#1
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Porsche wheel weights
Does anyone know how much porsche cup II's and turbo twist weigh? After getting the pleasure to handle real Fuchs and se how seriously light they are I am determined to get a set of Porsche wheels on my ghia.
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#2
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Nevermind I found this page, but I guess it still didnt have turbo twist weights http://www.germanlook.com/Forums/showthread.php?t=3029&highlight=turbo+twist+weight
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#3
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My guesstimate is about 9-9.5 kg each.. without tire which is appr. another 9 kg.
So about double a 15" Fuchs with smaller tire.... |
#4
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Interesting point here for future reference is that for the same overall diameter alumimium wheel weighs more that tyre side wall.
(plucking figures from the air) A 245/55x15 tyre/wheel combo will be lighter than a 245/35x19 combo At the front of a bug this will matter a lot as the sprung to unsprung weight ratio is relatively low. evilC |
#5
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Quote:
Its never that simple |
#6
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Big wheels = big space for big brakes too!
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http://www.ricola.co.uk |
#7
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I agree but only if you can use them. On a bug for instance, it is doubtful that very large brake disc/rotor diameters would be useful as the suspension systems are not capable of transferring the braking performance to the tyre contact patch since all the bug suspensions suffer severe camber changes. That also mitigates against low profile tyres as the lower the profile the worse the tyres capability at coping with camber change. evilC |
#8
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Excellent post!
never thought about the camber changes in relation to side wall thickness and the tire's ability to cope with it, so its a very good point imo! I feel already better changing from a 225/35 to a 225/40 tire last month Of course, main reason to change was the stickier compound, but nevertheless Tnx, Walter |
#9
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It's all a balancing act as a complete system at the end of the day...
F1 have to use the tiny wheels by their regulations, good incentive for the teams to develop better technology brakes...
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http://www.ricola.co.uk |
#10
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Quote:
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#11
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The rear on a swing axle is absolutely chronic in roll going from several degrees poitive in droop to several degrees negative in compression. The IRS again suffers less badly but does go from positve camber to negative camber in droop to compression. To add figures to all this would require significant data on a wheel alignment gig and a chapter of a book. I am not aware of any data relating to the tyres ability to cope with camber change but I ask you to imagine a situation where there is excessive camber, the taller profile tyre will keep the tread more readily in contact with the road than the lower profile tyre because the sidewall is not having to deform as much. Put another way if the load on the tyre is constant in both instances the sidewall of the tall profile tyre will deform more than the low profile tyre. evilC |
#12
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Corcerning the McPherson strut, I assume you mean the camber changes that come from compliance in the bushings? Or do you mean other camber changes? Quote:
Don't remember anything about the sidewall hight or strength being said in that article though. I'll see if I can digg it up. |
#13
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To get maximum grip from a tyre the tread has to be flat on the road surface. To acheive that the geometry of the suspension and the compliance of the tyre (sidewall stiffness) all play a complex and interrelated part. You will see that on the circuit mechanics will be using a temperature probe to check the temperature across the tyre. The temp. is a function of how much a particular part of the tread is working. The aim is to have a constant temperature across the full width of the tyre evilC |
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