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Care and Feeding of the Kumho Ecsta V710

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The Ecsta V710 is the DOT- legal competition tire member of Kumho's Ecsta high performance tire family, and is designed for autocross and road racing applications.


The following recommendations are provided to help you get the safest performance possible out of your new KUMHO Ecsta V710 tires. However, auto racing and racing-like activities may be dangerous, and may result in property damage, personal injury, or death. Always approach the performance limits of your car and its tires with appropriate caution.

Tire Mounting

While mounting and balancing Ecsta V710 tires on your wheels should be left to a professional with the proper equipment, there are several factors that you should confirm with your installer before your tires are mounted. The Ecsta V710 tires feature an asymmetric tread design and "SIDE FACING OUTWARDS" and "SIDE FACING INWARDS" messages are branded on their sidewalls. New tires should always be installed accordingly.

Today, there is only one part number for each size tire and experience has shown that Ecsta V710 tires can be installed on either side of the car, run at any wheel position, and are not required to be run directionally.

Because a tire mounting lubricant should be used when installing Ecsta V710 tires, it is best to mount your tires far ahead of their use in competition to minimize possible tire slippage on the wheel which might affect balance. Slippage can be confirmed by running a chalk line vertically across the wheel flange onto the tire sidewall. If the line doesn't remain lined up after competition use, some slippage has occurred and wheel balance should be rechecked.

Tire Break-In

The Ecsta V710 does require break-in. New tires will be slippery for their first laps, and will begin to feel better as they get scuffed in and build up heat. We recommend that drivers heat cycle their tires 3-5 laps before using them in competition. Heat cycling helps you get the most consistent performance and tread life out of your tires. It is the process of gently bringing the tires up to temperature for a short duration and letting them cool. Ideally, you should break in your tires, remove them from your vehicle, and set them aside for more than 24 hours before your track sessions and races. Often this requires running a practice session on new tires to prepare them for a future race, while you use tires prepared previously for the current race. The Tire Rack offers an automated heat cycling service which can complete this process before your tires are delivered to you.

Inflation Pressures

The Ecsta V710 will work well on most cars with inflation pressures between 35 and 40 psi ("cold" inflation pressures for autocross use and "hot" inflation pressures for racing use). Kumho Tires has found that most stock suspension wheel rates require hot inflation pressures in the 35-40 psi range. With aggressive suspension rates and good roll control wheel rates, you can reduce your hot inflation pressures to around 28-32 psi. Cars that are light, well balanced and relatively easy on tires will find slightly lower pressures may work for them, while heavy, high horsepower cars that are generally harder on tires may find that they need slightly higher inflation pressures.

Typically, adding air pressure in small increments (2 psi) to the tires on the opposite end of the car that loses traction first works best. For example, if a car is understeering, add pressure to the rear tires. If the car is oversteering, add pressure to the front tires.

Tire Temperatures

Tire temperatures are taken with a tire pyrometer which can measure how hard your tires are working and how evenly the work was distributed between them during the most recent corners. While the Ecsta V710 tread compound operates well over a broad temperature range, it is most effective in the 180° to 220° F range, with 200° F being optimum for most applications.

When preparing to take tire temperatures, the driver should enter the pits using moderate braking. The temperatures of the car's outside tires on the last corner should be taken first, followed by the inside tires. Depending on the distance from the last corner to the pits, tire temperatures may not be even across the tread face. Your first goal is to achieve an even temperature spread between the tire's outside shoulder, center, and inside shoulder.

Alignment Settings

Your vehicle's alignment settings can influence the performance and durability of your tires and often can be adjusted to maximize their capabilities. Like most tires, the Ecsta V710 features a symmetric internal construction and will require little negative camber to achieve its full potential. If camber is adjustable, most cars will perform best when camber is adjusted into the –0.5° to –1.5° range. Vehicles with a stock suspension should use the higher end of the recommended range for camber setting to ensure proper grip and durability and compensate for the added body role experienced during on-track driving.

The tread profile of the Ecsta V710 is very round compared to our previous generation tires. The shoulder area of the tread must be allowed to work to perform properly. This means allowing the tire to roll over onto the shoulder area by reducing the amount of negative camber. Caster settings can enhance straight line stability and cornering traction, and if adjustable, should be set at the maximum positive value for the vehicle. Toe settings may be adjusted to enhance steering response and corner turn-in.

Rain Conditions

Because wet track conditions are frequently different and always changing, you need to use your best judgement when selecting tires for driving in the rain. For damp conditions where standing water is not present and water evacuation is not required, Ecsta V710 tires can be used. Standing water should be avoided whenever possible and full rain tires should be used if any standing water is present. However like all tires, the Ecsta V710 will be forced to hydroplane when their tread design's ability to remove water is exceeded by the vehicle's speed and/or the water's depth.

Most cars should begin by using cold inflation pressures for wet track conditions that are 3 to 5 psi below the cold inflation pressures they use in their tires for a dry track.

Tire Inspections Between Sessions

Tire inspections between sessions should be used to remove all rubber pickup from the wheels and tire treads, as well as offer an opportunity to examine the tires for punctures or cuts that might lead to compound tearing or air pressure loss. The inspection should also confirm if each tire's tread compound splice (that runs perpendicular to the direction of travel across the tread area) has become visible.

A visible tread splice is caused by tearing open the tread compound junction at the tread splice. Visible tread splices are caused by the torque of the engine spinning the tires during acceleration or the stopping power of the brakes briefly sliding the tires when slowing from high speeds. Front-wheel drive and most all-wheel drive vehicles place extreme stress on the front tires from both acceleration and braking forces, and are therefore more likely to see these visible signs of use than more balanced rear wheel drive vehicles.

If a visible tread splice is detected during tire inspections, the tire should be rotated side-to-side on the same axle. This will then use the vehicle's wheel spin to "close" the splice rather than continuing to "open" it. While this may cause the tread splice to become visible on the other tire used on the same axle, the inspections and side-to-side rotations should be repeated until the tire has worn out.

NOTE: Continued use of a tire with a visible tread splice in the same wheel position will cause the tread compound to tear downstream from the splice, forcing the tire to be removed from service.

The tires on very high horsepower cars should be rotated side-to-side between every session as preventative maintenance.

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