LRR truck tire comparo?

[Galane]

Anyone ever done a same vehicle comparison between LT235/85R16 tires, LRR and not LRR?

I'm updating a 1982 GMC 1 ton dually flatbed with 1991 TBI 350 V8 and 700R4. Will turn that 4.56 final ratio into a 3.something in OD. Most likely will have the ECM programmed to enable highway cruise mode.

My goal is to squeeze as much MPG as possible out for one way on trips to deliver or pick up machine tools and other heavy stuff to offset the lousy MPG it will get not using OD much o the time with a heavy load.

[LeanBurn]

I haven't seen it on here. I think aero issues eclipses any small gains that could possibly be made by tires. In addition, the majority of truck owners like myself want longevity, load handling and grip over a couple of extra rolling revs they could get with an LRR tire.

[2000mc]

Ltx ms2 seem like they would be hard to beat in any category aside from price

[slowmover]

Truck tire choice a big one. Stay with closed shoulder highway rib for highest mpg. BRIDGESTONE Duravis 700HD in your size and due to your climate. These tires easily last over 100k. Up to 180k down here all highway. That's also part of economy.

Wrong tire choice on truck defeats all other approaches. It is not just icing on the cake.

Concentrate hard on alignment and steering slop.

[deejaaa]

get a 3.70 r&p and 19.5 tires. heavy but will last 200k or more. my 1 ton has pulled in 22 mpg at 70 mph empty with a gearvendors while running 4.10 rear and 8R19.5 tires. it's a diesel though.

[aerohead]

'just wanted to mention that I have Bridgestone LRR's on the T-100 and they ran so hard at 44-psi that I had to lower them to original 33/35 psi inflation.I've no idea what difference it's going to make to mpg and it will be very difficult to measure,not having OBD-2 computer/Scan-Gauge/MPGUINO/Ultragage.

[slowmover]

Since trucks are highly prone to oversteer, tire pressures that are within the OEM stated range (which can be different than what the specific Load & Pressure Table provides) is always the best bet. I weigh mine at all four corners and then test by using what tire engineer CapriRacer recommends, and that is to run stead state for more than an hour and check pressure rise from cold. 5-7% is acceptable. This may be different winter and summer. Or, by altitude.

When at GVWR and/or towing I might go up from that tested pressure by 5-psi.

But to maintain the FF/RR bias and hewing closely to factory specifics is to delay oversteer for as long as possible. Given how fast this transition occurs it is best to not compromise for tiny FE "benefit".

Correct tire choice is what matters. That and recommended, tested pressure still allows me to see over 100k on a set of tires. Anyone driving for long life is also driving for economy. Shortchanging a trucks ability to work (braking distance) or to induce oversteer is the wrong path.

A hard ride doesn't really pay. Beats up truck and driver which themselves are contraindicated for FE.

All that said, the Aerohead truck is more of a test vehicle rather than a working vehicle. With luck and application we all learn from the effort expended upon it. What I notice in the work Peterbilt is that 5-psi lower than company rules on Steer Tire maximums is a little less wander. That pays.