Working VERY roughly, we can look at the numbers of "centre blocks" and "side blocks" in each print.
40psi: 4 centres, 3 sides
30psi: 4.5 centres, maybe 3.5 sides?
20psi: 6 centres, maybe 5 sides.
13psi: 7.5 centres, about 7 sides.
So, from 40 psi to 13 psi, whichever way you look at it, contact patch roughly doubles - where the pressure has reduced by a factor of 3.
It's definitely not a directly linear relationship, which is what I would have expected.
Cheers,
Scott
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Wide Vs Skinny Mud Tyres
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A very interesting point this one, one that could change a lot of "opinions" here.4WD Stuff wrote:Dragsters use wider tyres for the large contact area to the ground.
the dragster tyres underwent a massive change in the 70's, the wider larger tyres here were designed to de-form but not in the traditional sense of "wider" for more traction.
have you observed the change when "dragsters" warm their tyres, all noise and smoke yes by the tyres themselves change. They change from shorter, wider tyres to taller, thinner tyres.
Now the gain-sayers amongst us will argue that the warm-up is different from the main drag run, and you may be right. On the main timed run (drag) the taller thinner tyre performs one crucial task. It performs the work of a slingshot, the elasticity in the now longer (re: taller, thinner) tyre assists to propel the car forward faster during acceleration.
Think of the tyre as bagging in the forward direction rather than bagging in the sidewards direction. This single development is what allowed dragsters to move forward with faster times and higher top speeds.
This may or may not be relevant to the argument but I hope this gets more people thinking about the issue of 'fat vs thin'
this is a good argument, i have enjoyed reading it and I hope it continues
bundy_harry
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