Yes, of course it does.
But Maxxis isn’t new to making tires. Maxxis International has been offering tires worldwide for more than five decades, originally for bicycles and later for the full range of passenger cars, light trucks, ATVs, motorcycles and trailers.Â
Maxxis Victra VR2
With the new Maxxis Victra VR2 being the focus of the test, we used it as our bracket tire, giving us two turns at the tire. On the track, the VR2 again felt very natural with the exception of the required large steering inputs. Breakaway at the limit was progressive and easy to recover from. There was also audible feedback to help with that balancing act.
When pushed hard, that light squeal would turn to a growl as the tire quickly heat soaked. It was especially susceptible to that effect in the two big combined loading events, the entries to Turns 5 and 2. Early laps were the quickest, both at 1:28.3.
Nankang Sportnex CR-S V2
By contrast, the Nankang CR-S V2 loved heat and was a superstar on this day. Right from the outset, it delivered quick lap times with a combination of excellent grip and a willingness to dive to the apex. The harder we pushed, the better it cornered. In these conditions, a single hard-out lap was enough to activate the motorsports-oriented compound, initiating a consistent string of fast laps–most of them at 1:26.1.
Maxxis Victra VR2 (retest)
Switching back to the VR2, we were a little more careful with the out lap this time, putting as little energy into the tire as possible. Our efforts were rewarded with a pair of early laps that were a little quicker than before, the best being 1:27.9. The rest of the laps were all as before, so we were satisfied with the veracity of our data.
At this point, we were baffled as to how far apart the two tires sat on pace. Maxxis told us it had third-party confirmation testing results that supported its RE-71RS target claim. Our previous testing has shown equal best pace between the CR-S V2 and the Bridgestone RE-71RS, so we expected our two test candidates to at least be in the same ballpark–but they were not.
Maxxis also told us that the original design size, and the subject of that other testing, was 265/35R18. Perhaps something didn’t scale properly when building the other sizes?
We compared notes with a racing team that tested two different sizes of the new Maxxis on the same car: 255/45R17 and that design size of 265/35R18. They found the 18-inch VR2 to run substantially faster than the 17, matching the latest from Bridgestone. Perhaps the 18 has some special sauce not shared with the others?
Still, we wondered, would the compound benefit from an additional heat cycle? Or was it just the tire getting heat soaked on a warm, sunny day?
We returned to the track at the next opportunity with a plan to try a range of pressures on the VR2 to verify we hadn’t missed the window. What we found was that the tire not only heat soaked quickly, but kept getting hotter and hotter in subsequent sessions, even after 30 to 40 minutes of cooldown between. Pressures just kept building, even when bled back to targets. Lap times were no quicker than before.
Maxxis Victra VR2 (revisit)
Armed with this knowledge, we came up with a new plan to keep temps in check. We returned the next day and, after tiptoeing around on the out lap, did only three laps at a time. We did two sessions like this with an hourlong break between. The second was the quickest.
Further, the weather had turned cooler, with ambient temps down 15°. We also focused on what the tire did best: straight-line braking. Any attempt to trail brake would add additional heat to the tire. This plan worked a treat, and we found another second’s worth of pace. The VR2 gripped better and sounded better, and pressures only came up a few psi with this approach.
Data comparison shows better mid-corner grip in the big sweepers and a big improvement in corner exit power-up. Basically, don’t overheat the tire on entry and it will deliver in the middle and off. We also saw about a two-tenths pickup in pure acceleration from the cooler temps, so while the timer said 1:26.8, we’re calling that a 1:27.0 based on the tire itself–thus the 1-second improvement over the first test.
This heat characteristic will likely make the VR2 a good choice for autocross, where comparably less energy goes into the tire and there’s plenty of chance to cool off between runs. For optimal track lapping, having a large tire for the weight of the car will also mitigate the situation. And finally, shaving to a lower tread depth should also help the cause.
Once Maxxis fills out the line with more sizes, we’ll revisit the VR2 with our typical 245/40R17 for a more refreshing experience. In the meantime, as cooler fall and winter temps approach, quick times will require less restraint and planning.
[Grassroots Motorsports ultimate track tire guide]
For sure, though, Maxxis has upped the ante over the VR-1, a tire it will continue making for those who value endurance and consistency over single-lap pace. The lower pricing of the VR2 will also appeal to many.
