tire in stock size or +1 and it weighs under 45 lbs, then tell me. I am looking for something like that.

ASE

Yes, because 45 lbs. is somehow the "magic" threshold. Please elaborate ...

tigmd99

No...just wanted a lightweight LT tires...and i set a random lbs that i accept i guess...also because I have not found any at that range. Most LT tires are at least 50 lbs and above. Stock tire = 37-38 lbs i think. Most P-metric in stock or 265/65/18 sizes are around 40 lbs. So, i figured under 45 lbs LT won’t be too bad. I just want the lightest LT tires possible because I do off-road (or at least planned on).

But likely, i will go with P-metric Goodyear All-terrain Adventure at 265/65/18. Good weight to the tire (42 lbs). Strong sidewall. Pretty good looks.

SteveInCal

If my quick research is correct, the Rubicon tire is 0.7" taller than the Sahara tire in your example. All else being equal, the increased torque required to stop the taller tire will result in a longer braking distance. I've been out of school too many years to calculate the change in distance, but it's there.

Back in the day, my Isuzu Rodeo had 31" tires and stopping that vehicle was scary at times, especially towing my boat:-0

If low-profile tires with stiff sidewalls reduce tire flex and improve handling, why wouldn't load range E tires provide the same benefit for a tall truck tire?

ASE

Bingo ! Exactly !

ASE

Lexus brakes have more braking capacity than the ones "Joe Isuzu" provided on the Rodeo that were marginal even with stock tires

tigmd99

Because Load Range E tires also come with 10-15 lbs increase in UNSPRUNG weight at each corner. That’s the key. Ask any engineer or car expert, unsprung weight is the enemy of on-road performance in every which way!!

NO ONE buys Load Range E tires for on-road handling, comfort, or braking. No one. I bet you that Discount Tire expert would agree with me (but i don’t blame them for not jumping in here).

You buy Load Range E because of its increase durability and load capacity. Period. You do not buy it to enhance cornering prowess on the Autobahn!

tigmd99

From an article:

”Reducing unsprung weight is the key to improving handling. The lower the unsprung weight, the less work the shocks and springs have to do to keep the tires in contact with the road over bumpy surfaces. Lot of problems, if not all of them is caused by inertia. Bigger weight means higher inertia. Higher inertia means more workload for shocks and springs to keep tiers on the ground. If unsprung components have a high mass they are harder to accelerate/decelerate and thus it is more difficult for the suspension to maintain a consistent tire load.”