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949Racing is a race equipment shop in Southern Califronia. No bling, just speed.

The story of the 6UL

 This journey began in 2004 when Emilio saw there was no reasonably priced 15×8″, 4×100 pcd wheel with the correct offset to fit our little Miata with Hoosiers. So with the help of some experienced wheel engineers, Emilio designed his own wheel and started 949Racing. He sweated every detail to create the best possible strength to weight ratio for the 6UL. Over a decade later we have changed this little corner of the wheel industry with our innovations and unique fitments. The 15×8 +36 4×100 fitment is now an industry standard.

Design

While the 6UL looks similar to some other wheels, there’s nothing else like it. The design is an evolution of a 15×8 centerlock race wheel developed for the Radical SR8. Unlike so many other import wheels, the 6UL is not a copy. Each 6UL is specifically engineered to get the most performance from the car.

Bolt pattern

This is the biggie. The original 6UL was designed specifically for the 4×100 pattern. You’ll notice the center hub area is not large enough diameter to add the larger 114.3mm pattern. Most wheels are developed with several bolt patterns in mind and compromise the design to suit. A platfrom specific design allows us to optimize the wheel for your car. The original 6UL was overbuilt for a 4×100, but lighter than any larger bolt pattern.

Lip

You may also notice the lip is not a wide as some other import wheels. The best possible wheel structure has the spokes running straight from the mounting pad to the bell (outer rim). By bending the spokes back to create an artificially wide lip you add more material than is needed and weaken the structure. Straight spokes with a smaller lip equals strong and light. A wide lip looks great so we will always try to engineer every 6UL to have some lip where possible. On some platforms, brake clearance or geometry requirements do not allow for a wide lip. Our 19″ Ford GT350 Mustang wheel is an example.

Brake clearance

The original 15×8 6UL wheel was designed to have radial clearance for much larger 11.5″ miata rotors. Despite appearing assymetrical the spokes on a 6UL are evenly spaced. By making the gaps between spokes symmetrical, the rim is better supported. We were able to reduce the drop center making the outer rim thinner, increasing room for oversize rotors. We now have 19″ fitments specifically engineered to clear huge modern 6 piston Brembos on 15.5″ rotors.

Two valves

We run nitrogen in all our race cars so we can dial in specific pressures and reduce tire wear. Dual valves allow for a complete nitrogen purge. Nitrogen doesn’t fluctuate pressure as your tires heats up and holds air much longer. With a single valve, you still have some regular air trapped in the wheel when inflating with nitrogen.

Offset

Many drivers want a wheel thats flush with the fender. Lowered cars being driven hard with this set up shred tires. Wheels with lower offset than OEM usually require smaller tires to clear the bodywork resulting in less rubber on the road. More rubber means more grip, so 6UL’s often offer higher offsets than other wheels on the market. This allows you to squeeze the fattest tires under the fender with full suspension travel.

949Racing is a race equipment shop in Southern Califronia. No bling, just speed.

The story of the 6UL

 This journey began in 2004 when Emilio saw there was no reasonably priced 15×8″, 4×100 pcd wheel with the correct offset to fit our little Miata with Hoosiers. So with the help of some experienced wheel engineers, Emilio designed his own wheel and started 949Racing. He sweated every detail to create the best possible strength to weight ratio for the 6UL. Over a decade later we have changed this little corner of the wheel industry with our innovations and unique fitments. The 15×8 +36 4×100 fitment is now an industry standard.

Design

While the 6UL looks similar to some other wheels, there’s nothing else like it. The design is an evolution of a 15×8 centerlock race wheel developed for the Radical SR8. Unlike so many other import wheels, the 6UL is not a copy. Each 6UL is specifically engineered to get the most performance from the car.

Bolt pattern

This is a biggie. The original 6UL was designed expressly for the 4×100 pattern. You’ll notice the center hub area is not large enough diameter to add the larger 114.3mm pattern. This is because no compromise in the 4×100 optimization was made to accommodate the larger pattern. A 4×114.3 also has a minimum allowable load capacity about 20% higher than a 4×100. This means the 6UL would have needed to be 15.36 lbs with the same relative strength. No way. A 5×114.3  about 30% more. You get the idea. If anything, the 6UL is overbuilt for a 4×100, that’s because it’s a race wheel which will be pounded on a lot harder than any street wheel.

As years have gone by we have added more PCD’s and diameters to accommodate a wider variety of platforms

Lip

You may also notice the lip is not a wide as some other import wheels. The best possible wheel structure has the spokes running straight from the mounting pad to the bell (outer rim). By bending the spokes back to create an artificially wide lip you add more material than is needed and weaken the structure. Straight spokes with a smaller lip equals strong and light. A wide lip looks great so we will always try to engineer every 6UL to have some lip where possible. On some platforms, brake clearance or geometry requirements do not allow for a wide lip. Our 19″ Ford GT350 Mustang wheel is an example.

Brake clearance

 The original 15×8 6UL wheel was designed to have radial clearance for 11.5″ rotors (outer rim). Axial clearance (spokes) depends on brake caliper offset. Notice how the distance between the spoke where they meet the rim is even where many similar design have the spoke in close pairs with uneven gaps between them. By making these gaps between the spokes symmetrical the rim between them was better supported. Thus we were able to reduce the drop center making the outer rim thinner. This not only looks nice but serves the purpose of increasing room for oversize rotors. Now we have 19″ fitments specifically engineered to clear huge 6 piston Brembos on 15.5″ rotors.

Two valves

We run nitrogen in all our race cars so we can dial in specific pressures and reduce tire wear. Dual valves allow for a complete nitrogen purge. Nitrogen doesn’t fluctuate pressure as your tires heats up and holds air much longer. With a single valve, you still have some regular air trapped in the wheel when inflating with nitrogen.

Offset

We run nitrogen in all our race cars so we can dial in specific pressures and reduce tire wear. Dual valves allow for a complete nitrogen purge. Nitrogen doesn’t fluctuate pressure as your tires heats up and holds air much longer. With a single valve, you still have some regular air trapped in the wheel when inflating with nitrogen.

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