Your location says "Southeast Texas". Not all highways and interstates are like yours. Some go through mountains or cities and they do have sharp (for highways speed) curves.
Krzyś
PS A few bends attached.
The industry is WRONG: your best tires belong up front
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Your location says "Southeast Texas". Not all highways and interstates are like yours. Some go through mountains or cities and they do have sharp (for highways speed) curves.
Krzyś
PS A few bends attached.
Thanks for the maps.
I had no idea....
I had no idea....
Fixed your original post for you. Those opening posts were so flawed.
This is real simple.
The NHSTA cares about highway deaths. And lowering them. They, in partnership with the tire industry, spent millions and millions of dollars actually testing this stuff out. By experts.
America is a safety driven society. All corporations must take safety into account for all decisions. We value life, unlike other parts of the world.
And amazingly, the super smart engineers and researchers that had spent millions of dollars researching this stuff, all came to the same conclusion - new tires go in the back. Simple. You are more likely to get into a crash with new rubber on the front, compared to new rubber on the back. All your other arguments, are just misguided supposition by a guy (you) that really doesn't understand the issues. Or the data.
I'd honestly delete the original post if I could. Its bad.
I explained it, if you don’t understand the physics, that’s on you. As is the obnoxious tenor of your post.
Best tires on the rear is what is best for the industry trying to protect itself from liability. Not what is best for you as a driver or consumer.
But then there are always people too obtuse to grasp that the interests of individuals and of groups often conflict. There are people who insist that the owners manual reflects what is best for themselves, not for the OEM.
As they say in the South, “bless your heart.”
Translating those turns into the actual difference in track between front and rear tires of a vehicle driving those roads would only prove the point you are attempting to rebut.
Have you tried it on one of your vehicles in a safe area, maybe a track setting with room to go off without damage? Sometime when it's a heavier rain or light snow if that is available by you? Skid pad where you can do a nice sweeping turn (cloverleaf type) at about 40mph and maybe touch the brakes because of traffic? The type of stuff that everyone experiences on road
Do you or would you practice that same setup for the vehicles your spouse or children drive?
My personal experiences taught me to keep 4 tires as close to the same tread depth and for me that also means 4 matching brand/model so the rubber compound and tread pattern is the same. When those scenarios are an issue, it's time for new matching ones. I've seen many spin outs in just wet on the exit ramp cloverleafs by me. That spin out I had in light snow in front of a semi was a very quick life lesson to have 4 matching tires.
Responding to car accidents with my fire dept especially in rain/snow I need my stuff to react accordingly. At the accidents I always look at the vehicles in the accident and observe the tires. So many mismatched non top tier with totally varied tread depth and patterns.
I dislike driving our ambulances in snow/ice as the highway rib front tires are like a plastic sled. Plenty of depth but lacking sipes or flexible compound. I've shown many newer, younger ambulance drivers the issues and also how on them 4WD helps with braking as it locks front and rear together and the rears have at least traction type tread. We are not going fast at that point, 20-30mph or less but when sliding trying to stop/turn with patients in the back is not what you want.
My kids already tried all season vs winter in snow when they first started driving but just for stopping and slower turns. They used their cars on good depth all season than 15 minutes later on true winter since I already had them mounted on rims. I didn't do the 2 all season and 2 winter. It would be a good teaching tool but a waste for me and them as they already know to do 4 matched and why there are 20 mounted tires in my shed currently.
A long thread, and didn't see if this was answered yet.
Under acceleration, the front end lifts, tires get positive camber. Outside edge of tires gets more wear as a result.
Had a similar issue with a fleet of Ford DRW box trucks I was managing. Excessive front outside tire wear. I had the dealer put 2000 lbs weight in the rear when doing the final alignment to mirror what the truck nose up attitude would be at highway speeds. These trucks always went to rural areas with alot of highway driving first in their life cycle. Basically solved the issue. I tried to mimic a dynamic alignment in a static setting.
I've always wondered about flat earthers. Rereading this thread gives me a little more insight.
I don't think it's irredeemable. Nothing a few rally racing lessons and skid pad sessions couldn't fix.
The big issue is that folks mistake intuition as physics.
All I know is that you know what you're talking about.
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I take it you have never driven a powerful rear wheel drive car or truck. It's easy to lose traction and when it does the rear comes around to the front really fast.
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The thread has devolved into bickering. Lock time.
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