(photo courtesy of Dave Newman - Photosports Imaging)<p>(Hey Steve S.: LOOK - It's in color !)<p>Well, here's chapter 2 of "John actually BUYS new sneakers for racing" - <p>What's the early-on verdict on BFG R-1 G-Force tires ? I like'em….a lot… I had previously reported on their performance at a regional race at Nelson Ledges, where I was amazed at the grip they had on Nelson's crappy surface, and where I had trophy'ed both days - unlike my typical performances of either "blow-up" or "crash" or "have something important fall off the car". But they weren't the best tires I ran on last weekend (more on that later). Started last (not running for EMRA points, and Timing & Scoring stuck me at the back of the grid), finished 4th. Tee-hee.<p>Ran a test day and then sprint races with EMRA at Summit Point last weekend. Burned up an old set of BFG R-1's at the Friday test day, just screwing around and feeling for traction on Summits' notoriusly slippery pavement. Put the new R-1 G-Forces on for Saturday's sprints and, once again, was amazed at the grip. I've never driven on the really trick Goodyear race radial (the GS-CS), but from other's descriptions the new R-1's are similarly sticky (and…..CHEAPER). I had the car hanging out in the twisty parts (not good for tire longevity) and when I pulled the tires off the car this morning and carefully examined them, they seemed to wear exceptionally well. They seemed just as predictable as they did at Nelson, which tells me that they'll live longer than GS-CS's which, the mythology states, start losing it after 8-9 heat cycles. <p>In the size I use on the Volvo (225-50-15) the section width and tread width are identical between the old and new R-1's, which contradicts yet another new myth - that the G-Forces are radically different than the old R-1's. Moral of the story: BELIEVE ONLY WHAT YOU SEE WITH YOUR OWN EYES. Racers, and wannabe racers, treat knowledge as a commodity. Knowledge is power, and it doesn't matter whether it's correct or not - The whole "nitrogen in the tires" thing is another example of that.<br>(ok, off the damn soapbox…)<p>I did have the suspension set to "full soft", as a slippery dry track is just like a wet track, so the Volvo was rolling, leaning and sliding more than I am used to, but the tires seemed unconcerned. As soon as you'd screw your right foot down, the back end would hook up and the whole car would plant and launch. I know that I was scaring the people behind me, as the Pork-chop in the picture above entered the Carousel right on my bumper, and by turn 8 he was 30-40 yards back, as he didn't want to be part of my crash. It took him a couple of laps to figure out that I was doing it on purpose. <p>Conclusion: I will most likely be running most of the Trained Seals fleet on the new BFG's next season.<p>What was the better tire that I mentioned earlier ? Co-drove in a 4 hour night enduro on Saturday night in John Williamson's Nissan Sentra SER SSB (Showroom Stock B) car, on Kumho tires. Were they any faster than the R-1's ? No. Why then, were they better ???<p>The bestest, fastest tire that any racer can use is a FREE tire. John had pooched a whole stack of take-off, 1 or 2 session-old VictorRacer V700's from the Kumho guys at the SCCA run-offs at Mid-Ohio (he runs Kumho's all the time, and knows the rep's). We burned up only 2 tires in the enduro, but actually changed 7. We finished first in class, and 6th overall (beating lotza other stuff including a Speedvision Cup Acura, a Steeda Mustang and lotza other V-8, Mercedes, and Euro crap). <p>The best thing about Showroom Stock race cars ? Some of them still have stereo's installed, and they all still have mufflers so you can hear it. I jumped in the car for my first 1 hour shift (we were running about 1:04 between gas stops), as the sun was sinking in the west…the car came off the jacks…I screwed down pit lane…pushed the cassette into the stereo as I went past Timing and Scoring on the front straight…and got "Psycho Killer" (the Talking Heads)…windows down, stereo cranked…even the corner workers could hear it…I was laughing all night….<p>FaFa FaFa FaFaFaFaFa Fa<p>John<br>Trained Seals Racing<p>This really oughta be illegal………<br>

Thanks for the post on the new G-Force.<br>I wonder how well this tire will run on more<br>"streetable" cars. I believe you are running<br>over 3deg of neg camber on the Volvo, right?<br>One of the good features of the old R-1 was that <br>the asymetrical construction helped with cars<br>that had limited neg camber and/or narrow wheels.<br>I run a 89 200tq with -1.2F/-.8R and 225/50-15's<br>on 15x7" Fuch rally wheels. I am wondering if any<br>one out there has experience or knowlage on running<br>the G-Force with small caber angles like this.<p>Thanks<br>erik<br>erik@aero.und.edu<p>PS: John, I too have a fondness for Volvos, a very <br>unapreciated car in this country, I think. Do you<br>have the rear axle set up for more neg camber? How<br>much?

There are probably more DOT race tires sold for street cars than for race cars - All those Porsche/BMW/Ferrari/Shelby/Audi/Ad Nauseum club drivers use them all the time, with relatively tame suspension settings. Are the G-Force's going to be any different ? They're too new to tell, but I'd guess that they'll perform just fine...<p>Running the stock solid rear axle in the Volvo, IT rules won't allow anything different. Got any good tricks for cranking camber into a solid rear ?<p>Actually, I'm not that fond of Volvo's - I haven't had one for a street car since the mid-70's (a 122 wagon - how cool was that ?) It's just that most of us racing them now got tired of watching them drive by us when we were driving VW/BMW/other stuff, and bought'em to stay competitive. They're fun to drive but several weaknesses and very high maintenance make them a royal pain in the ass to live with...<p>John/TSR

I'm going for the SD (or similar acronym) version of the street tire as soon as they offer a 16". Apples and oranges unfortunately. <p>Hey, I run something like 76-80% N in my tires. Works great!

I think the driveline components in the rear might have a little problem with being a couple of degrees out of whack...maybe I'll just slow down.<p>J/TSR

Thanks,<br>as far as neg camber on the volvo solid rear axel, I believe Steffeson Automotive or some such (I'd have to look it up) makes different axel tubes to put more neg camber in,<br>As for your reason for running a Volvo, do you mean to say that the old volvos are the hot car in the IT class? Why?<br>As far as street use, I once drove a 745Turbo wagon with forged pisons and rods, a SAAB APC computer and about 250hp through a 5sp man and ltd slip diff. Lowered suspension, Bilsiens, !6"wheels etc. I thought it was quite entretaining, not to mention stealth factor. In my experiece, it has been easier to work on 200/700's than the type 44 chasis audis. I haven't had to work on my mothers 855Turbo yet, so thats a different matter.<p>later<br>erik

Incidentally, that same 911 was running at the PCA Driver's Ed this weekend (also at Summit Point). I dunno if the same driver was behind the wheel, but it's safe to say that he was loud and slow compared to the other porkers.<p>So he may not have been backing off...I think he was just timid. I think he may be over his head with that car.<p>- Josh<br>- '98 A4q 2.8<br>- '72 911T

was a 1984 245 Wagon , uprated turbo, intercooler, suspension, brakes and tires ( scary A008's ), with Nitrous oxide and a killer stereo,natch. It was mostly modified by Rob ( Gordon ? ) from GW Performance ( his dad is the guy who owns IPD ) in Portland, he also raced Volvo's in the same class as John at one time I believe.<p>Yep, stealth Volvo's were always a kick in the pants