shocks naffed

[jammy]

had oa blow out on the way to work today.this was caused by a flat can or somthin and took the tread with it.on inspection of the tyres o/s/f what was left of it...and n/s there was bald spots on the tyre.now these wernt there when i bought them 2 weeks ago.been gettin a bad shaky bouncy wobbly fealin on the n/s front which happens from around 50 -70 ish.this has happend since i got the car.after seein the state off the tyre i am assuming this mite be down to the shocks and whaight distribution??????

 

replaced the tyres with some mitchalin pilot somthin.{forgot what thay were cauld now}all balanced up fine.drive home was much better and less happening but still the bouncy thing goin on{to bounce car stationary thay only bounce once.

 

would i be on the rite track????

[Rich]

I think there's a post on MEG about someone who got a bald patch and it may be down to the shocks. But then my front shocks were knackered (ask Tony!) and I didn't get any unusual tyre wear. If you're gonna change the shocks might as well lower it

[jammy]

I think there's a post on MEG about someone who got a bald patch and it may be down to the shocks. But then my front shocks were knackered (ask Tony!) and I didn't get any unusual tyre wear. If you're gonna change the shocks might as well lower it

 

that would be the normal route but funds got stung on the rubber m8.gettin tabby cats 2.0 si shocks for now so hope it should drop it a tad anyway..lookin to get shock/spring kit when tax rebait comes in seein as i got shafted with the loan

[Tony]

Exaggerated did the tyre wear look like this?

 

 

 

An undulating wave pattern of wear?

[jammy]

Exaggerated did the tyre wear look like this?

 

 

 

An undulating wave pattern of wear?

 

 

yup pretty much..all round the inner edge and some of the centre...

[Tony]

wim was dealing with a legal case some years ago regarding this issue in the US.... Here are some highlights from the papers.... It's old news now so nothing more than interesting reading.

....................................................................

 

1: P1:Compression: Tread pattern:

The tyre tread in essence is without structure and subject to compression

between the road and the constructive casing, the "rolling" influence

concludes that the tyre tread will have an "compression" on and "release"

off, so in effect "pinch" the rubber, the ratio is higher on the back edge

of the tread bar since this will be the initial point that receives the

vehicles weight and subject to a higher wear ratio.

1.2: All tyres are subjected to the same force but show different levels of

resistance, so an habitual trait between tyre tread pattern can be assumed,

study shows.

1: Directional tyres low resistance

2: asymmetrical tyres moderate resistance

3: symmetrical tyres high resistance

1.3: explanation: Taken that the pattern of wear is due to "compression" and

"release" then the tyre be it front or rear is also subject to the point of

load "camber" this will conclude that the "heel and toe" pattern will not

cover the whole tyre width.

2:P2: Suspension:Drive:

The relationship between the vehicles parallelograms is through the

suspension, on cornering the weight transfer will unload the inner

transverse wheels and is subject to "Damper" over coil control, if this

relationship is unbalanced then the coil spring will unload and generate a

"driver" area pattern of wear, this "pulse" will favour certain areas of the

tyre tread since no part of any tyre is symmetrical.

2.2: Study has shown that the "damper" theory is consistent with the

countries road lay out, passenger side wear/ drivers side wear, suggesting

that the lack of damper control and "heel and toe" is global

2.3: Type of drive: resistance to "heel and toe" has an evident scale over

drive.

1: Front wheel drive: under braking has a low resistance on the rear dampers

2: Rear wheel drive ( UK ) has a low resistance on the front inner tyre on a

turn

3: 4WD: assuming independent suspension has high resistance due to the

uniform thrust.

......................................................

[jammy]

wim was dealing with a legal case some years ago regarding this issue in the US.... Here are some highlights from the papers.... It's old news now so nothing more than interesting reading.

....................................................................

 

1: P1:Compression: Tread pattern:

The tyre tread in essence is without structure and subject to compression

between the road and the constructive casing, the "rolling" influence

concludes that the tyre tread will have an "compression" on and "release"

off, so in effect "pinch" the rubber, the ratio is higher on the back edge

of the tread bar since this will be the initial point that receives the

vehicles weight and subject to a higher wear ratio.

1.2: All tyres are subjected to the same force but show different levels of

resistance, so an habitual trait between tyre tread pattern can be assumed,

study shows.

1: Directional tyres low resistance

2: asymmetrical tyres moderate resistance

3: symmetrical tyres high resistance

1.3: explanation: Taken that the pattern of wear is due to "compression" and

"release" then the tyre be it front or rear is also subject to the point of

load "camber" this will conclude that the "heel and toe" pattern will not

cover the whole tyre width.

2:P2: Suspension:Drive:

The relationship between the vehicles parallelograms is through the

suspension, on cornering the weight transfer will unload the inner

transverse wheels and is subject to "Damper" over coil control, if this

relationship is unbalanced then the coil spring will unload and generate a

"driver" area pattern of wear, this "pulse" will favour certain areas of the

tyre tread since no part of any tyre is symmetrical.

2.2: Study has shown that the "damper" theory is consistent with the

countries road lay out, passenger side wear/ drivers side wear, suggesting

that the lack of damper control and "heel and toe" is global

2.3: Type of drive: resistance to "heel and toe" has an evident scale over

drive.

1: Front wheel drive: under braking has a low resistance on the rear dampers

2: Rear wheel drive ( UK ) has a low resistance on the front inner tyre on a

turn

3: 4WD: assuming independent suspension has high resistance due to the

uniform thrust.

......................................................

 

 

very interesting read m8 cheer's