Toyo Tyres

Adams and Page keep large stocks of the TOYO Proxes 888 Motorsport tyres. They are  E marked, road legal and listed 1b in the MSA blue book.Excellent for Track day use and circuit racing.

The 888 is available in the following sizes, please contact us for price and availability.

185/60R13
205/60R13
225/45R13

185/60R14
205/55R14
225/50R14

195/55R15
165/50R15
195/50R15
205/50R15
215/50R15
225/50R15
235/50R15
225/45R15

205/55R16
195/50R16
215/50R16
225/50R16
255/50R16
225/45R16

215/45R17
225/45R17
235/45R17
205/40R17
235/40R17
245/40R17
255/40R17
275/40R17
315/35R17

225/40R18
235/40R18
245/40R18
275/40R18
255/35R18
265/35R18
275/35R18
285/30R18
295/30R18
315/30R18
335/30R18

235/35R19
265/30R19
295/30R19
305/30R19

285/35R20
315/30R20

SET UP ADVICE FOR THE TOYO PROXES R888

What I would like to do is to offer some advice on tyre temperatures and pressures and how to achieve the best from our tyres when taking part in either trackdays or racing.

The R888 has a semi race construction (very stiff) and a race tread compound. The optimum tread temperature range is between 71C and 105C measured using a probe type pyrometer, and ideally a maximum difference across the tread of 15C. The maximum hot pressure we recommend is 40psi. Camber angles up to 5 degrees negative (normaly between 1 – 3) are permissible but the final setting will depend on tread temperatures. It is advisable to have as much positive castor as practical as castor induces a beneficial camber change during cornering. I recommend that the tyres be put through a heat cycle before hard use, this will scrub them in and remove any mold release agent.

The pressures you use will initially depend on the weight of the car, too little pressure on a heavy car can lead to over deflection of the tyre and subsequent failure.

Below are some basic settings:

As a tyre gets hotter the pressure increases, this is due to the moisture in the air. The cold pressure you set to achieve a desired hot pressure will depend on the conditions on the day i.e. ambient and track temperature, wet or dry. If the day/track is cold you will need to start with a higher cold pressure as the tyre will not get as hot therefore the pressure increase will not be so great. Hot pressures must be balanced side to side. Once the tyres have cooled you will find that you will have a difference in pressure side to side, if you have been racing on a right hand track you will find the offside pressures will usually be higher than the nearside.

Changing hot inflation pressures by small amounts can be used to fine tune handling.

Achieving the required tread temperatures will depend again on the conditions on the day i.e. ambient and track temperature, wet or dry.

You often here competitors saying “My tyres started to go of towards the end of the race”, this is usually due to the tread getting to hot.

The tread temperatures are constantly changing through out a race, hotter when cornering and cooler when on the straights and cooling even more when you are slowing to come into the pits. Therefore the temps you record in the pits will be lower than those during the race. So if you record temperatures within the range given above the probability is the temps will be too high during the race.

Increasing your tyre pressures will cause your tread temperatures to increase, more pressure stiffens the tyre’s casing which results in the tread having to do more work resulting in the tread getting hotter. Lowering your pressures will cause them to decrease.

Inevitably changing one thing will affect other things, the whole set up of your car is a compromise between anything that is adjustable.