SRW vs DRW
Good morning everyone hope your all doing well, So just recently we built a home off of a lake we used to camp at regularly, by doing that we've cut our camping in maybe half.... we spend our usual 1 ...
Forum Discussion
Double sigh...
There are many other variables that come into play that this discussion hasn't even touched on.
Like the crevices of asphalt pavement comes into play. when tire compound gets mushed into them...coefficient of friction is not in play. As it is now interference & potential tearing of the compound off of the tire...or pulling out that gravel/stone from asphalt.
There is also a temperature component and not what one might think. It has to do with the boiling of tire compound during a skid or extremely high rate of change between pavement and tire compound...it can and does boil the tire compound for an instant to lay down those black marks that only come off over time via wear.
How's about the braking system components...like the brake's friction material ?
And etc, etc...
Not all of these kinds of tests are with EVERYTHING the same.
Plus there are FMVSS MINIMUM stopping distance spec's for all automotive
So splitting hairs, as all OEM vehicles has to meet DOT/FMVSS guidelines.
This image from their site years and years ago and assume the distances listed have changed
Click For Full-Size Image.
There are many other variables that come into play that this discussion hasn't even touched on.
Like the crevices of asphalt pavement comes into play. when tire compound gets mushed into them...coefficient of friction is not in play. As it is now interference & potential tearing of the compound off of the tire...or pulling out that gravel/stone from asphalt.
There is also a temperature component and not what one might think. It has to do with the boiling of tire compound during a skid or extremely high rate of change between pavement and tire compound...it can and does boil the tire compound for an instant to lay down those black marks that only come off over time via wear.
How's about the braking system components...like the brake's friction material ?
And etc, etc...
Not all of these kinds of tests are with EVERYTHING the same.
philh wrote:
{sigh}
This is not a simple friction equation. In general, given the same weight, frictional forces do not change with contact area.
Turn off traction control and I can guarantee the brakes will lock up the wheels, no matter if it's DRW or SRW
Where it really gets complicated, unloaded DRW, vertical load on contact area is less than SRW. Loaded, the weight increase means DRW will stop faster... but even that gets confused with trailer brakes entering the picture. I most certainly wouldn't to do a panic brake stop without trailer brakes, jack knife comes to mind.
This is best seen on snowy surfaces, wider tires have lighter vertical load and subsequently less traction.
Bottom line, while towing, DRW has the capacity to stop in a shorter distance on dry roads. While not towing, SRW might stop faster.
Plus there are FMVSS MINIMUM stopping distance spec's for all automotive
So splitting hairs, as all OEM vehicles has to meet DOT/FMVSS guidelines.
This image from their site years and years ago and assume the distances listed have changed
Click For Full-Size Image.
