In chart 1, we see the results of the third practice session. The team has recorded the hot tire temperatures, the cold pressures, and the hot pressures. We see the breakdown in average temperatures and pressure gain for each tire. We want to concentrate on the tire pressures first.

With the tire pressures under control, it's time to move to the camber adjustment for the front tires. The RF has a higher temperature on the inside of the tire and therefore needs to have some of the negative camber taken out. Adjusting the upper control arm so that the top of the tire moves out from the centerline of the car accomplishes this. A 11/44 degree of camber will probably even out the temperatures. For a 12-inch-tall spindle (measured from between the centers of the ball joints), the upper control arm shaft would be moved out away from the centerline by about 11/416 inch.

The LF tire has shown a lower average than the other tires. We need to compare it to the LR tire's average temperatures and work to make the left-side tires even in temperatures. After session 5, the LF tire was 9 degrees cooler than the LR tire. The average of the front tire temperatures was over 6 degrees cooler than the average rear temperatures.

We have achieved a near perfect set of tire temperatures and tire pressures. The setup changes have resulted in the left-side tires being nearly even in average temperatures, and the RR tire has cooled down some as the tight-loose condition was eliminated. Tire pressure gains on each side of the car are equal with 4 pounds in each left-side tire and 7 pounds in each right-side tire. The front-to-rear averages are very close, and we have most likely created a setup package that will be fast and consistent as well as easy on the tires.

Many believe treaded tires run only on dirt, but some classes on paved surfaces use grooved tires. These tires have been implemented in some Modified and Truck racing classes, but altering the tread pattern is usually prohibited.