"Alan Jones" <alan (AT) alanjones (DOT) us> wrote

don't. They do act as springs, variable with the air pressure. In sprint
car racing, in order to maintain spring rate and traction, and be consistent
from the start of an event to the finish, we put "bleeder" valves in the
tire to act as pressure relief valves. Shock absorption is a whole other
discussion. But you will beat this one like a dead horse to convince
yourself that you are right and all of us, who attend and actually
participate in racing are wrong.

Carey in Manvel

"Carey Akin" <cmakin (AT) att (DOT) net> wrote

Wrong. A tire absorbs some shock through internal friction from the flexing
of the rubber. A tire with less air flexes more, and therefor absorbs more
shock. Shock absorption is achieved thru friction, both in the tire and in
the shock absorbers, as well as any other friction points in the suspension.

"armpit" <udontneedit (AT) myemail (DOT) addy> wrote

air pressure for handling purposes.

Carey in Manvel

In article <KLeqf.177769$qk4.92804 (AT) bgtnsc05-news (DOT) ops.worldnet.att.net>,
"Carey Akin" <cmakin (AT) att (DOT) net> wrote:


This is the main point that I think some are missing.
I don't think there is an argument about tire pressure
having an effect on both shock and spring, but you cannot
use an example of a tire with 3# of air, and a tire with 50# of
air as your basis for comparison.
Today, these guys are adjusting air pressure in 1/4# increments.
That has, for all practical purposes, no effect on ride height,
shock dampening, or 'total spring rate' as some like to call it.
It is REAL, REAL small...



Dan
----------------------------------------------
Why is it when a man talks nasty to a woman it's harassment,
and when a woman talks nasty to a man, it's 5.99 a minute?

"Chuck Steak" <Chuck_Steak (AT) nospam (DOT) com> wrote

I agree that shock absorption rates are not affected appreciably by tire
pressure changes.

I do think that the rebound rate of the tire is a significant part of the
total change in handling from changing tire pressure.

"armpit" <udontneedit (AT) myemail (DOT) addy> wrote

<snip>

Been lurking thru this thread and b'leeve these last two posts get to the crux of
it. The current radials, with their thin side walls, have led to the use of very
small adjustment increments in psi. Some slight 'spring rate' change results on
that corner of the car and another key point, I b'leeve, is the change in size of
the contact patch...affecting grip.

--
Tom in Bristol



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"armpit" <udontneedit (AT) myemail (DOT) addy> wrote

Once force is applied to a tire, it "flexes", and then returns back to it's
initial "shape". That is a spring.

"Mark Cook" <mcook (AT) prodigy (DOT) net> wrote

absorption; and there is a (small) frictional component to the flexing
action of a tire (independent of traction, or at least the action of the
contact patch with the pavement). Go back a couple of decades, before the
current accumulator type shock absorbers and you will find that they used
"friction" shocks.

Carey in Manvel

"Mark Cook" <mcook (AT) prodigy (DOT) net> wrote

Agreed.

Carey Akin wrote:
Are you talking about the shocks on my Dad's 1938 Ford?