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Not sure I understand the benefit of Hubcentric - in reality, most wheels center on lugs which are further from center and hence better able to resist any movement as long as they are concentric. To be Hubcentric, you must have 2 things - first hub must have a raised surface to register rim and second, rim ID must be precisely correct diameter for that specific hub. Many drum brake applications do not have a surface raised to register on. Further, many wheels have slightly oversized and/or loose tolerance to accommodate multiple applications - i.e. the ability to swap aftermarket wheels for both Ford & Chrysler application. We had option to use Hubcentric Momo wheels years back while racing - you had an oversized center on wheel and used a set of application specific adapters which precisely matched ID of wheel and OD of the specific car. Never found any real benefit so we did not use after first few uses. Principal benefit seemed to be precision in centering with respect to any potential out-of-round of the mounted assembly. No real benefit as to side loads which were the predominant issue on race car as we never had any concentricity issue with Momo or BBS wheels with race tires. I would suspect this recommendation is due to some of the balance issues which have been reported with some replica sizes and low production specialty tires. I would further note that belted tires (both radial and bias-belted) are particularly sensitive to belt alignment and manufacturing tolerances. In 1968/69 when bias belted tires became popular, only Goodyear had them and in their haste to catch up, several of the other big5 (Goodyear, Firestone, Goodrich, General, and Uniroyal) had issues with their first generation tires. When customers complained about balance, we were instructed to check with a radial runout gage and if more than a number which I now forget, they were replaced no charge. By about 1970, the production tolerance issues were sorted out. On 1/4/2014 8:07 PM, Ryan Hill wrote:
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