Tire changers in NASCAR would have to install a wheel on the hub, then screw all five lug nuts into the wheel studs using a pit pistol if there was no adhesive to perform the job. A lug nut tool or socket could be used instead.
The tire changer would then need to fill the hole left by the removed lug nut with rubber cement to prevent tires from coming off during practice and/or race conditions. After the wheel is back on the car, the tire changer will need to remove his hand from the lug nut hole to allow room for other workers near the scene of the crash.
There are two types of tires in use in NASCAR: superspeedway tires and short-track tires. At the highest levels of racing, such as the Sprint Cup Series, these are known as premium tires because they provide the best performance and hold their value well. Typically, a driver will use up to three different sets of tires throughout the course of a season, switching them out after each race weekend.
On short tracks across America, it's not unusual for drivers to use tires that are less expensive but still provide good traction under race conditions. These are usually called "stretch" tires because the sidewalls are made from material that is sufficiently wide to stretch over the more irregular surfaces of the track.
The majority of teams employ a yellow-colored, hardening weatherstrip adhesive. When a pit crew member slaps a wheel on the vehicle during a pit stop, the studs punch the lug nuts away from the wheel, but the glue holds the lug nuts in place. The tire changer may then tighten all five lug nuts in roughly a second. A special tool is used to apply the adhesive.
In addition to the adhesive, some pit crews use a hammer to drive out any stubborn lug nuts that won't loosen with standard techniques. This is particularly useful when changing large wheels or those filled with heavy equipment rental cars.
Some teams use a torch to soften the rubber of the tire for easier removal. While this technique is effective, it can also cause damage to the tire's casing if not done properly.
Finally, some teams use a press to force off tires that aren't releasing easily. Again, like the torch method, this requires special training and tools not available to most drivers.
Overall, changing tires is one of the most dangerous tasks for an auto racer because it is difficult to see what you are doing while you are working on the car. Pit crews must be able to think quickly and act decisively under pressure to ensure their passengers' safety.
Teams will change tires during the race, with many opting to swap tires every time the car is refueled at a pit stop. Tires, regardless of brand, fail. The majority of tire failures in NASCAR are caused by track debris punctures or sidewall cuts caused by collision between two race cars. When this happens, fluid leaks out and tends to soak into the track surface, causing a caution period while crews repair the damage.
The goal is to have enough left-hand and right-hand tires for each driver at the end of the race. If one driver has better luck than another, they're going to be able to make up for it through strategic pit stops. It's also important that drivers switch lanes often to avoid having one set of tires wear down too much or fall off completely.
There are several types of tires used in racing. They are categorized by their construction and load-bearing capabilities. In order of cost, they are: 1 Pirelli Cints (informally known as "crashes" because of their tendency to break apart upon impact), 2 Yokohama Advans (most common type of tire used before the advent of the crash pad), 3 Hoosier Racetracs (first manufactured road race tire; still used today in some forms of motorsport such as USAC Midget racing and sprint car racing).
Each type of tire has its advantages and disadvantages.
A tire change in a NASCAR race happens so quickly that most of us can't identify what they've done. Crews attempt to keep pit stops to 11.5 seconds or less, during which time they must change all four tires, refuel, and get back on the road. The fastest team this year was Brad Keselowski with an average speed of 175.162 miles per hour. He beat out second-place Jimmie Johnson by 2/10th of a second.
The average length of a NASCAR pit stop is 35 seconds. This means that each car spends about five minutes in the garage. However, some stops are longer (about six minutes) or shorter (about three minutes). A team's strategy plays a role in how long their pit stop takes. For example, they may choose to save fuel by stopping later or break down one of the cars for repairs. Either way, they don't want to stay in the garage too long since it reduces their chances of winning.
Superspeedways are 1.5 miles or more in length; they are used on the Daytona 500, The Brickyard 400, and other high-profile races. Short tracks are between 0.5 mile and 1.5 miles in length; they are used on most other races. Teams use different strategies at superspeedways and short tracks.
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