In the prior composing we created the foundation of the significance of tire pressures. Specifically, we demonstrated that a third of the vehicles on the street and additional only a third of those vehicles have an underinflated tire and a warning light, respectively.
We also know a 20% decrease in pressure results in substandard performance, these are the factors we’re likely to explore.
Underinflated tires have a different profile and contact patch with the road.
Where the tire meets the roadway is known as the contact patch. Maximizing the touch patch affords the motorist the most performance, specifically steering and braking. What happens if we reduce the contact patch? Under inflation does that.
The contact patch is what connects the vehicle to street, when a tire is properly inflated ( other variables being ignored), the scooter can provide 100 percent of the contact patch (and also the friction between the tire and the roadway) to steering, braking or a combination of both. If the pressure drops performance is also reduced and the contact patch is reduced – but by how much? There are schools of thought on this and a ton of research, for our argument we’ll say tires will have a reduction in performance.
But what does this actually mean in the real world? Let say a car traveling at 20 miles with tires was successful and needed to swerve to prevent a collision. The same vehicle with underinflated tires could successfully avoid the same collision at no longer than 17 mph. Let us increase the rates, 55 mph properly inflated collision avoidance becomes collision avoidance.
How about braking? If a vehicle with properly inflated tires could stop in 200 feet (roughly 70 mph), then the identical vehicle with under inflated tires will require 230 feet.
Rollovers turned into another related concern. Aside from the contact patch, appropriate inflation also affects rigidity and stability. In simple terms as a bicycle is asked to alter direction (steer), then an underinflated tire will bend enough to allow the sidewall touch the roadway surface and lift the touch patch from the roadway. In extreme instances, the tire will separate out of the rim allowing the rim to dig in the roadway surface. The photo below depicts a sidewall that is currently experiencing this condition.
The tires in this photo are still able to perform well, in part due to the very little side wall and lack of extreme under pressures. Increasing the sidewall, very similar to SUV or a truck, magnifies the bend and distortion.
The last thing to touch on is that the increase of blowouts. Underinflated tires put pressure inside the tire on the tire structure and boost heat. These variables can, and do, raise the probability of a tire failure by causing or exacerbating the layers of material inside the tire.
Proper tire inflation is among the single most significant routine maintenance activity, and ironically, one of the most ignored tasks and when contemplating causality, the tire pressure ought to be assessed to help rebuild the whole picture of this accident. Tire pressure should be taken into consideration when determining is the arbiter of the culpable party and slide and distances marks.
The scope of our information is limited to chiropractic and spinal injuries and conditions. To discuss options on the subject matter, please feel free to ask Dr. Jimenez or contact us at 915-850-0900 .
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Functional & Physical Medicine & Nutritional Specialist*