| Author |
Message |
    
Fresnobuell
| | Posted on Tuesday, January 18, 2011 - 06:44 pm: | 
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Man, one would think with all the hoopla about what gives the biggest contact patch SOMEONE would figure out a way to quantify it thru video or sensors or something..... |
Blake
| | Posted on Tuesday, January 18, 2011 - 08:16 pm: |
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Just wet the tire; pick up the back of the bike, and gently set it down on dry concrete; pick it back up and move it away from the wet tire print. Lay down a ruler and snap a pic.
Or put it on rice paper and sit on the bike then get off and lift the rear off the paper.
The tough part is ensuring gentle movement and no rolling side to side while imprinting is happening.
But it's just simply physics. Air pressure times area equals load. |
Jdugger
| | Posted on Tuesday, January 18, 2011 - 08:17 pm: |
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> Are those slicks or DOTs?
The Pirelli Superbike Pro? They are "endurance slicks". They have incredible durability, and I like the feel of them a lot.
http://www.pirelli.com/tyre/ww/en/motorcycle/sheet /diablo_superbike_pro.html
They aren't cheap (around $400 a set) but last so much longer than anything else I've used they are actually lower cost to operate. |
Jdugger
| | Posted on Tuesday, January 18, 2011 - 08:20 pm: |
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Blake,
Do you think your method of measuring contact patch properly accounts for being leaned over and rolling on the gas, flexing the tire's carcass? |
Fresnobuell
| | Posted on Tuesday, January 18, 2011 - 08:40 pm: |
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Or put it on rice paper and sit on the bike then get off and lift the rear off the paper.
I think its more complicated than that in real world cornering. I have heard so many contradictions about the contact patch as for as important an issue, I am shocked no one has done a conclusive study. With all the technology we have, it can be done.} |
Blake
| | Posted on Tuesday, January 18, 2011 - 10:17 pm: |
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JD,
>>> Do you think your method of measuring contact patch properly accounts for being leaned over and rolling on the gas, flexing the tire's carcass?
I wasn't thinking of that specific scenario, but whether from cornering load or drive, those additional loads are in plane with the flattened contact patch, so are shear loading the tire carcass. Well, except for banked turns, where some of the cornering would add to the load pushing perpendicular to the pavement.
The load tending to push the tire into the pavement will be the same no matter the tire size, all else being equal. So no, I don't see that cornering makes a difference on the size of the contact patch between larger versus smaller width tires; the shape of the contact patch, yes, but not it's size, meaning area.
Interesting stuff. |
Blake
| | Posted on Tuesday, January 18, 2011 - 10:21 pm: |
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Harlan,
>>> I think its more complicated than that in real world cornering. I have heard so many contradictions about the contact patch as for as important an issue, I am shocked no one has done a conclusive study. With all the technology we have, it can be done.
But why does it really matter? Racers use the tire that provides the best grip for the race duration. They could care less about knowing which might offer the largest contact patch.
If a larger contact patch was so important, they'd all be running lower pressures. But that has other problems associated with it. |
Fresnobuell
| | Posted on Wednesday, January 19, 2011 - 02:17 am: |
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But why does it really matter?
I assume it matters because contact patch equals traction. In any case, it would be more out of curiosity than anything. Obviously, there's come confusion on the matter when you have some experts saying the contact patch is maximized at full lean and other saying the contact patch is at its minimum at full lean.} |
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