sewlow
Bitchin' Stitchin'
4/6 on 275/60-15's.
I like this look, & I like how it looks on 20's too, although the truck handles better with the 15's.
Less unsprung weight.
The 20's weigh about 22lbs a corner more than the 15's.
When I was building mountain bikes, the rule was that 1lb off of the wheels was equal to 3lbs off of the frame. Centrifugal force and all that.
So, using that formula, those 20's are the equivalent of 66lbs more per corner. Or 264lbs of additional unsprung weight.
Weight that the truck has to get rolling, get stopped & change direction.
Weight that affects fuel mileage, the brake performance & their lifespan, along with extra stress on front end components.
I do like the heavier feel in the steering that the 20's create. These truck's power steering is way too over-boosted in the first place & the 20's sure help to tone that down. Much nicer for long distance driving.
But if I want to blast the twisties, the 15's perform so much better. The truck pushes less than with the 20's. With the 20's, the truck feels like it wants to go over top of front tires.
I just wish that there were some decent 15" performance tires being produced. Sure there's sticky drag radials made by a couple of tire co.s , & they are made in a 275/60-15, but kind of spendy & not very practical with a lifespan of around 20,000 miles or less, depending on driving habits. But then why run them if they are not going to used to their potential?
So as there are no real practical performance tires in a 15" that can actually be used on a daily, I've moved up in size on my '97 to 17's. Kind of a middle of the road compromise between the weight difference of the 15's & the 20's while having a multitude of choices in performance levels.
My '97 @ 2/4 with 15's, 17's & 20's.
Like I said before, the 20's on a 2/4 look 'donk'.
I like this look, & I like how it looks on 20's too, although the truck handles better with the 15's.
Less unsprung weight.
The 20's weigh about 22lbs a corner more than the 15's.
When I was building mountain bikes, the rule was that 1lb off of the wheels was equal to 3lbs off of the frame. Centrifugal force and all that.
So, using that formula, those 20's are the equivalent of 66lbs more per corner. Or 264lbs of additional unsprung weight.
Weight that the truck has to get rolling, get stopped & change direction.
Weight that affects fuel mileage, the brake performance & their lifespan, along with extra stress on front end components.
I do like the heavier feel in the steering that the 20's create. These truck's power steering is way too over-boosted in the first place & the 20's sure help to tone that down. Much nicer for long distance driving.
But if I want to blast the twisties, the 15's perform so much better. The truck pushes less than with the 20's. With the 20's, the truck feels like it wants to go over top of front tires.
I just wish that there were some decent 15" performance tires being produced. Sure there's sticky drag radials made by a couple of tire co.s , & they are made in a 275/60-15, but kind of spendy & not very practical with a lifespan of around 20,000 miles or less, depending on driving habits. But then why run them if they are not going to used to their potential?
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So as there are no real practical performance tires in a 15" that can actually be used on a daily, I've moved up in size on my '97 to 17's. Kind of a middle of the road compromise between the weight difference of the 15's & the 20's while having a multitude of choices in performance levels.
My '97 @ 2/4 with 15's, 17's & 20's.
Like I said before, the 20's on a 2/4 look 'donk'.
You must be registered for see images attach
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