All your FV and FST needs in stock.  Others within a day or two.
 

(See Hoosier Tire Info For Break-in Recommendations)

Formula Vee

Note: That some compounds have a A or B after the number (eg. R45B) The letter only designates a chemical change that Hoosier made.
The wear, hardness, etc, are the same as the number prior to the letter suffix. These tires can be mixed and matched. (Per Hoosier Engineering)

Part #	Size	Compound	Use	Price
43335	21 x 5.0  - 15	R55A	FV Front	$155
43335	21 x 5.0 - 15	R45B	FV Front (Slightly softer compound. Good Cool temp tire)	$155
43351	22.5 x 5.5 - 15	R55A	FV Rear	$165
43351	22.5 x 5.5 - 15	R45B	FV Rear (Slightly softer compound. Good Cool temp tire)	$165
43340	21.5  5.5 - 15	R55	FV Wide Front (or short rear)	$155
43340	21.5  5.5 - 15	R45B	FV Wide Front (or short rear) (Softer Compound)	$155
44266	22.5 x 5.0 - 15	RAIN / WET	Front / Rear Rain Tire	$167
44405	120/590-15  (22.6")		Vintage Vee	$200
44408	135/620-15  (24.1")		Vintage Vee	$210

Buy any 2 sets (8 tires) and a 5% discount is applied to your invoice.

Tires will normally be shipped via UPS. However, with 8 or more we will ship truck, since it is cheaper. In any case, we will ship the least expensive method unless specified on your order.

 

Formula First (CenDiv Rules)

Part #	Size	Compound	Use	Price
43130	20.0 x 6.0 - 13	R60A	FST / CF Front	$161
43307	22.5 x 7.2 - 13	R60A	FST / CF Rear	$193
44140	20.0 x 6.5 - 13	Rain	FST / FF / CF Front Rain	$200
44220	22.5 x 7.5 - 13	Rain	FST / FF / CF Rear Rain	$222

We are a Hoosier Dealer and Can provide all of your tire needs.

Buy any 2 sets (8 tires) via the web and a 5% discount is applied to your invoice.

Tires will normally be shipped via UPS. However, with 8 or more we will ship truck, since it is cheaper. In any case, we will ship the least expensive method unless specified on your order.

ODD TIRE SALE
(all new never used, stored in a/c environment)

Call us for your other tire needs.

Hoosier Tire Info

R6 Road Race: The first laps for the tire are critical for setting up the durability and competitive life. The first session should consist of no more than 10-15 minutes of running. The early part of the session should be run at an easy pace, with the speed gradually increasing until the end of the session. The final lap should be run at the maximum fastest speed. The intent is to achieve maximum tire temp on the last lap. At this point the car should be brought in and the tires allowed to cool at a normal rate.

During the initial run-in process, the inflation pressure should be 3-5 psi. higher than you would normally use. The best progression would be the driver taking 4-7 laps to accomplish this break-in. Each lap should be approximately 7 to 10 seconds faster than the prior lap. The goal is to have the tire temp as high as possible without "shocking" the tire during the warm-up laps. In essence, no wheel spin, late braking or sliding. The last lap should be at or very close the maximum possible.

Cure Time: After completing the initial run in phase, the length of the time the tire is allowed to set is possible more important. The barest minimum for this process to be beneficial is 24 hours. (Not the next day.) Any less than this is a waster of time. The best situation is to allow a week before using the tire again.

Proper tire management is a difficult process. To accomplish this almost always requires a second set of wheels. The payoff is greatly increased competitive tire life.

Tire Temperature: For best performance the expected temperature range will vary from track to track. Generally, optimum traction will be generated when the pit lane temps show 180-200 degrees in Road Race applications.