The compound number can be found in the serial number on each tire.
EXAMPLE: CY1J M5 FJ087 M5-Compound code.
Mickey Thompson tires are compounded by size and application. The following points are general application suggestions.
Mickey Thompson is not responsible for misapplications.
The catalog number suffix indicates a construction, size or compound enhancement for particular applications.
R - Radial construction
M - Motorcycle
C - FWD / Sport Compact
ST - Suggested for manual transmission (Medium compound – M5)
W - Extra tread width (please note actual tread and section width on spec sheet)
S - Stiff sidewall construction. Recommended for 4 link suspension cars, heavy cars (over 3000lb.), and “soft ride” Rear Engine Dragsters. Can aid in quicker reaction times due to less tire distortion.
Medium - Soft: M7 X5 M5 L5 R2 R1 X8 L8 X7 L7 L4 L2
L4 – Soft compound for Dragsters, lightweight vehicles and vehicles without rear suspension.
L7 – For motorcycles.
L8 – Good compound for general use.
L2 – For Jr. Dragsters.
L5 – Good for High Horsepower – Boosted Applications
M5 – Good compound for general use.
M7 – Good compound for general use.
X5 – Cooler running version of M5.
X7 – Cooler running version of L7.
X8 – Cooler running version of L8.
R1 – Special Compound for ET Drag Radial.
R2 – Special Compound for ET Street Radial.
The length of your burnout will be dictated primarily by the ambient and track conditions. The hotter the temperatures, the shorter the burnout. When the temps get cool, a longer burnout will be necessary. Ideally you want the tire temp to be within 15 degrees of the track temperature on the launch. When the track temps exceed 120 degrees, it is always best to keep your tire temps on the lower side. Here are some additional tips for maximizing the performance of your M/T racing tires.
ET Street™ R (Bias), ET Street® R, ET Streetl® S/S, Pro Drag Radial, Pro Bracket Radial and ET Drag® Air Pressure Guidelines
Proper air pressure is critical to the best performance of your ET Drag or ET Street racing tires. Mickey Thompson strongly suggests investing in a good tire pressure gauge and that you keep accurate and complete records of each pass. This will aid you in becoming a consistent performer. Recommending air pressure is not easy, since there are so many variables that affect it: i.e. weight distribution, transmission, chassis set-up, wheel size, etc. To help you, we have broken down the types of vehicles into the following categories with a recommended starting point for the correct air pressure. These pressures are for off-highway use only and based on optimum chassis and drivetrain setups. Keep in mind that these are purely starting points. Actual optimum air pressure may vary significantly. If you have been running another brand of slick on your racecar, we generally recommend you start with the same air pressure you were running and go up in ½ pound increments until you get the best performance. Most racers will usually end up with ½ to 2 pound more air pressure in a Mickey Thompson tire. Note: Many racers feel that “Less is Better” with regard to air pressure. This is not always the case. While there are exceptions to every rule, we have found higher pressure generally works best with Mickey Thompson Tires. Not only do the higher pressures lead to quicker times, but they also contribute to a safer, more stable ride at the finish line.
VEHICLE WEIGHT | TIRE SIZE | AIR PRESSURE |
---|---|---|
UNDER 2,500 LBS | UNDER 32" DIA | 7 P.S.I. AND UP |
UNDER 2,500 LBS | OVER 32" DIA | 5 P.S.I. AND UP |
2,500 TO 3,000 LBS | UNDER 30" DIA | 10 P.S.I. AND UP |
2,500 TO 3,000 LBS | 30-33" DIA | 8 P.S.I. AND UP |
2,500 TO 3,000 LBS | OVER 33" DIA | 5.5 P.S.I. AND UP |
OVER 3,000 LBS | UNDER 30" DIA | 12 P.S.I. AND UP |
OVER 3,000 LBS | 30-33" DIA | 8 P.S.I. AND UP |
OVER 3,000 LBS | OVER 33" DIA | 6 P.S.I. AND UP |
VEHICLE WEIGHT | TIRE SIZE | AIR PRESSURE |
---|---|---|
2,500 TO 3,000 LBS | UNDER 30" DIA | 16 P.S.I. AND UP |
2,500 TO 3,000 LBS | OVER 30" DIA | 8 P.S.I. AND UP |
OVER 3,000 LBS | UNDER 30" DIA | 16 P.S.I. AND UP |
OVER 3,000 LBS | OVER 30" DIA | 12 P.S.I. AND UP |
These recommended pressures are guidelines only, actual pressures may vary. Wheelie bar settings are with the front end extended and can vary as well.
Please have your OE specified tire size and OE cold inflation pressure (located on the vehicle’s tire placard), as well as the new tire size available for the tech staff.
The technical information provided in this document is to be used purely a guideline. Due to the many varied and different conditions to which racing tires, wheels and tubes are exposed, and because of the manner in which racing is conducted, Mickey Thompson Performance Tire makes absolutely no warranty, expressed or implied, as to the fitment for a general or particular purpose. Racing Tires are Sold As Is.
STORAGE PROCEDURES AND TIPS
Besides being required for air retention, Mickey Thompson racing tubes can enhance reaction time, increase stability and helps the tire maintain the proper shape to reduce sidewall shock and deflection.
Note: Always run the correct size natural rubber tube for the application. The wrong tube type and size will always fail.
When buying tube type tires it is important to understand the reasons behind making a tire tube type and when it is appropriate to run the tire with or without a tube. The decision to run with or without tubes should be based on safety and performance, not cost.
The following information will elp in the decision making process
When replacing tires on a vehicle, it is recommended and preferred that all four tires be replaced at the same time for continued optimal vehicle performance. However, for those cases where this is not feasible, below are some general guidelines to consider when replacing less than four tires for a light vehicle, whether it is one or two tires. If the vehicle manufacturer has alternate recommendations, always follow their recommendations.
In some cases, the vehicle manufacturer may specifically advise against replacing less than all four tires. Always check and follow the recommendations in the vehicle owner’s manual. For 4WD and AWD vehicles, even small differences in outside diameter may cause drive-train damage or mechanical malfunction.
Replacing Two (2) Tires – When a pair of replacement tires is selected in the same size and construction as those on the vehicle, the two newer tires should be installed on the rear axles unless the new replacement tires are of a lower speed rating (see Mickey Thompson Tech Bulletin #14 “Tire Mixing”). Generally, new tires with deeper tread will provide better grip and evacuate water more effectively, which is important as a driver approaches hydroplaning situations. Placing greater traction on the rear axle on wet surfaces is necessary to prevent possible oversteer condition and possible loss of vehicle control, especially during sudden maneuvers.
Replacing One (1) Tire – Replacing a single tire on a vehicle can have adverse affect on suspension systems, gear ratios, transmission, and tire treadwear. If single tire replacement is unavoidable, it is recommended that the single new tire be paired with the tire that has the deepest tread and both be placed on the rear axle. Placing greater traction on the rear axle on wet surfaces is necessary to prevent a possible oversteer condition and possible loss of vehicle control, especially during sudden maneuvers.
It is important to remember that when installing wider tires and/or wider wheels with more negative offset than factory and when ride height is changed, especially on late model IFS (Independent Front Suspension) equipped foreign & domestic P/U’s & SUV’s, it also changes alignment settings and load on the steering components.
When front-end alignment goes uncorrected, it shows up on the tread surface of tires which have excessive wear to the inside or outside portion of the tread. The same can be said of tires with a ‘chopped’ and/or ‘feathered’ look to the tread. Most often, we can trace tires requested for adjustment due to “fast tread wear” back to a vehicle with poor or uncorrected front-end alignment.
Here is the way to avoid this unwarrantable problem:
Rim Details:
Finally, vehicles with oversize tires and wheels may need more frequent alignments, due to increased load on suspension and steering components. Proper maintenance and alignment will not only increase tire life and driveability, it will also extend the life of suspension and steering components.
Bottom line = Check your vehicle for worn suspension/steering components before/when suspension height is altered and geometry changed; after worn components replaced, if any needed, get it aligned. Tires being adjusted for fast/uneven tread wear on vehicles with poor alignment will not be warranted.
Federal regulations make it mandatory for tire manufacturers to place permanent data on the side of all tires showing maximum load and inflation. The inflation pressure shown is the “maximum” allowable under any circumstance. The maximum pressure is the uppermost limit and it is necessary only when heavy loads are carried in order to achieve the full safe load carrying limit of the tire, or when sustained periods of high speed driving are expected.
The pressure listed on the tire sidewall is the maximum pressure to be used for the tire. It is not intended as a guide for normal inflation pressure. If the vehicle is equipped with a tire that is the same “size” as the OE tire, has the same max pressure rating and has the same load index always check the vehicle manufacturer’s information on inflation pressures before inflating any tire. This is typically located on the vehicle tire placard.
The user may need to make adjustments to air pressure if the tire size or service description differs from what the vehicle was originally equipped with. For suggested air pressure in the Mickey Thompson Tires used on the vehicle, refer to the information in the Tech Bulletin section or contact the Mickey Thompson Tires tech dept. at (330) 928-9092 and have your OE tire size ( located on the vehicle placard), OE cold inflation pressure (located on the vehicle placard), and new tire size available for the tech staff.
When high speed driving and /or driving with maximum load as prescribed by the vehicle manufacturer), it is most important to follow the auto manufacturer’s recommendation for increasing tire pressure. However, do not ‘bleed’ or reduce pressure when the tires are hot from driving. Over-inflation may produce a harsh ride, which may make tires susceptible to impact damage and may cause faster than normal tread wear and may cause traction and cornering capabilities to decrease. Under-inflation may cause excessive heat build-up, which could cause tire failure.
(A) Ford and Chrysler passenger and LT steel rims, and most steel replacement rims, have a paint dot or small painted daub in the drop well portion of the rim at the rim low spot.
(B) GM and most Japanese vehicle manufacturers use the valve hole to mark the low point.
(C) Other manufacturers are using a removable colored sticker or a brightly colored washable paint mark on the rim flange area of the rims. These are generally removed by the vehicle dealer upon sale of the vehicle. Aluminum and polycast rim low spots are located at the valve hole. Unmarked rims of all types generally have the low spot at the valve hole.
Procedures:
One tool that is currently in the market to assist in predicting ride/vibration response is the Hunter GSP9700/9712. This tool can approximate the low point of the wheel and the high point of the tire. Allowing the tire to be match mounted to the wheel makes the Hunter GSP9700 is an excellent tool to minimize road force variation of the tire/wheel assembly.
The Hunter GSP9700/9712 should not be used to predict or determine tire uniformity values or if a tire or wheel meets a radial force specification. Mickey Thompson does not rely solely on the values obtained from radial force machines when considering adjustments
Mounting:
Lube both tire beads and the rim on both outer flanges (where the bottom of the tire beads will make contact with the flat portion of the rim when seated).
Proceed with assembly, mounting and balancing in accordance with RMA procedures.
After the beads have been seated, visually check the positioning of the tire bead aligning rings molded into the tire. If spaced uniformly around the rim above the flange, the tire is properly positioned on the rim. If the tire is not positioned properly on the rim, deflate the tire and relube both tire beads and the rim before proceeding with reassembling.
The paint marks on Mickey Thompson Tires are not indications of tire high or low spots and are merely marks applied for production purposes only.
On dual tires, each tire/wheel assembly should be installed with the valve 180 degrees opposite each other.
Mickey Thompson recommends tires be dynamically (spin) balanced.