Michael - you have the correct physics formulas for friction, but only for uniform materials that do not disintegrate when subjected to load. A tire interacting with a road/dirt surface is way more complicated than those formulas suggest.Concerning braking, the only difference is the friction coefficient.
Seriously JJ. You take a Dodge 3500 and I will take my Toyota Tacoma and we will do 70 miles per hour on sand and apply the brakes at the same time. I will give you the Toyota if you stop in a shorter distance then me. Not gonna happen!trophy trucks stop faster cause of weight, less slide, just like a loaded semi truck stops faster then a unloaded, why? Cause the unloaded has more of a chance to skid.
Oh boy, lets science this...trophy trucks stop faster cause of weight, less slide, just like a loaded semi truck stops faster then a unloaded, why? Cause the unloaded has more of a chance to skid.
Am I reading this wrong?? As a offroad biker wanting to stop. would you shift your weight way to the rear so the front would skid....or move more centered or toward the tank to "plant" the front wheel (just under skidding) and just let the rear skid. Only talking stopping....Not trying to carry speed thru a corner....Given the same brakes, and tires, ground PSI affects traction. The lower the ground PSI, the more traction (wide tires, tracks on track steers, etc.). More weight increases ground PSI, which decreases traction and decreases deceleration.
If that were the case (in relation to ground pressure) why does a doezer use tracks instead of tires then? Tires would apply more pressure to the ground than a track. The track puts less PSI on the ground than a tire would.Backwards, more weight increases traction, less weight decreases traction and more of a chance for tire skid, or spin.