Glen:
I started this thread thinking that Earl's car was a prime example of a current
trend of tire problems. From your information below, it sounds like Earl's tire
failure may have been an anomaly, instead. I didn't know his tires were
grooved. As you say "The groove in the tire may well have been the whole
problem"... In any case, we probably shouldn't be trying to include Earl's
tires in any analysis of what is happening with the typical slicks (in the tire
analysis project that Skip and I have been discussing). The physical and
operating characteristics are probably too different. However, TC may help the
grooved and treaded tires, too.
Russ
glen barrett wrote:
> Skip and list
> Regarding tire failures including Earl Woodens. His tires had two grooves
> down the center of the tire about 1 inch apart. We spent a lot of time doing
> the investigation from the point on the salt where the first indication of
> the problem began. There was a strip of rubber about 10 inches long that
> came off the tire starting the delamination leading up to the failure.
>
> The groove in the tire may well have been the whole problem as to the
> failure. Any cracking at the bottom of the groove can propagate rather fast
> once it starts under centrifugal force and loading added along with salt
> being forced into the crack. In effect this becomes a hydraulic
> problem by the salt being packed under the surface.
>
> Vesco, Teague, Burkland,White and others all run smooth surface tires, no
> grooves at all. True, there has been some signs of blistering on all tires
> including the Nascar type used by some. I am not a tire expert and have said
> so in the past but I have seen many problems at the lakes and on the salt
> and the grooved tires and the wider Nascar tires have been problems.
>
> Loading, air pressure and care of the tires is very important. Towing the
> vehicle back from the other end of a run just adds to the wear of the tire.
> A lot of the racers are mounting aux. wheel assemblies to the rear of the
> race car and pulling the elevated front of the vehicle back to the pits. It
> sure does save the wear and tear of the tire, drive train and some one
> having to ride the vehicle back.
>
> Take a look around the pits and see some innovative applications they have
> come up with. Lots of neat ideas.
> Glen
> ----- Original Message -----
> From: "Higginbotham Land Speed Racing" <saltrat@pro-blend.com>
> To: "rtmack" <RTMACK@pop3.concentric.net>; <land-speed@autox.team.net>
> Sent: Saturday, December 01, 2001 1:23 PM
> Subject: Re: Tire reliabilty, and traction control
>
> > @#%$&*( trailers
> >
> >
> > Russ,
> > I don't think I said anything different about slippage. At least I didn't
> > mean to (still think 15% slippage is real). Just commented on my take on
> > the tire failure mode. I don't see slippage at the salt causing tire
> > failure. I believe that tire failure there is caused by overloading. Tire
> > slippage at the salt only decreases potential speed.
> > Examples of tires to study might be Don Vesco's and Bonner Denton's mod
> > along with Earl's failed tire if it is still available. These are the only
> > failures that I know of that can be classified as catastrophic or
> > semi-catastrophic. The rear tires on "Rose" show wear signs (15 passes)
> but
> > I think they are safe. We could try to contact Joe Law and see if he would
> > participate.
> >
> > On TC use: let's test and see if there is any difference in performance.
> > Then the discussion may be moot. Also it should apply to Special
> > Construction only (at first).
> >
> > Others out there interested in tire analysis? If so, let us know.
> >
> > Skip (Busy untwisting my tail! My attention was on this last year too)
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