BMW&#;s either you love them, or you hate them. But never the less, the German engineering brand gives others in its class a run for their money with every model they produce.
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The BMW F10 M5 is one of the most perfect culminations of performance and luxury that has ever hit the road. With its sleek, four-door design, the M5 grabs the attention of enthusiasts while still blending in with other cars in the street. The perfect daily for someone who needs the space, while also craving speed and precision.
And yes, I know some of the more hardened BMW enthusiasts will argue that the F10 pales in comparison to some of the older model M5&#;s that came before it, remember, we talk about practicality and hackability in Exotic Car Hacks, thus why the F10 is the subject of this buyers guide.
I owned my M5 for a very short amount of time but was able to make good money selling it due to the spectacular color combo/aftermarket mods. Most M powers have this mod-ability about them, if done correctly they can stand out like a piece of art, but if done wrong, it will just get disapproving looks from those who actually know what they are doing.
The F10 M5 was released at the Frankfurt Motor Show and began production later that year with the first models hitting showroom floors in November . The F10 is an iconic BMW in its own right as it is the not only the first turbocharged M5 model, but it is also the first M5 model to have a 7-speed dual-clutch transmission. However, for the hardcore manual enthusiasts, there are F10 M5 manuals, but they were strictly for U.S production only.
Since then the evolution of cars has taken an incredible turn, just do yourself a favor and think about the luxury/exotic cars that were out and about in &#;crazy right?
And through the now 8 years that the car has been on the roads, the BMW F10 M5 has managed to stand the test of time and become a favorited car in the Exotic Car Hacks community.
Like I said previously, I owned an F10 M5 earlier this year and thought it to be a phenomenal daily. It was sporty when it needed to be, spacious enough to hold five people comfortably if needed, and still possessed that sense of luxury when driving around.
My M5 was a steal, if you want to know more about it, you can check out my full YouTube review on it here (add link later). But my driving experience would be a bit different than others with an M5 as mine was modded with Dinan Stage 2 Tune, Exhaust, and Cat Bypass (which I later put the cats back on because it was too damn loud!). So this car had a bit more haul than a stock M5, sounded more throaty in the exhaust, and handled a bit better too. However, looking back on it now, even without all the upgrades I would&#;ve still loved this car bone stock.
The F10 M5 evolved a lot from its predecessor the E60, which looked exactly the way you expected a BMW in the early s to look. With a whole new front bumper, side, rear, and interior design, the F10 looks much more in place on the streets of today than the E60 ever would.
The F10 as I mentioned before was revolutionary due to its dual-clutch seven-speed transmission and twin turbo charged v8 engine. These two upgrades under the hood allow the M5 to put out 553 horsepower with 502lbs of torque, capable of reaching 0-60 in just about 4 seconds, with top speed of 190mph. That&#;s a lot of juice for a grocery getter!
This rear-wheel-drive sedan also has the M-Differential which provides torque-vectoring between the rear wheels (either 19&#; or 20&#;). With brakes coming standard as 6-piston calipers, or carbon ceramics as an option, that we here at ECH highly recommend, both for performance and for resale.
On the inside, the M5 is built with all the trimmings of a luxury car, spacious cabin, and a decent interior. Thought you will never not hear me say that I think the plastic in these cars degrades all the good points as it just looks so cheap! Putting that one flaw aside, sitting inside the M5 is an enjoyable experience.
Being the driver, you have all your controls handy in an easy to maneuver center mount interface with radio, nav, car info, media, etc. Though it is the exact same interface that is in a Mini Cooper&#;and a Rolls Royce&#; so, there is also that. AC controls are directly underneath, along with your shifter, making everything incredibly convenient for the driver.
I enjoyed being able to use my M5 as my daily driver for a few months after I toned down the tune a bit. Maybe I&#;m just getting old, but all that noise from the cat bypass was just too much, it rivaled my Aventador for the loudest car in my garage and to me, that&#;s just not ok. However, it was nice being able to take the M5 out on the town, enjoy the luxurious feel, and also not have to worry about where I was parking.
With any new model, the first year will always be a bit more problematic than the evolved years. Which seems to be the case. Though my M5 had zero issues (except for some check engine lights here and there due to the tune), we investigated the model further to bring you any and all problems that plagued the F10 M5.
Common problems include:
Recalls open on the BMW F10 M5:
BMW issued a recall on certain BMW M5&#;s manufacturer from 7/19/12-9/11/12. Due to a manufacturing process error, the tolerance between the engine oil pump&#;s drive shaft and the pump&#;s rotor was not within specification. As a result, the pump&#;s driveshaft could separate from the rotor. Separation of the pump&#;s driveshaft from the rotor could lead to a sudden loss of oil pressure causing the possibility of complete engine failure, resulting in an engine stall-like condition, increasing the risk of a vehicle crash.
BMW issued a recall on certain M5 models. The affected vehicles have seat-mounted side air bag inflator initiators that may fail to ignite during a crash. If the airbag inflator initiator fails to ignite, the seat-mounted air bag will not deploy, increasing the risk of injury.
BMW issued a recall for certain model year M5&#;s. The affected vehicles have an inboard lower anchor for child restraints on the left rear seat that may have been bent downwards, preventing the child seat from fully engaging both lower anchors. As such, these vehicles may fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 225, &#;Child Restraint Anchorage Systems.&#; If the child seat is not properly attached to the lower anchors, it can increase the child&#;s risk of injury in the event of a crash.
BMW issued a recall on certain model year M5&#;s manufactured 9/4/14-12/4/14. The affected vehicles have a driveshaft that may have been inadequately welded during manufacturing. Due to the improper weld, the driveshaft may fracture and fail, causing loss of drive to the rear wheels and a loss of propulsion. Additionally, if the car is turned off and exited without the parking brake applied, the car may roll. Either condition increases the risk of a crash.
Though there may seem like a fair amount of recalls and some common problems, don&#;t let these scare you off. Before purchasing an M5 you can inquire to the seller/dealer about all open recalls and if they were addressed, if not, have them send it over to a BMW dealership to have the work completed. If the common problems worry you, a simple PPI will put your mind at ease. Though they cost $300-$400 to do, those few hundred dollars could save you thousands in repairs.
The F10 M5 comes with BMW&#;s 4yr/50,000 basic/powertrain warranty. You will see BMW offering what seems like great extended warranty programs, but in truth they are costly. With two plans available you can choose from:
Which in our opinion is GREAT if the guy before you pays for it, but not necessary if you are the one eating the bill. There are third party warranties out there as well, but when you have the resources that ECH offers, it&#;s truly an unnecessary cost that can just eat into your profit margin for no reason.
As for parts and maintenance on the M5, the cost is for an oil change should be no more than $150-$200, depending on your area. If you are paying in the $300 range, then you&#;re doing it wrong. BMW&#;s are NOT like McLaren&#;s, they do not need to be serviced strictly at the dealership, in fact most independent shops can do the exact same work for fractions of the cost. And if you fear if the shop nearest you is rebuttable or not, never fear we have a full list of independent mechanic shops across the US who we trust enough to recommend to our members (link).
Tires can vary in cost, with some people putting all-season top of the line tires on their M5 since it is their daily all year long, costing as much as $1,300 while others keep it cheap and low budget, putting Japanese tires on the german sedan for less than $700 all said and done. I truly believe that tires are incredibly important, make the investment, even if you aren&#;t a track racer, and get yourself a nice pair of Michelin&#;s.
With the cars internal maintenance system, you&#;ll always be notified of service dates and any issues the car may be having internally as soon as you turn it on. Whether it be a low tire pressure, brake fluid replacement, general service needed, etc. All in all, if you take care of your BMW it will take care of you.
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The F10 M5 is a generational car, meaning that not many changes were made in the few years of its production.
The only notable change is that the LCI/Competition Package was introduced in . The Competition Package if applied would increase engine power (giving it 567hp), and would give the suspension better handling. Along with some cosmetic additions like better wheels and carbon fiber interior. The LCI is something BMW does to it&#;s generational models about 3 years in to their run. The M5 LCI update includes a tweak in the M &#;kidney grille&#;, which now features the badge and the slats have a double-spoke design. The steering wheel has also gotten an upgrade now being leather with the &#;M&#; insignia. The interior of the sedan has also gained more space in the storage compartment under the armrest in the center console. The iDrive operating system now has chrome trim on the sides. Also for the first time, an optional Touch Controller is available with a touch-sensitive surface allowing, for example, characters to be entered when programming a destination for the navigation system.
However, it is worth mentioning that as of last year the new generation of M5, the F90 has hit the streets.
Under the hood, the new F90 still has the same 4.4L twin-turbo V8 engine. But it has been tweaked to output nearly 40 more horsepower than the F10 and outputs 553-lb of torque. All this power is now being routed through an eight-speed auto transmission (that&#;s right manual lovers, no stick for you!). Like the F10, the F90 has been a revolutionary car for the brand, as it is the first non-SUV to be built with an all-wheel-drive transmission.
The new M5 is lower to the ground, with a sleek and sporty design. The F90 comes with a new redesigned front bumper, headlights, grills, longer fender frames to the side, new rear bumper, diffuser, and tail lights all make the F10 seems bulky and husky in comparison.
The interior also got a massive upgrade with all new Steering wheel, seats, dash layout, iDrive screen, iDrive system, shift lever, and even adding an exhaust button to the mix.
So it is fair to say the M5 has indeed evolved into the sedan it needs to be in order to compete in the ever-growing luxury-exotic cross over space. Though, from a hacking standpoint, we suggest staying away for a few more years, don&#;t want to get caught in that depreciation snowball, even if you&#;re in the beautiful F90 while you do.
While we don&#;t think of 5-figure options when we think of BMW, there are still some pretty important options when it comes to the German car&#;s resale.
For instance, certain paints command more money, like my own BMW M5 was in the rare Bentley Paint Code: Moonstone Metallic, rare and highly desired.
Ceramic brakes are also an important option to have with your M series, they are categorized by their gold paint coating. Wheel designs also command a higher dollar and attract a buyer willing to pay for them.
BMW doesn&#;t have many ones off options, but they do have specific packages that combine all the most highly desired options. You have the more luxurious: Executive Package and you have the more sporty combo: Competition Package (introduced after ).
If you want to see more of what both these packages hold, and of the other options an F10 M5 can have, take a look at the order guide below.
Looking at this from a hacking standpoint, there is no denying that the BMW M5 is the one to get into. It&#;s the second to last year they were still in production, yes. But the M5&#;s are still being tied up in leases, and haven&#;t hit their full depreciation curve (maybe next year).
is also the year that more Competition specs were built after being introduced in the models, making more of them opportunities to own the most desired spec M5 out there.
So while you&#;re looking for your M5 be sure to keep in mind miles. Yes, this is a sedan and was most likely used as such by previous owners, but no more than 30,000 in order to maintain drivability for you.
If you are looking for a reliable, good looking four-door sedan to use as your daily, or make your first hack, then look no further. The BMW M5 is PJ approved, as well as ECH hack tested. Knowing what you know now after reading this buyers guide, finding an M5 to put in your garage will be much easier. Just ensure that you always PPI these vehicles ESPECIALLY if they have aftermarket mods done to them at time of purchase. While Exotic Car Hacks focuses mainly on exotics, its principles can be applied to any luxury and specialty car like the M5 and provide the opportunity to MAKE MONEY while driving other than paying.
[Editor&#;s note: While this guide first appeared in our August issue, updates are continually made as new tires enter our market.]
The biggest variable in performance? Tires.
But which ones are the perfect match? It depends on the car choice, setup, rules, venue, weather and driving style. Budget and longevity can also influence this decision.
We&#;re here to help with a synopsis of available options, culled from all our years of tire testing. If you can&#;t find shoes that fit here, they probably don&#;t exist.
All the tires listed here are DOT-approved, which means they can legally be driven on the street&#;even if that&#;s not a great idea. (We&#;re looking at you, Hoosier.)
While today&#;s market concentrates on the 200tw Extreme Performance category that&#;s so prevalent in autocross, time trials and endurance racing, we branched out to include faster tires that aren&#;t limited by that UTQG figure. To make this guide easy to follow, we&#;ve grouped tires by their intended mission. Happy shopping.
Keep scrolling to view all the tries we've tested so far, separated by category:
You'll also find a handy chart at the end of this article that compares them all.
These are fast tires for autocross and single-lap time trials that meet the 200tw ratings. All are capable of a fairly similar single-lap time trial or autocross pace, though each goes about it in different ways.
Yokohama Advan A052
We list this one first since it&#;s the reigning king of the Super 200s, but it comes with caveats. To perform optimally, it needs lots of camber and wheel width. It also benefits from shallower tread depth to help mitigate its tendency to quickly overheat when pressed hard. And finally, it&#;s expensive and only available in select sizes. But if your application meets those requirements, and your driving skill allows you to lay down that one perfect lap, then this is your droid. A note about that heat intolerance: This tire doesn&#;t need any heat to activate&#;first turn, it sticks. It&#;s even good in the wet, so long as there&#;s no significant standing water to cause hydroplaning.
Bridgestone Potenza RE-71RS (Added August )
After a hiatus, Bridgestone returns to the American 200tw arena with its Potenza RE-71RS. Sizes range from 15s to 20s. Our initial test found a tire that&#;s very quick out of the box while providing strong grip and feedback&#;it&#;s up there at the pointy end of the field. That first test compared the Bridgestone Potenza RE-71RS against the Falken Azenis RT660 on track and against the Yokohama Advan A052 around the cones.
Bridgestone Potenza RE-71R
For many, this was the go-to alternative to the Yokohama. Super-responsive, it could dance around cones or dive to apexes with telepathic instincts. Just think about turning, and it would react. Its super-stiff sidewalls also allowed fat tires to be successfully pinched onto narrow wheels&#;a reality in some race classes. And while it needed a little bit of heat for the compound to work, it could deliver a number of autocross runs or road course circuits at max attack. It&#;s even been used to win in 8-hour endurance racing competition. Sadly, this tire is no longer in production, but many sizes still exist at retail in large enough quantity for it to remain an option for some time.
Update: As of January , Tire Rack only shows 18- and 19-inch sizes in stock. In April of , Bridgestone announced the replacement for the RE-71R, the RE-71RS.
BFGoodrich g-Force Rival S 1.5
Before the A052 stole the show, the big battle was BFG versus Bridges- tone. The Rival needs a little more heat to work, but stays in the game even longer than the RE-71R. This is great for lapping or two-driver autocrossing, but a little tricky for cold and or wet days. And while not as crisp as the Bridgestone, the BFG allows one to drive at larger slip angles seemingly with impunity.
Falken Azenis RT660
Exit Bridgestone, enter Falken. Indeed, they look alike, and to a large degree they perform alike. The RT660 has a fairly similar responsiveness to the RE-71R, though not quite as crisp. For many, this is a good thing as the tire tends to not be as edgy, allowing for mid-corner corrections to be made. Like the Bridgestone, the Azenis compound needs just a little bit of heat to turn on, but hangs in there for many laps or runs. It&#;s a great choice for lapping, time trials or autocrossing. Oh, and it has some of the most favorable pricing of the bunch.
Kumho ECSTA V730
Added September
We really like the new V730 as it does indeed honor the traditional Kumho characteristics for drivability, consistency and longevity. While not the quickest on single-lap pace, it is right in the mix and gives many chances at nailing great laps any time in a session&#;call it nearly as quick as the Falken Azenis RT660 and almost as consistent as the Hankook Ventus R-S4&#;so, basically, another contender.
Goodyear Eagle F1 SuperCar 3
Responsiveness of the Goodyear is similar to the Rival S, but grip turns on quicker and stays active lap after lap. Note that the smaller sizes of this tire (sub-265mm section) come molded deeper and with more void, so they don&#;t perform quite as well. This is a great triple-threat tire: cones, laps, daily.
Michelin Pilot Sport Cup 2 Connect (240)
OE fitment on some of the world&#;s fastest sports cars, the SC2 has been a staple of the track day scene for many years. The move from the 180-treadwear rating of the old Cup 2 to this tire&#;s 240 rating, it should be noted, is more of a marketing change than a performance one. Think of it as a positive iteration of both grip and consistency/longevity through technology. In short, this tire is no slower than its predecessor, despite moving out of the Track Use only category. Its main attribute? Grip. Lots of it. That said, it can let go in a hurry if you ask for too much. But for most folks, it will deliver lap after lap of enjoyment.
Nankang CR-1
Nankang was able to create a worthy competitor to the Yokohama A052. While response is similarly vague, grip is outstanding. That said, it has the same trait of quickly heat-soaking when loaded hard. Perhaps its best feature is that there are some very motorsports-oriented niche sizes available, like the 245/40R15 that we recently tested.
Nankang Sportnex CR-S (Revised compound)
Added April
Newly revised, the CR-S is super consistent, though does need some heat to build up in order to get optimal grip.
Dunlop Direzza ZIII
The Dunlop ZIII might be an older 200tw tire, but Tire Rack still moves a lot of them. Why? Price and available sizes, as it comes in a Miata-friendly 195/50R15. This is also a good choice for dual use, with solid performance in both wet and dry conditions. We last tested it in , and the Dunlop ran within a half-second of both the RE-71R and Rival S 1.5.
Toyo Proxes R1R
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This tire is long in the tooth, but still a viable choice for triple duty. The R1R was once the darling of the autocross world, especially in the magical 195/50R15 sizing. Its excellent grip and tossability still delivers strong performance value in the canyons, around the cones, and hitting apexes. You might not win a national championship, but you&#;ll smile every time you turn the wheel.
Bridgestone Potenza Race
Added July
This tire finds a home in the marketplace for those looking to put down consistent, high-quality laps while still delivering excellent road manners. The RE-71RS is still better for single-lap time trial competition, but you&#;ll pay a streetability, consistency and longevity price for that pace.
Vitour Tempesta P1
Added November
One of the quickest 200tw tires we've ever tested, the Tempesta P1 is quick to turn on&#;one hard lap, in our case&#;and drives like a a typical R-comp, offering abundant grip, an eagerness to dive into corners and progressive breakaway and recovery. Heat soak sets in farily quickly though, causing grip loss that only increases as the tire is pushed.
Nexen N'Fera Sport R
Added December
Nexen has been dabbling in the 200tw category for several product cycles, and the Sport R is its latest offering. A very quick tire off the line with a wide plateau of grip, though will eventually heat soak after a session or two.
These tires trade some speed for consistency and long life while still meeting the 200tw requirements. Running endurance races? Looking to get a full season out of a single set of 200tw tires? Might want to start the search here.
Hankook Ventus RS-4
All hail the king of grassroots endurance racing. No tire has racked up more enduro wins or led more laps than the RS-4. It&#;s the gold standard against which all others are measured. Wears like iron, but can still deliver a pace that&#;s within a second or two of the Super 200s&#;and do so all day long. It does need some heat to come in, but loves living in the furnace of heavy lateral loading. This also makes it ideal for weekly lapping sessions where no trophies are on the line. The only downside is that Han- kook tends to sell out of popular sizes every year in the fall, though usually replenishes stock in the spring.
Maxxis Victra VR-1
The Maxxis offered super-responsive performance. It dove down to apexes much more easily than the Hankook. It also required very little warmup, netting its best lap time on the very first circuit&#;and matching the Hankook&#;s single best. As the Maxxis heated up, though, response dropped off, the tire got a little mushy, and lap times slowed a bit. The Maxxis is a great alternative when the RS-4 is sold out, though.
BFGoodrich g-Force Rival
This was BFG&#;s original entry into the 200tw category, but was superseded by the Rival S when Bridgestone raised the bar. With the rise of amateur endurance racing, however, BFG has put the original Rival back into production. Driving feel is a little more direct than the Hankook, but pace, consistency and longevity are all on par with the RS-4.
Falken Azenis RT-615K+
As the final installment in the decade-old 615 line, this tire blends a nice mix of dry and wet performance, with solid wear characteristics. A little loud on the street, but it&#;s right at home delivering lots of track laps or autocross runs. While supplanted by the RT660 in overall pace, the RT-615K+ remains a popular choice for dual-duty or endurance use.
Valino VR08GP
If you want a set of tires that will deliver a full year of use, this Valino offering makes a great option. Our test showed imperceptible wear and great handling traits, though not nearly as much grip as the others in the category. Pricing is also friendly.
Michelin Pilot Sport 4S
One tire to work in all conditions, one tire to rule them all. This is the one. If the ground&#;s not frozen, this tire will perform. Cold and damp? Got you covered. Standing water? No problem. Warm and dry? Still quick. Chosen each year by the majority of the field for the Tire Rack One Lap of America, this tire can easily put down quick laps at every venue regardless of the weather&#;and still do the miles of transit needed for the week without a hint of drama. Steering response is massively authoritative, although the tire can be a little edgy at the limit as it heats up in dry lapping conditions. Available in a huge variety of sizes, including many OE fitments. Its price matches its capabilities.
Continental ExtremeContact Sport (Updated May )
Continental has updated this tire for , focusing on improved dry performance while maintaining excellent wet manners. It is now a match to the Michelin PS4S for grip, but ahead in its ability to cut through standing water. The Conti&#;s steering response feels a bit vague and it doesn&#;t last as long as the Michelin, but it&#;s also priced substantially lower.
Continental ExtremeContact Force
A new, very worthy challenger for endurance racers. The Continental ExtremeContact Force posted a clear half-second average over the Hankook RS-4 and similar consistency&#;plus a bonus of immediate cold-tire grip. The latter could be very important on cooler race mornings. After 90-minute sessions, both the ExtremeContact Force and Hankook RS-4 exhibited similar wear characteristics&#;not quite a 1/32 of an inch. The new Continental does cost more than its competition, however.
Cooper RS3-R and RS3-RS
Cooper Tire supports the World Racing League and also offers two endurance&#;specific tires: the RS3-R (260tw intended for dry conditions) and RS3-RS (220tw for the wet). GRM test to come.
Yokohama Advan Neova AD09
Added December
More road and endurance focused than Yokohama's A052, the AD09 took a lap to really come in, and once there was edgy at the limit. However, the AD09 didn't lose any performance during our testing session, and we found it both easy and intuitive to recover when we slipped past the tire's limits.
This category is a tick faster than the Endurance 200s, yet still in it for the long haul. While these tires don&#;t meet the 200tw requirement often found in endurance racing, they can still work for those doing lap days.
Nankang AR-1
Although it&#;s rated at 100tw, this one has all the traits of a solid 200tw tire. Pace is on par with most of that bunch, as is the typical output pattern of a single fast lap, followed by a number of laps at about a half-second slower pace. Feel is similar to the Goodyear SC3 or Rival S. Note that this tire benefits from a good heat cycle before delivering optimal performance.
Nitto NT01
Like the Nankang AR-1, this is another 100tw track day special that delivers on par with today&#;s Super-200s for single-lap pace. But it can repeat that trick lap after lap, session after session&#;all the way to the cords. Sizing and availability are somewhat limited, but it&#;s still a favorite among many track rats.
Toyo Proxes RA-1
The same parent company owns both Nitto and Toyo, with the Toyo RA-1 essentially a Nitto NT-01 with a different tread design&#;and a very clever one at that. When run at full-tread depth of 8/32 inch, it cuts through water with ease. Shaving to 6/32 improves dry traction and consistency. At 4/32, the lateral grooves disappear, while optimal dry performance comes at 3/32 where only two circumferential grooves remain.
Toyo Proxes R888R
Another popular tire for lapping, this one comes in a huge variety of sizes. Like the NT-01, pace is on par with the Super 200s, but consistency is the real game here. Just don&#;t get caught out in a storm, as the tread pattern is optimized for dry use only.
Toyo Proxes RR
This is Toyo&#;s ultimate expression of a DOT-legal tire optimized for competition use only. With a lightweight casing, 4/32-inch tread depth and a slick tread pattern, it wears its &#;Not for Highway Use&#; markings proudly. Even though it&#;s rated at only 40tw, it performs on par with the others in our Endurance 100 grouping. NASA even allows it to compete as a 100tw in their Super Touring and Time Trials classes.
Maxxis Victra RC-1 (Updated August )
Maxxis has updated the compound for its Victra RC-1, with this new R2 rubber promising improved grip and longevity. Our latest testing found this new, softer compound to delay response just enough to provide a more normal and natural feel. Compared to the original version, grip is up while times are down.
This category consists of DOT-approved track and autocross tires not saddled with a 200tw rating. Tired of pointing folks by? Looking to embarrass better machinery? Bolt on a set of these and win that next track day.
Goodyear Eagle F1 SuperCar 3R
This one is magic, simply magic. All the great traits of its 220tw cousin, plus a compound that hooks like a major league curve baller. Braking, forward bite, lateral grip&#;it does it all at the highest level and continues to deliver for entire sessions, though the first lap or two are typically the quickest. As with a racing slick, you&#;ll need to put some significant energy into the tire before full commitment, though. But it&#;s a small price to pay for such a big payoff.
Pirelli P Zero Trofeo R
This one is a little fuzzy, since so many of the size offerings are OE fitments with very specific characteristics that vary from standard. We tested the generic version and found it to be on pace with the Goodyear SC3R for a single magic lap, but then a bit of a fall-off ensued. The Pirelli was also less forgiving.
When it comes to the modern R-comp race tire market, Hoosier currently owns it with very fast lap times and minimal con- cessions to street use&#;just enough to earn that DOT approval&#;although Goodyear recently rejoined the segment.
Hoosier R7
No buyer&#;s guide to motorsports tires would be complete without Hoosier. Availability in every size imaginable and a long record of success make it hard to bet against the crew from Indiana&#;should your rules and wallet permit. This tire is expensive and does heat-cycle out fairly quickly, but the lightning-quick response is without peer, as are the level and consistency of grip.
Hoosier A7
Want to go even faster? Here&#;s the top tire of all the DOT-approved R-comps. Stamped &#;Not for Highway Use&#; right there on the sidewall, this tire is optimized for one purpose only: going fast around cones or a road course. It doesn&#;t last long, sizing is more limited than the R7, and it will put a solid dent in your budget&#;but if you have the means, and your rules allow, it&#;s hard to bet against the A7.
Yokohama Advan A055
Yokohama has rejoined the R-comp fray with its new Advan A055. We found the tire to be very responsive with full grip right away&#;could be great for autocross. Recovery was a bit lazy when overdriven mid-corner, and it was a little less adept at combined loading than the Hoosier, but still quite good. Our 205/50R15 test tire seemed a bit on the narrow side, though.
Goodyear Eagle RS
We&#;ve had great time-trial success with the Goodyear Eagle RS on our Corvette project, and SCCA GT2 racers have been knocking down lap records as well. We find the Goodyear Eagle RS to be fastest in the first one or two sessions after an initial heat cycle. There&#;s a slight drop-off after that, yet performance remains stable through at least the next six to 10 heat cycles. The Eagle RS is predictable and communicative, but needs a bit of heat to work on track. They aren&#;t a first-lap wonder like the Hoosier A7, but once you get some temperature in them, they&#;re the equal of anything out there. They&#;re also very communicative once you exceed the desired temp range, allowing you to get the tires &#;back under you&#; and doing a good job of letting you know when it&#;s time to attack again. Overall, the Goodyear Eagle RS is an R-compound that can hold its own with anything on a road course, but the need for some temperature makes it suboptimal for autocross.
We&#;ve assembled this chart to be a quick reference to choose the proper tire for the proper venue.
Autocross: Choose A or AA for warmup and B or better for time trial pace.
Time trials: Choose by time trial pace and wear.
Lapping days: Choose by heat tolerance and wear.
Street and track: Choose by heat tolerance, wear and wet weather performance.
Updated May
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