johnny--2k

For reference, here are the 275 Michelin PSS on the stock 18's, no spacers, stock suspension, no performance package.

Filled up some of the wheel gap quite nicely versus the stock 255's, which is the last picture for comparison.

Thrilla

What did you do with the front? Spacers or wide tire too?

johnny--2k

nothing, fronts are still the stock 235's. They have not required replacement yet, so I'm just running them until it's time to replace them, then I will go with the 245 like everyone else.

HBC350

The 275-30-19 tires on my stock 507 wheels 19 x 9.

WESLEY KAY

Looks great! I'll be going 275 in the rears as well but with Michelin PSSs

HBC350

I got a set of Sumitomo HTR ZIII's for $730 out the door from my local tire guy. 245-35-19 and 275-30-19. If I get 10K out of them I will be satisfied. They're quiet and so far adequate.

WESLEY KAY

Hmm....Ill have to take a look at those. I am now leaning towards the Nitto NT05s front and rear...well at least rear. They won't last long......I'm all over the place right now. Also looking at the Vred Vorti's.... 245/275 combo still

JRHolt

I am going to go with the 245/275 setup as well when the OEM tires wear out

I have never had very good experience with "Value Priced Tires". I know you can save some money but personally I feel that the trade off in ride comfort, noise and wet & dry traction are not worth it to me. If I was driving a Honda civic I am sure it would be fine but not on a performance car.

K-Mac

To further improve tire life it is worth noting:


Since the mid ‘90 model’s, with the ever increasing speed of vehicle assembly lines there has been no front or rear Camber (or front Caster) adjustment facility fitted OEM


Only current adjustment is front and rear Toe and situations where there is insufficient rear Toe once the issue of lack of Camber is overcome!

To attempt to return vehicle to factory specs to resolve costly premature inner edge tire wear, improve traction and fix steering pull the only current alternative for front Camber and Caster is to fit offset, slotted bolts (for the front only). But these are inaccurate - one only position bolts - offering a minimal .3 of one degree adjustment (3mm / 1/8”).

It’s no wonder many owners continually change tire brands or go from one MB Dealer or alignment shop to another trying to get it right/fix the problem!


We saw the need therefore "to fix it right the first time" by designing, developing, patenting (and re-instating from the 1990's) fully adjustable front (and rear) suspension for virtually all models.

The current K-MAC kits have up to 4 times the adjustment of these one only position offset bolts (both Positive or Negative). And unlike these one position bolts that require labour intensive jacking and disassembly each time, the K-MAC kits only require use of a single wrench to accurately adjust on car(under load) direct on alignment turntable (no need for labor intensive removal/replacement each time).


Providing ongoing full, precise adjustment of both Camber and Caster settings if altering suspension height, fitting wide profile tires/wheels, curb knock damage or being able to quickly fine tune/change specs on race days (extra Negative/plus track width to go deeper into the corners/lower lap times). With the unique K-MAC patented design only requiring use of a single wrench/no disassembly.

For the rear, similar kits for precise Camber adjustment (with also additional Toe to compensate for the new Camber facility). Importantly unlike the alternative rear upper adjustable Camber control arms available K-MAC kits do not move top of tire outwards - this reducing essential clearance top of tire to outer fender when adjusting to fix premature inner edge tire wear/improve rear traction.


Also instead of spherical bearings as used on many of these upper control arms which prematurely pound out allowing metal to metal contact. At K-MAC we have developed long life elastomer bushings.


Bonus with all the four front and four rear K-MAC bushes is that they are also designed with twice the load bearing area and replace the highest wearing suspension bushings. And with K-MAC no special tools are required to fit.


Note (Product background re bushings): Majority OEM bushes have air voids to allow 2 axis movement. So control arms can travel through their required arcs without binding, locking up.


Essential with today’s modern designs of “multi-link” arms with different angle mount points!


Yet most “aftermarket” replacement bushes the industry standard is to eliminate these air voids in an attempt to improve both steering response and reduce wheel hop, loss of traction under brake and acceleration.


The opposite is often the case – the elimination of the air voids causes even more severe wheel hop, loss of traction through binding, locking up of arms.


K-MAC bushes – with 50 years now of bush technology are designed without the air voids but where needed with “full 2 axis movement”. Result is power to the ground – maximum traction/acceleration/braking - along with noticeably improved directional control and steering response for highway driving, lane changing.