Latest news with #Falken
Hamilton Spectator
18-05-2025
- Automotive
- Hamilton Spectator
Why choosing wheels and tire sizes can make a big difference to you
There are few easier ways to change the look of your car or truck than putting on a different set of wheels. There are a surprising number of factors that need to be considered, even at the simplest level of 'will they bolt on?' The changes can change how your vehicle steers, rides, or handles, appreciably — for better or for worse. This is the case if you deviate from what the manufacturer equipped your model with. Generally, the larger the wheel, the shorter the sidewall, the firmer the ride. Some vehicle models — this applies to pickup trucks, in particular — are available with a wide variety of wheel and tire sizes, and typically, any of the larger sizes will bolt directly onto and have sufficient clearances on models not originally equipped with them. Take, for example, Ford's F-150: base models come with 17-inch wheels and tires. Some models are available with 18-inch wheels, many come with 20-inch wheels, and the top trims offer 22-inch wheels. The wheels themselves would interchange, although there are minor differences in the outside diameter of the original tire sizes used. Not everyone wants to use a factory wheel for their upgrade. If an appreciable number of examples of that model already wear them, what's the point? What to do? The aftermarket provides a greater selection of options, but this search requires diligence. Most aftermarket wheels are designed to fit many vehicles and often come in a range of widths and offsets — the offset is how far in or out the wheel/tire sits relative to the body and suspension — to suit buyers' preferences — which don't always line up with factory choices. Beyond offsets, the width of the tires and wheels has an important role to play. Shopping for a 15-inch wheel for the recently acquired 1991 Mazda Miata of my wife, Barb, revealed factory-original and aftermarket choices. Some early MX-5/Miatas did come with 15-inch wheels that would directly fit. None offered the look Barb desired, and a clean used set were comparable in price to some new aftermarket sets, so aftermarket won. Often, when moving up a wheel diameter — known as 'plus-one' sizing — you'd increase the tread width of the tire, and in the Miata's original sizes, this is the case: from a 185 (14-inch) to a 195 (15-inch) section width. (This is not exactly tread width, but it is the industry's chosen measurement standard.) In the Miata's optional 195/50R15 size, tire choices seemed to be either race compound tires with a fruit-fly lifespan and aquaphobia, or tires best suited for an aging minivan — just what we'd wanted to avoid. Moving to a 205/50R15 resulted in a livable 1.8-per-cent increase in overall diameter, for a speedometer error of just 2 km/h at 100 km/h, and opened up far more options. Based on positive reviews, we settled on the still very performance-skewed Falken Azenis RT615K+. Falken's specs showed an approved rim width range of 5.5-7.5 inches. ('Rim' is the part of the wheel where the tire mounts.) Research, coupled with our desire to stay close to stock in order to avoid clearance issues in the Miata's apparently cosy wheel wells, prescribed a maximum seven-inch width. Fortunately, some 15x7-inch wheels with the correct bolt pattern, in a close-to-original offset, were available; Konig's lightweight 'Heliogram' wheels got the nod. So what would happen if we'd found a 5.5-inch or 7.5-inch wide wheel? Clearance aside, would it make a difference? Yes. The Azenis's 'measured rim width' is 6.5 inches. That's the ideal rim width, the one where the tire's section width matches its specs. Per an industry rule-of-thumb, each half-inch in rim width changes the section width by two 10ths of an inch — approximately five mm. With our 205 example, on a 5.5-inch wheel, it'd decrease to 190 mm; on a 7.5-inch wheel, increase to 215 mm, with corresponding changes to actual tread width at the pavement. So what? Well, not only does this difference change the size and shape of the contact patch, the hand-sized area where your tire actually touches the road surface, and where all traction occurs, it also changes the relationship between the tire sidewalls and wheels. While on your average pickup or crossover these differences would have a lesser impact, a 2022 test by tire retailer Tire Rack of nine wheel/tire width combinations on identical Subaru BRZs showed that choosing the proper wheel width can be the difference between clumsy handling and slow-reacting steering, and crisp, precise responses plus higher limits. It can also influence the quality of the ride, as tires that are stretched to fit a wider wheel may have less sidewall compliance to absorb minor bumps. Substantial changes in tire diameter — that is those that fall outside of the auto-industry's accepted recommendation of a limit of three per cent, can create issues with gearing, and be detrimental to performance, driveability, mileage, even braking. Those wishing to 'go big or go home' need to understand that other mechanical changes, may be required — from updating engine management software to replacing differential gear sets and suspension components. In changing tires and wheels, it may be wise to seek the advice of a professional, so you can enjoy the final result. Ask a Mechanic is written by Brian Early, a Red Seal-certified Automotive Service Technician. You can send your questions to wheels@ . These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.
Toronto Star
17-05-2025
- Automotive
- Toronto Star
Why choosing wheels and tire sizes can make a big difference to you
There are few easier ways to change the look of your car or truck than putting on a different set of wheels. There are a surprising number of factors that need to be considered, even at the simplest level of 'will they bolt on?' The changes can change how your vehicle steers, rides, or handles, appreciably — for better or for worse. ARTICLE CONTINUES BELOW This is the case if you deviate from what the manufacturer equipped your model with. Generally, the larger the wheel, the shorter the sidewall, the firmer the ride. Some vehicle models — this applies to pickup trucks, in particular — are available with a wide variety of wheel and tire sizes, and typically, any of the larger sizes will bolt directly onto and have sufficient clearances on models not originally equipped with them. Take, for example, Ford's F-150: base models come with 17-inch wheels and tires. Some models are available with 18-inch wheels, many come with 20-inch wheels, and the top trims offer 22-inch wheels. The wheels themselves would interchange, although there are minor differences in the outside diameter of the original tire sizes used. Not everyone wants to use a factory wheel for their upgrade. If an appreciable number of examples of that model already wear them, what's the point? What to do? The aftermarket provides a greater selection of options, but this search requires diligence. Most aftermarket wheels are designed to fit many vehicles and often come in a range of widths and offsets — the offset is how far in or out the wheel/tire sits relative to the body and suspension — to suit buyers' preferences — which don't always line up with factory choices. Beyond offsets, the width of the tires and wheels has an important role to play. Shopping for a 15-inch wheel for the recently acquired 1991 Mazda Miata of my wife, Barb, revealed factory-original and aftermarket choices. Some early MX-5/Miatas did come with 15-inch wheels that would directly fit. None offered the look Barb desired, and a clean used set were comparable in price to some new aftermarket sets, so aftermarket won. Often, when moving up a wheel diameter — known as 'plus-one' sizing — you'd increase the tread width of the tire, and in the Miata's original sizes, this is the case: from a 185 (14-inch) to a 195 (15-inch) section width. (This is not exactly tread width, but it is the industry's chosen measurement standard.) ARTICLE CONTINUES BELOW ARTICLE CONTINUES BELOW In the Miata's optional 195/50R15 size, tire choices seemed to be either race compound tires with a fruit-fly lifespan and aquaphobia, or tires best suited for an aging minivan — just what we'd wanted to avoid. Moving to a 205/50R15 resulted in a livable 1.8-per-cent increase in overall diameter, for a speedometer error of just 2 km/h at 100 km/h, and opened up far more options. Based on positive reviews, we settled on the still very performance-skewed Falken Azenis RT615K+. Falken's specs showed an approved rim width range of 5.5-7.5 inches. ('Rim' is the part of the wheel where the tire mounts.) Research, coupled with our desire to stay close to stock in order to avoid clearance issues in the Miata's apparently cosy wheel wells, prescribed a maximum seven-inch width. Fortunately, some 15x7-inch wheels with the correct bolt pattern, in a close-to-original offset, were available; Konig's lightweight 'Heliogram' wheels got the nod. So what would happen if we'd found a 5.5-inch or 7.5-inch wide wheel? Clearance aside, would it make a difference? Yes. The Azenis's 'measured rim width' is 6.5 inches. That's the ideal rim width, the one where the tire's section width matches its specs. Per an industry rule-of-thumb, each half-inch in rim width changes the section width by two 10ths of an inch — approximately five mm. With our 205 example, on a 5.5-inch wheel, it'd decrease to 190 mm; on a 7.5-inch wheel, increase to 215 mm, with corresponding changes to actual tread width at the pavement. So what? Well, not only does this difference change the size and shape of the contact patch, the hand-sized area where your tire actually touches the road surface, and where all traction occurs, it also changes the relationship between the tire sidewalls and wheels. ARTICLE CONTINUES BELOW ARTICLE CONTINUES BELOW While on your average pickup or crossover these differences would have a lesser impact, a 2022 test by tire retailer Tire Rack of nine wheel/tire width combinations on identical Subaru BRZs showed that choosing the proper wheel width can be the difference between clumsy handling and slow-reacting steering, and crisp, precise responses plus higher limits. It can also influence the quality of the ride, as tires that are stretched to fit a wider wheel may have less sidewall compliance to absorb minor bumps. Substantial changes in tire diameter — that is those that fall outside of the auto-industry's accepted recommendation of a limit of three per cent, can create issues with gearing, and be detrimental to performance, driveability, mileage, even braking. Those wishing to 'go big or go home' need to understand that other mechanical changes, may be required — from updating engine management software to replacing differential gear sets and suspension components. In changing tires and wheels, it may be wise to seek the advice of a professional, so you can enjoy the final result. Ask a Mechanic is written by Brian Early, a Red Seal-certified Automotive Service Technician. You can send your questions to wheels@ These answers are for informational purposes only. Please consult a certified mechanic before having any work done to your vehicle.
Yahoo
01-03-2025
- Automotive
- Yahoo
Is the 2025 Toyota Tundra TRD Pro worth $74,455?
It's unimaginable that Toyota let the Tundra's design and engineering calcify over 15 years while its Detroit competitors continued to improve. Thankfully that changed with the 2022 Toyota Tundra, which does a decent job of matching, but not surpassing, America's best. Far better than previous models, the Tundra is manufactured in Toyota's San Antonio, Texas plant, while its engine is built in Huntsville, Alabama. Offered in SR, SR5, Limited, Platinum, 1794, TRD Pro and Capstone trim, the Tundra is offered with a Double Cab \paired to a 6.5-foot or 8.1-foot bed, or as the CrewMax, with a 5.5-foot or 6.5-foot bed. For 2025, it gets a new TRD Rally Package, which plasters a block of red, orange and yellow stripes in various places around the truck. It also provides 18-inch all-terrain tires, Bilstein shocks, skid plates, an electronically controlled locking rear differential, Multi-Terrain Select and Crawl Tundras come powered by a twin-turbocharged and intercooled double-overhead-cam 3.4-liter V6 producing 389 horsepower and 479 pound-feet of torque, although base SR models are tuned for only 348 horsepower and 405 pound-feet of torque. The V6 can also be paired with a 48-horsepower electric motor placed between the engine and transmission that generates 437 horsepower and 583 pound-feet of torque. It's powered by a nickel-metal hydride battery pack located beneath the rear seats, which is otherwise used for under-seat storage in non-hybrid models. Both drivelines hitch to a 10-speed automatic transmission with either rear-wheel- or all-wheel drive. Opting for the TRD Off-Road Package brings all the requisite off-road goodies, including Bilstein monotube shocks, 2.5-inch diameter Fox internal bypass shocks with a 1.1-inch front lift, a TRD Pro front stabilizer bar, an aluminum front skid plate, additional underbody protection, unique all-terrain Falken tires, a TRD-developed upper control arm, and red-painted suspension parts. You can also opt for a rear air suspension system with automatic and manual leveling functions and an Adaptive Variable Suspension system. It's transformative and more than competitive with other off-road full-size pickups from Chevrolet, Ford, GMC, and the lack of a V8, the turbocharged V6 provides strong acceleration with fairly refined shifts, unusual for a pickup. It also delivers a remarkably smooth ride, thanks to its double wishbone front suspension and multi-link coil spring rear suspension with twin-tube shocks at each corner. They make a perceptible difference, especially off-road, where they add significant civility. Crew Max models are very roomy, making them a good choice for family duties. We applaud the ability to tart up the interior with walnut trim and semi-aniline leather trim. You can even get massaging front seats, a welcome relief after a tough day at the job site. Fit and finish are far better than previous models, but its American competitors more than match its luxury Toyota Tundra comes with a composite bed, which is not only lighter than a conventional bed to help with fuel efficiency, but it also offers superior resistance to dents and scratches, excellent corrosion resistance, and improved impact strength. The F-150 doesn't offer one, but the Ram 1500 and Chevrolet Silverado do. With all-wheel drive, the I-Force returns an EPA-estimated 19 mpg in combined city/highway, while the I-Force Max hybrid returns 20 mpg. GM's Silverado and Sierra 3.0-liter turbo-diesel returns 24 mpg, but at least it's a little better than most Detroit trucks. That said, Detroit full-size pickups offer a greater variety of powertrains. For those who simply must have a V8 engine, you'll have to look elsewhere, as the current generation of Tundra doesn't offer one. That said, the I-Force Max hybrid is prioritizes power over fuel economy, which explains its healthy 583 pound-feet of torque. If getting the highest payload capacity and towing rating is a priority, look elsewhere. The Tundra's maximum payload is rated at 1,940 pounds, while its maximum towing is 12,000 pounds. For comparison, the Chevrolet Silverado 1500's maximum payload capacity is 2,260 pounds, while maximum towing capacity is 13,300 pounds. The Ram 1500's maximum payload capacity is higher than the Chevrolet's at 2,300 pounds, while its maximum towing capacity is somewhat less, at 12,750 pounds. The Ford F-150 remains the champion heavyweight half-ton with a maximum payload capacity of 2,445 pounds and a maximum towing capacity of 13,500 automakers offer pickups with multiple opening options to make bed access easier. Others have built-in steps. The Toyota does have a power tailgate, but steps for easier access must be bought aftermarket. Trucks like the Ford F-150 Raptor and Ram 1500 TRX and RHO offer far more off-road chops and speed than the TRD Pro, but some of that comes at a far higher price. The 2025 Toyota Tundra matches its American competition but doesn't top them in any particular area. It's certainly a strong performer, and for those burned by the Detroit Three's reliability, the Toyota Tundra holds out the promise of better reliability. But Detroit offers a far greater variety of drivelines, as well as high-performance and battery-electric options that aren't offered by Toyota. It's a competitive offering, but not compelling. Love reading Autoblog? 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Yahoo
27-01-2025
- Automotive
- Yahoo
2024 Jeep Wagoneer S Is the Brand's First EV—and Feels It
If you can say one thing about the 2024 Jeep Wagoneer S, it's this: Looks are deceiving. Take the rugged SUV aft end that gives it the heft of a sports utility. It's an illusion. In reality, the real roofline, rear interior contours, and the pinched rear visibility are actually that of a rounded, "coupe"-style SUV more like a BMW X4, yet the exterior side profile has the squared-off look of an X5. The seven-slot grille is another slight of hand. After all, slots in a grille are there to admit cooling air, but this EV doesn't really need much of that. Instead, the grille elements emit light as part of a DRL signature. All this subterfuge makes for a coefficient of drag of just 0.29, the brand's best yet. Jeep's first EV, this electric SUV is built on the new STLA Large platform. The Wagoneer S is not overly large, however. It's a comfy two-row SUV, but it is smaller in every exterior dimension than the Grand Cherokee, which in turn is much smaller than the gargantuan non-S Wagoneer. The Wagoneer S rides on a tidy 113.0-inch wheelbase. It's 192.4 inches long and 74.8 inches wide. It also comes in at just 64.8 inches tall, but there's no roof rack up top. And it has a very un-Jeep-like 6.4 inches of ground clearance below. That we're writing about a "new" 2024 vehicle in 2025 is another oddity. But here we are, in January 2025, having just driven the 2024 Jeep Wagoneer S. This suggests that development of Stellantis's first EV platform ran long—but in some respects it could have used more time in the oven. The numbers can't be faulted. Power comes from a pair of 335-hp permanent-magnet AC electric motors, with one powering the rear axle all the time and another brought in to power the front as needed with a wheel-end disconnect mechanism. The driver doesn't necessarily have control over the timing of this, so it's essentially all-wheel drive. Put your right foot down, and you'll get the maximum output of 600 horsepower and 617 pound-feet of torque. Jeep says that's good for a sprint to 60 mph in 3.4 seconds, which Jeep claims is quicker than any previous model—including a tenth quicker than the supercharged 6.2-liter V-8 Grand Cherokee Trackhawk. In our testing, the Trackhawk raced to 60 mph in 3.4 seconds. In this case, that power emanates from a 400-volt lithium-ion battery with a usable capacity of 93.9-kWh. Level 2 charging peaks at 11.0-kW, while it'll top out at 203-kW on a suitable DC fast charger. Range is EPA-estimated at a respectable 303 miles when equipped with the Falken tires or 270 miles on the Pirellis. There are five drive programs to choose from. Sport, Auto, and Eco are self-explanatory and cover the basics, while Sand and Snow fill out the rest. We spent the bulk of our time in Auto and dabbled with Sport. Right off the rip, we found the accelerator to be touchy and nonlinear, particularly at tip-in. It smooths out at higher speeds, so that's something. The regenerative braking has two settings, and we didn't much care for either of them. Maximum was initially a bit grabby, and Minimum added too much brake at the first dab. We normally don't think much about such things when driving a new EV, but this one needs more polish. On paper, the chassis is built up from the traditional stuff, with a struts up front and a type of multilink at the rear. It's all steel springs and passive dampers, though. The tires offered are Falken Ziex CT60 A/S or Pirelli Scorpion MS all-seasons in size 235/50R-20, and they offer up decent grip and low noise. But rolling along the back roads of San Diego County, we were taken aback by how the road felt rougher than it looked, as if the car were somehow magnifying the size of admittedly small bumps. Overall, it was a rather brittle ride that seemed to have too much low-speed rebound damping; never inhaling, just exhaling. As for the steering, it loaded up nice enough when we were bombing through fast sweepers, but it lost its focus and sense of self-centering when driving straight or turning more casually. The interior is a welcoming and interesting place, with a 12.3-inch instrument display, a 12.3-inch center touchscreen, a 10.3-inch lower screen, and another 10.3-inch screen ahead of the passenger. It all looks good and is cohesively tied together with Wagoneer design cues. Many of the controls are familiar and easy to understand, and the wireless Android Auto and Apple CarPlay are super easy to set up. The inductive phone charger is also nicely secure and easy to access without opening the console. And the McIntosh 1200-watt 19-speaker stereo is everything you expect it to be and more. But some minor aspects do frustrate. The regenerative braking controls are hidden, the Auto setting for the climate system is not obvious, and the head-up display icons are so small and so low-contrast that they're nearly invisible. Rear-seat headroom is not quite as tight as that of a BMW X4. The roof's slope seems to start a little farther aft, which means rear headroom is reasonably good. Rear legroom is not quite enough for a 6-foot 2-inch driver to sit behind himself. Cargo space is reasonably impressive, with 31 cubic feet available behind the rear seats. Flop the second row down and that increases to 61 cubes. And if you want to get frunky, there's an additional 3 cubic feet in the front trunk. But the view through the rear window is decidedly pinched. A workaround is to use the rear camera view, which provides an unobstructed view as if the seats and rear pillars are not even there because, well, they're not; the camera is mounted in the rear spoiler. All of the above features are standard in the 2024 Jeep Wagoneer S, but the same won't be true of 2025 models. That's because the 2024 Wagoneer S lineup comprises a single Launch Edition trim. It comes with standard with everything, from the dual motors to the McIntosh stereo, to the panoramic sunroof and more, for $71,995. There are paint color options for $595, a towing package for $995, and a red interior for $1000, but that's it. More is sure to come in 2025, including a lower-spec variant at a more affordable price point and possibly a more off-road-capable version in the vein of the Trailhawk concept shown last year. But let's hope Jeep also takes the opportunity to hone this model's rough edges—a successful EV is about more than just specs. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
