The body plies are perpendicular to the bead on radial tires. On bias and bias belted tires, they are at an angle (bias) to the bead, which greatly increases sidewall strength and durability. The belt on a bias belted or radial tires improves tread stability and helps reduce rolling resistance which is the radial tires main feature. M/T’s construction sandwiches the belts between the body plies, which improves ride and virtually eliminates belt and ply separations. Sandwiched belt construction is unique to M/T tires only.

Radial tires offer two primary benefits:

1. Reduced rolling resistance for better mileage and tread life.
2. Weak sidewall to absorb road feel.

Bias belted tires offer two primary benefits:

1. Reduced rolling resistance for better mileage and tread life (compared to straight bias ply tires). 2. Strong sidewalls for protection off road.

This is a question that has no real specific answer, as there are too many variables. Note: You will have to keep in mind that overall diameter of a tire will affect ABS brake systems, speedometer readings and final gear ratios. You will also have to measure side to side clearance to keep the tire away from inner fenders and other sheet metal.

Wide tires offer a unique look which many people desire. Beyond looks, wide tires are used where flotation and stability is desired. Narrow tires are used where traction, primarily in muddy conditions, is desired.

1. Protect the sidewall from damage by rocks, branches, twigs, curbs, etc.
2. Aid flotation and traction when in soft terrain.
3. Increase gripping tread by up to 50% in off road applications.

All tires have a maximum load and inflation stated on the sidewall. Mickey Thompson does have a load range chart available on request.

The industry standard is approx. 2% of the tire weight. Our standard is approx. 1% of the tire weight. Tires with excessive balance weight can be replaced under our adjustment policy within the first 10% of tread wear.

Many things can cause this. To mention a few:

1. Improper air pressure.
2. Wrong rim size.
3. Improper alignment.
4. Weak or worn suspension components. Note: Some stock front suspension components cannot handle the abuse of wheel and tire combos that are much larger than the o.e.m.
5. Over load.
6. Improper balance. Note: It is a good practice to have the tire and wheel assembly balanced each time you rotate your tires.

Use proper rim size. Maintain proper air pressure. Rotate the tires every 3000-5000 miles (if possible). Maintain proper alignment and replace worn front suspension components.

At least every 3000-5000 miles. Note: It is also suggested that you have the tires balance checked at this time as well, even if you just static balance them.

Cross non-drive tires to drive axle. Move drive axle tires straight to non-drive axle.
Note: On a 4×4 vehicle consider the rear axle the drive axle.

All D.O.T. approved tires are warranted against defects in material and workmanship on a pro-rated basis. Consult the Mickey Thompson adjustment policy for details.

Most Mickey Thompson wheels are rated between 2,000 to 3,600 pounds each. Please consult the Mickey Thompson spec sheet for specifics on your application.

There are so many tire and wheel sizes that you should consult your tire manufacturer for their suggested rim width. Note: Mickey Thompson has listed rim widths for all our tires in our current product sheets.

Yes, in most cases. Fit checking is recommended before mounting tires on wheels. You may have to watch for tie rod end, upper or lower control arms, and brake caliper clearance.

Measure the distance from the inside of one bead to the inside of the other bead.
Note: You can consult Mickey Thompson Tech Dept. for more information.

Backspace is the distance from the back edge of the rim to the mounting surface on the hub.
Note: For more information about backspace and offsets please consult Mickey Thompson Technical Dept.

Offset is the distance from the wheel centerline to the mounting surface. Positive offset is when the mounting surface is outside the centerline. Negative offset is when the mounting surface is inside the centerline. Note: for more information about backspace and offsets please consult Mickey Thompson Technical Dept.

No. Due to the multiple dies, expense and precise nature of our forging process, custom wheels cannot be ordered.

Top quality lug nuts with a 60 deg. conical bulge seat area should be used. (Gorilla and McGard are two popular name brands.) Once you have selected your lug nut of choice, we suggest that you torque them to the factory recommendation (OE). Consult your owner’s manual for proper torque. Mickey Thompson also requires you to re-torque our wheels after 100 miles.

Follow the directions on any wheel cleaner and polish approved for non-coated wheels. Always wipe the wheels off; never allow the wheels to air dry. This can cause spotting.

Our tires are not designed for street racing while they do have a softer compound than regular street tires, the street provides a sand paper like feel to the tire with rocks and dirt on the surface of the road making it hard to help with launching and hook. The drag strip provides VHT and rubber on the surface in most cases giving the softer compound an aide to help them stick to the better surface. Mickey Thompson does not produce product or condone for street racing.

No! Even if you cut your own grooves they are not street legal.

There is no guideline. However, some racing classes have rules limiting tire size. You will have to use a tire size that can best utilize the space that is available without interfering with the sheet metal, suspension components, etc.

The approved rim range for race tires is the tread width plus or minus 1.
Note: The sidewall measurement will change with rim width. The rule of thumb is 4/10ths of an inch, over all, for each 1 inch change in rim width.

Overall diameter will affect the amount of growth that you will have. There are many variables that contribute to tire growth as well. Unless otherwise noted, Mickey Thompson drag slicks are considered a low growth tire. Mickey Thompson slicks will grow approximately 1 to 1-1/2 @ 150mph (Note: Radial slicks do not grow). Please phone us and we can help you in determining tire growth for your specific application.)

Measure diameter and section width to ensure proper clearance with sheet metal, suspension components, etc. Remember to leave room for tire growth, at least twice the growth factor. A good rule of thumb for side clearance is to leave yourself at least 1/2 to 1 inch from side to side.

Like all racing tire manufacturers, Mickey Thompson offers different compounds. In most cases, we do not offer choices, compounds are specific to size and application. See tech bulletin #1 for details.

The advantage of a stiff sidewall is less tire wrap or sidewall distortion, thus reacting better at launch. Note: This is good for heavy cars, or cars with a suspension, that can absorb the initial launch. If you are running a fixed suspension car like a dragster or an altered, you would need the tire to absorb the launch, thus a softer sidewall. There are two ways to stiffen the sidewall. 1. Run tubes to help support the sidewall. 2. Matching the tread width with the wheel width, or going 1 wider on the wheel width, will stiffen the sidewall.

You should run tubes in any tube type tire, some M/T race tires are tubeless. Tube type tires will leak air through the sidewalls. As pressure drops, heat increases and the chance of tire damage or failure is increased. Tubes will also aid in absorbing some of this heat.

Consult the Mickey Thompson race tire spec sheet.

Most racing wheels come with the proper hole size. If your wheel won’t accept the valve stem, you must drill the wheel to 5/8. Be sure to debur the hole and clean the wheel before mounting the tire and tube.

All Mickey Thompson racing tubes have an off center valve stem. Some wide wheels have a valve stem hole that is nowhere near the center of the wheel. This can make it difficult to mount your tube, if your tube is new here are some things you can try: First inflate the tube with a small amount of air to make sure the valve stem is pointing up. Secondly: Over inflate the tube (within reason) to stretch it out some. This will enable the tube to stretch and should allow the tube to fill all voids of the tire. If you should still have problems after attempting these two steps, then Mickey Thompson suggests the following: Drill another hole in the racing rim 5/8 in diameter near the center of the rim. Mickey Thompson strongly suggests you consult the rim manufacturer before doing this. Remember to clean the rim and debur the hole, we also suggest that you place duct tape over the original hole inside the rim, should you choose to do this.

Two possible causes of this are wrong tube size, or faulty tube installation. Please consult the Mickey Thompson technical bulletin for more in-depth information about this. (Bulletin #2)

Please refer to Tech Bulletin #4 MICKEY THOMPSON PROCEDURES FOR SECURING TIRES TO WHEEL ASSEMBLIES.

Yes. We suggest static or Bubble balancing. Dynamic or Spin balancing, a bias ply slick will work best only if the slick does not deform. In racing the tire goes through many changes in shape. Launching, the tire wrinkles and squats. As the car goes towards the top end, the tire begins to egg shape. A static balance assures the tire is balanced around the circumference as it deforms.

Tire size and vehicle weight are important considerations when determining air pressure. Consult the Mickey Thompson tech bulletin #3 for the appropriate answer.

1. Automatic transmissions: 1st pass or two, do a fairly hard burnout. After that a light burnout should be sufficient.
2. Standard transmissions: Stockers– No burnout or short, dry burnout is sufficient. Super Stock or Comp cars– light burnout, haze tires and stage immediately. Generally, tires work better with a light burnout, rather than a hard burnout. This also increases tire life.
   Note: ET Street™ tires may require a fairly hard burnout on the 1st and 2nd pass to break in.
   Note: For more information on M/T slicks please consult M/T Tech bulletin #1.

Mickey Thompson bias ply drag slicks are non directional. New tires that require running directional will have rotation arrows to signify this. Radial tires are directional.

This should only be needed if you are getting excessive furring, shredding or tearing of the tread rubber. Mickey Thompson suggests that you rotate every 25–30 passes if needed. Larger tires and high horsepower cars may need to rotate more often.

Check air pressure every pass. Do not overheat in burnout. Rotate as needed. Replace tires if weather checking appears.

No. Mickey Thompson drag slicks are specially compounded. If you feel you need an additive to hook up you may need new tires.

This will vary from car to car. Inconsistent 60′ and 330′ times caused by tread wear or carcass break down will be your signals to change the tires. Your tires have wear indicators in the tread to give you an idea of how much rubber is left on the tire. Cars that launch hard can cause the carcass material to break down. You should inspect your tires every 30 passes. More frequently in high horsepower cars.

Mickey Thompson has a technical bulletin regarding this issue, you would be well advised to read it as it will help you extend the life of your tires.

All Mickey Thompson front drag tires are tubeless. (Effective 1/1/99.)

There is no warranty offered on any tires used for racing.

The body plies are perpendicular to the bead on radial tires. On bias and bias belted tires, they are at an angle (bias) to the bead, which greatly increases sidewall strength and durability. The belt on a bias belted or radial tires improves tread stability and helps reduce rolling resistance which is the radial tires main feature. M/T’s construction sandwiches the belts between the body plies, which improves ride and virtually eliminates belt and ply separations. Sandwiched belt construction is unique to M/T tires only.

This is a question that has no real specific answer, as there are too many variables. Note: You will have to keep in mind that overall diameter of a tire will affect ABS brake systems, speedometer readings and final gear ratios. You will also have to measure side to side clearance to keep the tire away from inner fenders and other sheet metal.

The industry standard is approx. 2% of the tire weight. Our standard is approx. 1% of the tire weight. Tires with excessive balance weight can be replaced under our adjustment policy within the first 10% of tread wear.

Many things can cause this. To mention a few:

1. Improper air pressure.
2. Wrong rim size.
3. Improper alignment.
4. Weak or worn suspension components. Note: Some stock front suspension components cannot handle the abuse of wheel and tire combos that are much larger than the o.e.m.
5. Over load.
6. Improper balance. Note: It is a good practice to have the tire and wheel assembly balanced each time you rotate your tires.

M/T does not recommend using drag slicks that have had any chemicals such as oil, any other chemicals that may harm the compound and rubber. If the tires have been used, they will need replaced.

E-mail tech@mickeythompsontires.com please have Full name and full address and what your specific need.

All tires have a maximum load and inflation stated on the sidewall. Mickey Thompson does have a load range chart available on request.