Goodyear Eagle F1's
Discussion
Hi all,
Anyone know what the situation is with these tyres? I am trying to buy a set (2x235/40/18 and 2x265/35/18) but many suppliers are coming back saying they are out of stock/discontinued/unavailable.
I am aware that the new Assymetric F1 is replacing them but then I was also told Dunlop SP Sport 9000 was being replaced by SP Sport MAXX 3 years ago and to this day they remain available.
These are the tyres I want fitted but obviously if its going to prove virtually impossible to find I will need to rethink. I am loathe to go for the Assymetric tyres until I have seen an independant test to verify their performance.
Does anyone know if D3's are still in production?
Anyone know what the situation is with these tyres? I am trying to buy a set (2x235/40/18 and 2x265/35/18) but many suppliers are coming back saying they are out of stock/discontinued/unavailable.
I am aware that the new Assymetric F1 is replacing them but then I was also told Dunlop SP Sport 9000 was being replaced by SP Sport MAXX 3 years ago and to this day they remain available.
These are the tyres I want fitted but obviously if its going to prove virtually impossible to find I will need to rethink. I am loathe to go for the Assymetric tyres until I have seen an independant test to verify their performance.
Does anyone know if D3's are still in production?
I have F1 on my E34 M5 and they work beautifully, although many owners today have moved across to Michelin PS2's. The GSD3's get a 5* star rating and at around £100 each are not that expensive. If you want Goodyear give them a go, if not michelin is your best bet, but the cost will be upto 40% higher.
[TW]Fox said:
Does anyone know if D3's are still in production?
Goodyear are keeping the D3s in supply for popular sizes. What these sizes are nobody seems to know but they're certainly still being made (queue orangecurry...)As usual when tyres are being replaced, everyone is confused (I'll never forgot the MPS being "replaced" 4 years ago now and you can still get it) and the tyre dealers have no information.
Jon
www.tyrereivews.co.uk
how dare you call me a queue.....
I'm fairly sure they still do German GSD3s in 235/40/18, as a close friend bought some from mytyres in early 2007 for his V70R.
The lottery comes as Goodyear in their wisdom are making different GSD3 sizes in different factories, and those factories are in Germany or China.
For instance 215/45/17s are made in China - I have a set and the sidewalls are like (everyone together) marshmallow.
I'd just steer (arf) well clear of Goodyear until they get their house in order. MPS2s or Uniroyal Rainsports will be going on my car next (depending on how rich I feel at the time).
If you really want GSD3s, contact mytyres as they will tell you exactly where the tyres are made for each of the sizes you require.
FYI, and just to get my issue across to a few more people, the german versions of the GSD3 are constructed differently from the Chinese versions. How you can sell two differently constructed tyres as being the same (and as being the same as the ones tested by independent reviewers) is beyond my understanding.
I'm fairly sure they still do German GSD3s in 235/40/18, as a close friend bought some from mytyres in early 2007 for his V70R.
The lottery comes as Goodyear in their wisdom are making different GSD3 sizes in different factories, and those factories are in Germany or China.
For instance 215/45/17s are made in China - I have a set and the sidewalls are like (everyone together) marshmallow.
I'd just steer (arf) well clear of Goodyear until they get their house in order. MPS2s or Uniroyal Rainsports will be going on my car next (depending on how rich I feel at the time).
If you really want GSD3s, contact mytyres as they will tell you exactly where the tyres are made for each of the sizes you require.
FYI, and just to get my issue across to a few more people, the german versions of the GSD3 are constructed differently from the Chinese versions. How you can sell two differently constructed tyres as being the same (and as being the same as the ones tested by independent reviewers) is beyond my understanding.
Edited by Orangecurry on Thursday 12th July 17:25
I don't know what's wrong with my fingers today. Queue instead of cue is pretty silly but not the worst mistake I've made by far! That would be when I told my girlfriend "I loved her" over msn instead of saying "you're ruining my life, bitch" 
So, these rainsports, are they as good as everyone seems to hint at? I'm a big MPS fan too so you won't get any arguments from me on that.
So, these rainsports, are they as good as everyone seems to hint at? I'm a big MPS fan too so you won't get any arguments from me on that.
Orangecurry said:
...contact mytyres as they will tell you exactly where the tyres are made for each of the sizes you require.
FYI, and just to get my issue across to a few more people, the German versions of the GSD3 are constructed differently from the Chinese versions. How you can sell two differently constructed tyres as being the same (and as being the same as the ones tested by independent reviewers) is beyond my understanding.
Can I put in a plug for mytyres.com here FYI, and just to get my issue across to a few more people, the German versions of the GSD3 are constructed differently from the Chinese versions. How you can sell two differently constructed tyres as being the same (and as being the same as the ones tested by independent reviewers) is beyond my understanding.
I had a problem with one of my tyres (wouldn't balance) and they have shipped a replacement, no questions asked - fantastic service and one of the cheapest! 
Also... there's a piece on the web somewhere (do a google search) that explains how to tell European tyres from Chinese ones by the markings on the sidewall. I checked it out about 3 months ago. Rich...Edited by RichB on Thursday 12th July 17:51
RichB said:
Orangecurry said:
...contact mytyres as they will tell you exactly where the tyres are made for each of the sizes you require.
FYI, and just to get my issue across to a few more people, the German versions of the GSD3 are constructed differently from the Chinese versions. How you can sell two differently constructed tyres as being the same (and as being the same as the ones tested by independent reviewers) is beyond my understanding.
... there's a piece on the web somewhere (do a google search) that explains how to tell European tyres from Chinese ones by the markings on the sidewall. I checked it out about 3 months ago. Rich...FYI, and just to get my issue across to a few more people, the German versions of the GSD3 are constructed differently from the Chinese versions. How you can sell two differently constructed tyres as being the same (and as being the same as the ones tested by independent reviewers) is beyond my understanding.
The Eagle F1 has been replaced with the Asymmetric in larger sizes, whilst the GSD3 continues in 15-16 inch sizes and certain larger OE sizes where GSD3 has been specced by the manufacturer.
Heres a report on Asymmetric
MOTORING FEATURE
TYRE TEST – GOODYEAR EAGLE F1
ASYMMETRIC
GRIPPING STUFF
Until now, the ultimate dry weather tyre and the ultimate wet weather tyre were two very
different things. With their Eagle F1 Asymmetric, Goodyear claim to offer both. Jonathan
Crouch tries it
It’s a fact. The differences between good
and bad tyres are far more apparent in the
wet than in the dry. Which means that if
you live in a country as wet as ours, a bad
choice of rubber is something you’re going
to have to suffer with rather a lot. At best,
you’re going to struggle. At worst, you’ll be
dangerous.
Every tyre maker understands this of
course, which is why they all claim to offer
excellent wet weather performance. Or a
decent compromise between dry and wet
weather handling. Until now however, no
tyre maker has been able to deliver both:
class-leading dry weather grip and purposedesigned
wet weather ability.
The fact that these are two apparently
contradictory issues didn’t stop Goodyear
from trying to solve the problem – and they
were pretty well placed to go about it. In
Hydragrip, the company has the market’s
leading wet weather tyre. In the Eagle F1,
it also boasts a performance-orientated dry
weather tyre that happens to lead its field.
To make both ingredients work in one
product however, a different approach was
needed.
As a result, when the time came to replace
their Eagle F1, Goodyear’s technicians
reckoned it was time to think outside the box.
Or, more accurately, inside the tyre. For some
time, they’d been looking at asymmetric
tread patterns featuring different designs on
both sides of the tread face. Nothing new
there: many tyres feature such an approach.
What if though, they wondered, a tyre could
be built with an asymmetric construction.
In other words, not only would the tread
face be different both sides but the inside
sidewall would be of a completely different
design to the outside sidewall.
The result was the birth of what the company
calls ‘Active Grip Technology’ – and of
the Eagle F1 Asymmetric. Essentially, the
thinking here is very simple. It’s all about
giving the car more road contact across the
entire width of the tread. As a car travels
through a corner, there’s a high amount of
force exerted through a tyre’s footprint,
mostly to its outside shoulder. Active Corner
Grip Technology uses the asymmetrical
design to distribute pressure more evenly
across the whole contact patch, with
particular emphasis on the inside shoulder.
The result is significantly more grip.
That’s the theory, but does it actually
work? And if it does, would the average
driver notice the difference? To find out, I
flew to the Canary Islands to try the tyre on
track as well as on its twisty, tortuous roads.
Modern cars, I’d already decided, were
certainly in need of technology like this.
Every new design seems to be both faster
and heavier but one thing remains constant.
Namely the fact that most of the eventual
owners of these cars don’t give two hoots
about the tyres they run. You’ve only to
watch a Formula One Grand Prix, races in
which winners and losers are often solely
determined by rubber choice, to appreciate
the foolishness of this.
To be fair, in the premium tyre sector
where the Goodyear Eagle F1 Asymmetric
sits, owners are likely to have higher
performance cars like the Audi TT I was
driving and therefore probably be a little
more interested in tread patterns and the
like. But on average, they’re still more
likely to spend thousands on a four-wheel
drive or sports suspension option than a few
extra hundred on a decent set of rubber that
will have far more effect on their day to day
driving.
For proof of their tyre’s merits, Goodyear
took us to Gran Canaria’s local karting track
and flooded it with water before letting us
loose in Audi TTs fitted both with the best
competitive tyre available (Bridgestone’s
Potenza) and the Eagle F1 Asymmetric.
The results were pretty astonishing, the
Goodyear offering so much extra grip that
it was over three seconds quicker around
the short lap.
On the adjacent dry handling track where the
same comparison opportunity was offered,
the differences weren’t quite so marked,
though the Eagle did exhibit slightly less
understeer and (perhaps more importantly)
was significantly quieter at speed: the
engineers claim that a noise output of 70.2
decibels at 80kmh is way below the racket
made by this tyre’s competitors.
In other words, there’s no better – and
certainly no quieter – tyre in the dry, while in
the wet, the Eagle F1 Asymmetric decimates
its competitors. If Goodyear could put all
its potential premium market customers on
that kart track, there’d be no problem with
predicting success for this tyre. As it is,
blind to the technology involved, much of
the market will continue to buy on price. So
it’s important that the Asymmetric costs no
more than 5-8% more than the old Eagle F1,
itself priced significantly below premium
rivals like Michelin’s Pilot Sport.
It still isn’t cheap of course. And because
sizes only start at 17 inches, you won’t be
able to order one for more ordinary cars
than the Audi TT I was using. Still, there
are 24 sizes to choose from, between 17 and
20 inches and 50 series down to 25 series.
And almost the entire range is designed
with extra load versions, in order to
specifically suit as wide a variety of today’s
high performance cars as possible.
If you own one and the time to change
tyres arrives, see it as an opportunity to get
a grip.
Heres a report on Asymmetric
MOTORING FEATURE
TYRE TEST – GOODYEAR EAGLE F1
ASYMMETRIC
GRIPPING STUFF
Until now, the ultimate dry weather tyre and the ultimate wet weather tyre were two very
different things. With their Eagle F1 Asymmetric, Goodyear claim to offer both. Jonathan
Crouch tries it
It’s a fact. The differences between good
and bad tyres are far more apparent in the
wet than in the dry. Which means that if
you live in a country as wet as ours, a bad
choice of rubber is something you’re going
to have to suffer with rather a lot. At best,
you’re going to struggle. At worst, you’ll be
dangerous.
Every tyre maker understands this of
course, which is why they all claim to offer
excellent wet weather performance. Or a
decent compromise between dry and wet
weather handling. Until now however, no
tyre maker has been able to deliver both:
class-leading dry weather grip and purposedesigned
wet weather ability.
The fact that these are two apparently
contradictory issues didn’t stop Goodyear
from trying to solve the problem – and they
were pretty well placed to go about it. In
Hydragrip, the company has the market’s
leading wet weather tyre. In the Eagle F1,
it also boasts a performance-orientated dry
weather tyre that happens to lead its field.
To make both ingredients work in one
product however, a different approach was
needed.
As a result, when the time came to replace
their Eagle F1, Goodyear’s technicians
reckoned it was time to think outside the box.
Or, more accurately, inside the tyre. For some
time, they’d been looking at asymmetric
tread patterns featuring different designs on
both sides of the tread face. Nothing new
there: many tyres feature such an approach.
What if though, they wondered, a tyre could
be built with an asymmetric construction.
In other words, not only would the tread
face be different both sides but the inside
sidewall would be of a completely different
design to the outside sidewall.
The result was the birth of what the company
calls ‘Active Grip Technology’ – and of
the Eagle F1 Asymmetric. Essentially, the
thinking here is very simple. It’s all about
giving the car more road contact across the
entire width of the tread. As a car travels
through a corner, there’s a high amount of
force exerted through a tyre’s footprint,
mostly to its outside shoulder. Active Corner
Grip Technology uses the asymmetrical
design to distribute pressure more evenly
across the whole contact patch, with
particular emphasis on the inside shoulder.
The result is significantly more grip.
That’s the theory, but does it actually
work? And if it does, would the average
driver notice the difference? To find out, I
flew to the Canary Islands to try the tyre on
track as well as on its twisty, tortuous roads.
Modern cars, I’d already decided, were
certainly in need of technology like this.
Every new design seems to be both faster
and heavier but one thing remains constant.
Namely the fact that most of the eventual
owners of these cars don’t give two hoots
about the tyres they run. You’ve only to
watch a Formula One Grand Prix, races in
which winners and losers are often solely
determined by rubber choice, to appreciate
the foolishness of this.
To be fair, in the premium tyre sector
where the Goodyear Eagle F1 Asymmetric
sits, owners are likely to have higher
performance cars like the Audi TT I was
driving and therefore probably be a little
more interested in tread patterns and the
like. But on average, they’re still more
likely to spend thousands on a four-wheel
drive or sports suspension option than a few
extra hundred on a decent set of rubber that
will have far more effect on their day to day
driving.
For proof of their tyre’s merits, Goodyear
took us to Gran Canaria’s local karting track
and flooded it with water before letting us
loose in Audi TTs fitted both with the best
competitive tyre available (Bridgestone’s
Potenza) and the Eagle F1 Asymmetric.
The results were pretty astonishing, the
Goodyear offering so much extra grip that
it was over three seconds quicker around
the short lap.
On the adjacent dry handling track where the
same comparison opportunity was offered,
the differences weren’t quite so marked,
though the Eagle did exhibit slightly less
understeer and (perhaps more importantly)
was significantly quieter at speed: the
engineers claim that a noise output of 70.2
decibels at 80kmh is way below the racket
made by this tyre’s competitors.
In other words, there’s no better – and
certainly no quieter – tyre in the dry, while in
the wet, the Eagle F1 Asymmetric decimates
its competitors. If Goodyear could put all
its potential premium market customers on
that kart track, there’d be no problem with
predicting success for this tyre. As it is,
blind to the technology involved, much of
the market will continue to buy on price. So
it’s important that the Asymmetric costs no
more than 5-8% more than the old Eagle F1,
itself priced significantly below premium
rivals like Michelin’s Pilot Sport.
It still isn’t cheap of course. And because
sizes only start at 17 inches, you won’t be
able to order one for more ordinary cars
than the Audi TT I was using. Still, there
are 24 sizes to choose from, between 17 and
20 inches and 50 series down to 25 series.
And almost the entire range is designed
with extra load versions, in order to
specifically suit as wide a variety of today’s
high performance cars as possible.
If you own one and the time to change
tyres arrives, see it as an opportunity to get
a grip.
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