Good Year Eagle F1 All Season

Good Year

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

3/23/09

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Commentary

At 37,288 miles (almost another 19,00 miles), the rear tire wear-bars were almost flush with the tread of the tire.  I had good even wear, which was very encouraging, but nevertheless it was time for new rubber.  The timing was good - I got through the winter with plenty of tread and no traction problems, even with a few snowy days.

I decided to try something different though it was clear when I looked at the pure performance tires that I would not get away with a summer-only tire.  I decided to stay with an all-season tire but elected to try the Good Year Eagle F1 All Season this time instead of the Continental.  The comparative reviews among the best-selling all-season performance tires put it ahead in wet traction in pretty much equal in all the other categories.  At the bottom of this page I have provided a comparison of the Goodyear Eagle F1 A/S and the original tires that they replaced, the Continental ContiTouring Contact.

Test Results Page 1 (PDF)

Test Results Page 2 (PDF)

Good Year Eagle F1 All Season Tire

I went online and found a source for the tires that shipped to my door without tax.  I went to the same Mercedes Dealer as last year and had them mount and balance the tires, as they routinely handle this type of car and didn't need a lot of coaching about the pressure sensors and so forth. 

I had a moment of doubt in the morning when I showed up 15 minutes early with the tires.  I had left the car in the night-drop the night before since the tires wouldn't fit in the car.  As I walked into the service counter with two tires in each hand, held by the straps that they were shipped with, the guy at the service counter just stood there and stared at me like I was Godzilla stepping out of a space ship.  I guess I must have been a sight.  Six feet, one inch tall, in a long black wool overcoat and suit, black shoes and black shades, probably silhouetted by the doorway, with two large tires in each hand.  He literally froze and stared at me.  I put down the tires by the counter and walked over to him.  He continued to stare at me without moving a muscle, but the look on his face had a trace of contempt.  This was not going well... 

I told him I had left my car the night before.  He practically spat at me "Was it the Crossfire?".  Lovely.  He might as well have said "Red Headed Step-Child of an SLK".  I said yes.  He said "Jim's not in yet."  I looked and saw that "Jim" must be the Mercedes service writer because a name plate with "Jim" was a couple stations back towards the door at the Mercedes counter.  Zombie-man was standing at the Toyota counter.  Maybe that explains the "Oh No - There Goes Tokyo Godzilla" look.  He'd never make it as a Wal*Mart Greeter...  Jim showed up while I stood outside drinking my coffee.  I was relieved to find that he remembered me from last year and was very cordial and welcoming.  That was a big relief.

I got the car back with a small hair-scratch on one of the wheels.  I would not have noticed it except that I had detailed the car the night before and am certain the wheel was not scratched this way when I dropped it off.  I pointed it out more to alert the service writer that the car had not been as carefully handled as I like.  I told him it wasn't enough of a problem to require replacing the wheel though deep down inside and certainly a couple years ago I would have insisted.

After he understood my gentle concern I thanked him and headed over to the cashier to pay.  I didn't make a fuss and had pretty much sucked it up when the service writer poked his head around and told me to wait a second. 

The cashier was up to her... neck in alligators.  One customer was there, flush with indignance.  "I left my HUMMER for service and got handed a $790 bill! <moaning and groaning; whining and kvetching>"  The cashier kept her composure; the service manager came out and stroked the outraged HUMMER owner.  I stopped paying attention to her.  In my book an H3 is not a HUMMER, so she wasn't impressing me.  If it had been an H1, that would have gotten my attention.  Her $790 bill didn't impress me either.  Lately we've been renovating our kitchen...  Her kind of money get's you just about nothing (well maybe 30 or 40 cabinet handles if you go cheap)...

I let a guy go ahead of me to give the service writer time to do whatever he was going to do, and quietly waited.  The printer printed.  And my bill came out with $50 deducted from it.  That was a nice gesture from the service writer.  It will fund several bottles of detailing fluid.  I thanked him with a genuine smile and paid my bill.  Made some small talk with the cashier who was answering phones, printing bills, getting kicked in the shins by huffy HUMMER owners, and probably getting paid poorly by her employer.  She seemed to appreciate the moment of resonance.  As for my discount, sometimes being quiet and direct pays off...

I left my Jeep at the Mercedes dealer and took the Crossfire.  I wanted to check the work before they closed just in case it needed to be done again or adjusted.  Instead I found the car rode like a magic carpet.  Nice sharp turn-in, smooth run up to speed.  No noise, and no wobble.  The steering wheel, previously a quarter of a degree off center, was perfectly centered.  Perfect.  I left the Jeep there to blight the Mercedes lot for a few minutes while I drove home to get a ride from my wife to come back and pick it up.

The rest of this write-up contains pictures of the tires installed, the specs for the tires, the procedures for swapping the tires, and some general info.

Good Year Eagle F1 All SeasonGood Year Eagle F1 All SeasonGood Year Eagle F1 All Season

Performance Category: Ultra High Performance All-Season
Size
Service Description
Load Range
UTQG Max
Load
Max.
Inflation
Press.
Tread
Depth
Tire
Weight
Rim
Width
Range
Meas.
Rim
Width
Sect.
Width
Tread
Width
Overall
Diam.
Revs
Per
Mile
Country
of Origin*
225/40ZR18
Load Index 92 = 1389lbs (630kg) per tire
Speed Rating “Y” = 186mph (300kph) 92Y
 XL
Treadwear: 420
Traction: AA
Temperature: A420 AA A
1389 lbs.
 
50 psi
 
10/32"
 
25 lbs. 7.5-9"
 
8"
 
9.1"
 
7.9"
 
25.1"
 
833
 
Country of Origin "US" = UNITED STATES OF AMERICAUS  
255/35ZR19
Load Index 96 = 1565lbs (710kg) per tire
Speed Rating “Y” = 186mph (300kph) 96Y
 XL
Treadwear: 420
Traction: AA
Temperature: A420 AA A
1565 lbs.
 
50 psi
 
10/32"
 
28 lbs. 8.5-10"
 
9"
 
10.2"
 
9"
 
26"
 
803
 
Country of Origin "US" = UNITED STATES OF AMERICAUS , Country of Origin "JP" = JAPANJP  
 
What We Liked: Excellent overall dry and wet grip
(On a Scale of 1 to 10)
What We'd Improve: A modest improvement in ride comfort and more precise steering feel
Ride Comfort
7.16
Conclusion: A sporty tire for performance drivers
Noise Comfort
7.19
Latest Test Rank: 3rd (August 2008)
Dry Track
7.67
Previous Test Rank: 4th (May 2008), 1st (January '08), 2nd (September '07)
Wet Track
7.46
   
Overall
7.41

 

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires
2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires
2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires
2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires
2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires
2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

2004 Chrysler Crossfire with Goodyear Eagle F1 A/S Tires

Goodyear Eagle F1 A/S Tires


 

STANDARD PROCEDURE - TIRE ROTATION

WARNING: DO NOT ROTATE TIRES IN A FRONT TO BACK FASHION. THE FRONT AND REAR TIRES ARE
DIFFERENT SIZES AND WILL CAUSE VEHICLE MALFUNCTION.

The only method of tire rotation is from the rear right side to rear left side and from the front right side to
the front left side.

Tires on the front and rear of the vehicle operate at different loads and perform different steering, driving, and braking functions. For these reasons they wear at unequal rates and tend to develop irregular wear patterns. These effects can be reduced by rotating the tires at regular intervals. The benefits of tire rotation are:

  • Increase tread life

  • Maintain traction levels

  • A smooth, quiet ride

 

 

STANDARD PROCEDURE - TIRE AND WHEEL INSTALLATION

The wheel bolts are designed for specific applications. They must be replaced with equivalent parts. Do not use replacement parts of lesser quality or a substitute design. 

Before installing the wheel, be sure to remove any build up of corrosion on the wheel mounting surfaces. Ensure wheels are installed with good metal-to-metal contact. Improper installation could cause loosening of wheel bolts.  This could affect the safety and handling of your vehicle. 

To install the wheel, first position it properly on the mounting surface. All wheel bolts should then be tightened just snug.  Gradually tighten them in sequence 1, 2, 3, 4, 5 to 110 N·m (81 ft. lbs.). Never use oil or grease on bolts.

TIRE PRESSURE MONITORING

DESCRIPTION

This vehicle has a tire pressure monitoring (TPM) system. It is there to alert the driver when air pressure in any of the vehicle’s four tires falls below a predetermined threshold. It alerts the driver with a lamp in the instrument cluster.

   

SENSOR

DESCRIPTION

CAUTION: Be sure that an original equipment valve stem cap or a valve stem cap of the same sealing capability is always used if the valve stem cap requires replacement.

A tire pressure sensor/transmitter is installed in each wheel of this vehicle as part of the tire pressure monitoring system. A special valve stem incorporated into each tire pressure sensor/transmitter attaches it to the wheel.

 

 

VALVE STEM CORE AND CAP

On this vehicle, the valve stem is part of the tire pressure sensor/transmitter and is used as its antenna. If corrosion were to develop in the valve stem, it would affect the ability of the tire pressure sensor/transmitter to send the radio frequency signal to the TPM module.  The valve stem used on this vehicle is made from aluminum. Corrosion of aluminum will be caused by putting a dissimilar metal in contact with it. To prevent this type of corrosion from developing within the valve stem, the core of the valve stem is made of a compatible metal and is specially coated.  For this reason, a standard valve stem core must never be installed in this valve stem. If the core of the valve stem is removed when servicing the tire, the original valve stem core must be reinstalled. If the valve stem core needs to be replaced, it must be replaced with an original equipment valve stem core.

The valve stem caps used on this vehicle are specially designed for their use on the valve stem of the tire pressure sensor/transmitter. Each valve stem cap has an O-ring in the upper end of the valve stem cap to provide a positive seal at the end of the valve stem. This keeps dirt contamination and corrosion out of the valve stem caused by moisture. As listed earlier, these conditions can affect the ability of the tire pressure transmitter to send the radio frequency signal to the TPM module.

OPERATION

Each tire pressure sensor/transmitter serves three functions:

  • It is used as a valve stem to inflate and deflate the tire.
  • It periodically measures tire pressure. (Approximately every 30 seconds.)
  • It transmits the tire pressure value to the low tire pressure warning module in the vehicle. (Approximately
    every 60 seconds or if tire pressure changes by one psi or more between transmissions.)

The system operates by monitoring a radio frequency transmission from the sensor/transmitters located in each wheel. When the vehicle reaches a speed of approximately 32 km/h (20 mph), centrifugal force created by the rotating wheels closes a roll switch inside each sensor/transmitter, powering up the circuitry.

The sensor/transmitters will only send out information when vehicle speed is above 32 km/h (20 mph). To facilitate transmitting the radio signal to the TPM module, the valve stem acts as the antenna for the tire pressure sensor/transmitter. When the TPM module senses that pressure is below one of two calibrated thresholds, (low pressure or critical pressure) the TPM system will set a diagnostic trouble code and indirectly operate the “Low Tire” pressure indicator lamp and the chime tone through the body control module (BCM).

The tire pressure sensor/transmitter is powered by an internal battery. The battery is not replaceable separately. In the event of battery failure, the entire tire pressure sensor/transmitter at that wheel will require replacement. To extend the life of the battery, the sensor/transmitter is not activated until the vehicle reaches a speed of approximately 32 km/h (20 mph) as stated earlier.

Each tire pressure sensor/transmitter has a unique identity code. This will allow the TPM system to indicate to a technician, through diagnostic trouble codes in the module, which tire of the vehicle has lost air pressure. This code is also used to identify to a technician which pressure sensor/transmitter has set a diagnostic trouble code. For this reason, if a tire pressure sensor/transmitter needs to be replaced, the new sensor/transmitter must be programmed to have its identity code recognized by the receiver.

REMOVAL

1. Remove the tire/wheel from the vehicle.

CAUTION: When removing the stick-on balancing weights from the wheel, do not use an abrasive cleaner or a cleaner which will damage the protective finish on the wheel.

2. Remove the balancing weights from the wheel (1).

Note: The cap used on this valve stem contains an O-ring seal to prevent contamination and moisture from entering the valve stem. Retain this valve stem cap for reuse. Do not substitute a regular valve stem cap in its place.

3. Remove the cap from the valve stem (2).

Note: The valve stem used on this vehicle is made of aluminum and the core is nickel plated brass. The original valve stem core must be reinstalled and not substituted for a valve stem core made of a different material. This is required to prevent corrosion in the valve stem caused by the different metals.

4. Using the appropriate tool, remove the core (4) from the valve stem (2).

5. Let the tire fully deflate.

CAUTION: The pressure transmitter must be removed from the wheel and dropped into the tire prior to breaking the bead and dismounting the tire. Failure to do this will greatly increase the risk of damaging the pressure transducer when servicing the tire.

6. Remove the nut (1) mounting the valve stem (4) of the pressure sensor/transmitter to the wheel (2). Drop sensor/ transmitter into the tire (3).

CAUTION: When breaking the top and bottom bead of the tire off the wheel, care must be used so the bead breaking mechanism on the tire changer does not damage the wheel. This includes the surface of the wheel flange on the inside of the wheel.

7. Using the tire changer manufacturer’s procedure, first break down the upper bead of the tire. Then break down the bottom bead of the tire.

CAUTION: When dismounting the upper tire bead from the wheel, the proper procedure must be used. Not using the proper procedure will result in damage to the wheel and tire.

8. Dismount the upper bead of the tire(1) from the wheel(2).

The upper bead must be fully dismounted from the wheel to remove the tire pressure transmitter from the
inside of the tire. The bottom bead of the tire does not need to be removed from the wheel.

9. Pull upward on the tire(1). Reach inside the tire and remove the pressure sensor/transmitter(3).

 

 

 

 

 

 

 

 

 

 

 

 

   

INSTALLATION

Note: When installing the tire pressure sensor/transmitter, replace the sealing grommet at the valve stem base before installing the pressure transmitter in the wheel. Also, be sure that the surface of the wheel that the grommet seals are against is clean and not damaged.

1. Install the tire pressure sensor/transmitter (1) on the wheel (2).

2. Install the special sensor mounting nut (3). When tightening the tire pressure sensor/transmitter nut, hold the sensor so it does not rotate. Once tightened, the gap between the sensor and the wheel must be even on both sides as shown. If the sensor/transmitter rotates (clocks), damage to the sensor/transmitter can occur when mounting the tire. Tighten the nut (3) to 4 N·m (35 in. lbs.).

CAUTION: When mounting the upper bead of the extended mobility tire, the proper procedure must be used. Not using the proper procedure will result in damage to the wheel and tire.

3. Mount the upper bead of the tire on the wheel.

4. Inflate the tire(s) to the proper specification.

5. Install the original or an OEM replacement valve stem cap on the valve stem.

6. Using a soap solution, check that no air leak is present where the valve stem mounts to the wheel.

7. Balance the tire/wheel assembly using the correct procedure for using wheel flange mount and stick-on wheel weights. For balancing information and wheel weight positioning, see below.

8. Install the tire/wheel on the vehicle. Refer to Page 22-42.

9. Program the identification code for the new tire pressure sensor/transmitter into the TPM module. 

10. Verify that the TPM module has been programmed with the identification code from the new tire pressure sensor/transmitter using the DRBIIIT scan tool. If the identification code and tire pressure thresholds from the new tire pressure transmitter are present in the receivers memory the new tire pressure transmitter has been correctly programmed to the receiver.

   

STANDARD PROCEDURE

TIRE AND WHEEL BALANCE

It is recommended that a two plane service dynamic balancer be used when a tire and wheel assembly require balancing. Refer to balancer operation instructions for proper cone mounting procedures. Typically aluminum wheels use the back cone mounting method without a cone spring.

Note: Static should be used only when a two plane balancer is not available.

Note: Aluminum wheels require coated balance weights and special alignment equipment.

 

 

Wheel balancing can be accomplished with either on or off vehicle equipment. When using on-vehicle balancing equipment, remove the opposite wheel/tire. Off-vehicle balancing is recommended.

 

 

For static balancing, find the location of the heavy spot (1) causing the imbalance. Counter balance wheel directly opposite the heavy spot. Determine weight required to counter balance the area of imbalance. Place half of this weight (3) on the inner rim flange and the other half on the outer rim flange.

 

 

 

For dynamic balancing, the balancing equipment is designed to locate the amount of weight (2) to be applied to both the inner and outer rim flange.

 


 

Tire Comparisons

It is sometimes interesting to chart comparison data about tires.  I found some subjective survey results that compare the Goodyear Eagle F1 A/S to the Continental ContiTouring Contact tires.  These are consumer survey ratings and not scientific comparisons so it's hard to say how meaningful the comparison is.

 

Specifications

Here is comparison of specifications of the same two tires, in both sizes (front and rear).  This much more objective since it is simply weights and measures kinds of data.

Tire Size(s) Being Compared:
225/40-18 (Front)
255/35-19 (Rear)
Tire Photo Goodyear
Eagle F1 All Season

BlackwallBest Seller
Tire Photo Continental
ContiTouringContact CW95Original Equipment
BlackwallBest Seller
Performance Category Ultra High Performance All-Season Grand Touring All-Season
Speed Rating / Service Description 92Y Load Index 92 = 1389lbs (630kg) per tire
Speed Rating “Y” = 186mph (300kph)
96Y Load Index 96 = 1565lbs (710kg) per tire
Speed Rating “Y” = 186mph (300kph)
92W Load Index 92 = 1389lbs (630kg) per tire
Speed Rating “W” = 168mph (270kph)
92W Load Index 92 = 1389lbs (630kg) per tire
Speed Rating “W” = 168mph (270kph)
Treadlife Warranty none none none none
  $141.00 $239.00 $163.00 $252.00
TIRE SPECS        
UTQG Data Treadwear: 420
Traction: AA
Temperature: A420 AA A
Treadwear: 360
Traction: A
Temperature: A360 A A
1389 lbs. 1565 lbs. 1389 lbs. 1389 lbs.
50 psi 50 psi 51 psi 51 psi
10/32" 10/32" 10/32" 10/32"
Tire Weight
25 lbs. 28 lbs. 23 lbs. 26 lbs.
7.5-9" 8.5-10" 7.5-9" 8.5-10"
8" 9" 8" 9"
9.1" 10.2" 9.3" 10.4"
7.9" 9" N/A N/A
25.1" 26" 25.1" 25.9"
833 803 827 801
Country of Origin

Country of Origin "US" = UNITED STATES OF AMERICA

Country of Origin "CZ" = CZECH REPUBLIC CZ , Country of Origin "DE" = GERMANY DE

CUSTOMER SURVEY DATA Goodyear
Eagle F1 All Season
Continental
ContiTouringContact CW95
Would Buy Again? Possibly - 6.5 Possibly - 6.4
Hydroplaning Resistance 8.4 6.5
Wet Traction 8.5 6.6
Cornering Stability 8.5 7.7
Dry Traction 8.8 7.8
Steering Response 8.5 7.6
Light Snow Traction 7.1 4.7
Deep Snow Traction 6.2 4.1
Ice Traction 6.3 4.9
Ride Comfort 7.4 6.9
Noise Comfort 6.5 6.8
Treadwear 7.1 6.9

 

 

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