While participating at the annual Mooneyes Christmas Show 2010, many of us around the starting line/staging area got to witness firsthand the destruction and carnage of a 'blowout' on the starting line: When that rear tire let go, it let go!! We were easily a hundred feet away, in the staging lanes when an old fender bolt and hardware dropped down nearby. I"m sure all are glad that nobody was hurt, and that beautiful Chevy'll get repaired, but keep an eye on those recapped units alot are running, and the inflation pressures. They are great on the street, and definately give us the right look and stance on our rides.
Yep, they look great, but using them for drag racing is asking for trouble. It's not a case of if they'll fail, it's when will they fail. Shame to see a pretty nice car so badly damaged.
Yowza, I thought I was gonna click on this link to see some stupid drunken fight shit. Either way bummer about blowout. Houston Rodder the Girll treatment and canted quads on the Chev in you avatar is bananas, sick.
what kind of tire was he running? was it a hurst tire? i have those on my gasser. i sure as hell dont want to run into this problem. zombie
Now that is scary, glad no one was hurt and the car can be fixed. Never would have thought that would happen. Jon
I had a set on mine one pass thought they sucked ......sure looked cool , well I got my ass reamed yrs ago for takin a ind. front out of a stude and puttin in a str. axel ......cars been on the track every yr for the last 15 yrs I guess the king pins needed some att. last year
Let me jump back in! Cody at Hurst just contacted me with great concern for what occured. His first questions were to make sure no one was injured, which there were none. This kinda stuff just happens. But he wanted to know exactly what we saw, and what particularly we noticed when we looked at a portion of the tire that a spctator picked up as a momento. His concerns are genuine for all of our safety, and after describing to him the details of what we were looking at, came to the conclusion (as we did) that underinflation may have been the culprit. Their caps did not appear to have de-laminated whatsoever.From what we saw, their was no indication that the 'cap" failed. I've used Hurst tires for years now on cars with NO failures.Cody and his family have been producing a quality tire for a long time, and know their stuff. This thread was not started to let everyone know about a bad product, but rather to make people who run these aware that care must be taken with them, just as you would treat any other tire on your vehicles. Underinflation of a steel belted radial tire is not a wise idea. Does anyone know who owns the car?
Following this discussion on our Racing Tires we have always maintained a proper air pressure consideration when using our product. Reccomendations have always been of a minimum 28 psi to maintain our tires for any use. We always discuss proper air pressure maintenace with our customers. Cody Adams HURST RACING TIRES
Yes not necessarily the falt of the cap Back in the 80s a bunch of us ran recapped sticky L 60s on our street / strip cars .never saw one come apart. And there was a lot of stupid burnouts late at night.
I noticed it was the passenger side tire that failed. Wonder if he's running an open diff or loose posi. Reason being that when only one tire is spinning, its going twice the RPM. So a tire that would usually only see 1500 RPM during a burnout is now doing 3000, and with a heavy cap on there, there's a lot of centrifugal force trying to pull it apart.
Twice the RPM? How can that take place? Engine RPM X Trans ratio X Ring and Pinion ratio = wheel RPM. I see no way that spinning one wheel or two will change either wheels RPM. Less friction of one tire vs two might allow the engine RPM to increase faster, but if the driver keeps the engine RPM constant for his burn outs, no way will the RPM of the wheel double.
The diff will allow the two driven wheels to turn at different RPM's. ( if its an open diff ) The ring gear turns at the RPM the wheels would run if the car dives in a straight line with no slip. If there is slip, the RPM that one wheel turn slower than the ring gear gets added to the other wheel. So if one wheel does not turn at all, the other turns at twice the RPM of the ring gear.
When both tires are in sync, they go what ever the drive shaft speed is divided by the rear gear ratio (ex: 6000 RPM divided by 4.10, roughly 1500 RPM) but hold one tire stationary and the extra has to go somewhere. Have you ever had an R.C. car w/a diff and grabbed one tire at speed, the other speeds up pretty quick.
There is a big difference in limited slip and posi-traction but I to don"t know where you come up with the double rpm deal.
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