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dave07

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  1. OP, sorry for detailing the thread! I ran Falken Wildpeak AT3w which have the 3-peak “severe snow condition” rating, they are an all-terrain tire. I also ran Blizzak DM v2 on my Silverado. The dedicated winter tires accelerated better, turned better, stopped better, and were better all around on ice and snow. Just my .02 Sent from my iPhone using Tapatalk
  2. Friction is a force there bud. I’m not redefining the laws of motion, just quoting the article. I have an engineering degree and I am a licensed PE. Have taken college static’s, dynamics, physics, concrete, steel, etc. Sent from my iPhone using Tapatalk
  3. You are just plain wrong! You don’t think a passenger tire deforms when you load it now? Also the article mentions you cannot apply newton friction principles to tires which you have been trying to do on this whole thread. Not to mention all the pictured tires in the references article are all passenger vehicle tires. The article applies to all tires not just race tires. Admit it, you are wrong! Have a good day. Sent from my iPhone using Tapatalk
  4. https://pdfs.semanticscholar.org/9e6e/6f9b1bf0a0c8f52a641a0a2f22b22c83d2f2.pdf “It is generally considered true that the resulting friction force is not proportional to the surface area of contact. However, this is far from the truth when a rubber tire is considered. This dissimilar behavior is due to the viscoelastic nature of rubber. Thus, as force is applied, deformation occurs both elastically and plastically in a non-linear fashion due to the mechanical behavior of polymer chains (Ref 6). Viscoelasticity also explains why the coefficient of friction of a tire is load dependent. As a tire is loaded, the surface area grows larger increasing the total friction force but lowering the coefficient of friction (Ref 1). Since a tire does not follow Newton’s laws of friction” The last sentence should be of interest to you.... Sent from my iPhone using Tapatalk
  5. Or you know it’s because of the different coefficient of friction in the pavement which a wider tire will capture, like you said no surface is perfect. Aggregates in the wheel path get polished and the adjacent pavement does not. You drive on varying frictions of pavement everyday. It’s not uncommon at all. It’s very common actually. A loophole? Really, it’s called the real world!!! Sent from my iPhone using Tapatalk
  6. Ok bad percentages. If the edge of your wider tire is on the good pavement while all of the narrower tire is on the bad pavement. The wider would have more grip. You understand the point I am trying to make is that the wider tire is better suited to handle the road irregularities. We know this from real world testing and the track. There is a reason why guys don’t throw skinny tires on their cars at the track. Sent from my iPhone using Tapatalk
  7. If half of your wider/narrower tire is sitting on the polished concrete with a low coefficient of friction and the other half is on brand new concrete with a high coefficient of friction, which tire do you think will give you more traction? The wider tire - because it has more contact with the better surface, this is my point. This is why wider tires will give you better traction in the real world ( generally). Sent from my iPhone using Tapatalk
  8. Uhm yes it does. Wow, so my coefficient of friction on ice is the same as on drive pavement? That’s the most absurd thing I have ever heard! Sent from my iPhone using Tapatalk
  9. In a physics lab with a completely flat surface and no varying friction coefficient, you are correct. There is no difference in traction. In the real world, where the coefficients of friction can vary from one end of the tire to another and the road isn’t completely flat ( differences in aggregate) you are wrong. A wider tire will better handle these types of situations with better traction in acceleration and braking. Sent from my iPhone using Tapatalk
  10. What your saying would be true in a physics lab under ideal conditions but not in the real world. Roadways will have varying friction coefficients that a wider tire will be able to handle differently than a narrower tire. Sent from my iPhone using Tapatalk
  11. https://en.m.wikipedia.org/wiki/Tire_load_sensitivity “Conventional pneumatic tires do not behave as classical friction theory would suggest.” Sent from my iPhone using Tapatalk
  12. The problem is you are applying simple physics to a way more complicated problem. The math is good and sound but real world applications are telling us something different. Sent from my iPhone using Tapatalk
  13. Check out discount tire direct website. You should be able to get winter tires in that size! I ran the tire you are looking at getting on my Silverado. The speedometer was off a little and the tire was slightly smaller than the stockers. Other than that they were fine. Sent from my iPhone using Tapatalk
  14. That’s a good deal for a Denali! How did you score that? Sent from my iPhone using Tapatalk
  15. Agreed! Payloads and towing capacities are damn near identical for any new trucks. So yes I do make my decision based on tech and other amenities as it is the only thing that differentiates these trucks anymore. If the previous poster didn’t care about tech he would be chilling in a Tundra. Lots of truck there and lack of tech. Sent from my iPhone using Tapatalk
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