Contact patch-- Radial vs Biasply - Stromtrooper Forum : Suzuki V-Strom Motorcycle Forums
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post #1 of 7 Old 04-07-2010, 09:24 AM Thread Starter
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Contact patch-- Radial vs Biasply

Thanks for the re-plys... I think we understand -

We can mix tires- but there probably is a limit to this...

But on cars we get radial squirm and a much larger(longer) contact patch- I can think of no reason to by a bias-ply tire for a car, truck or trailer...

Now I have looked at major motorcycle tire company web sights and I'm not getting a lot of good info?? Just that new is better and its good to pay more...lol!

A motorcycle tire runs on it sides... its round- thats what makes it go around a corner... so does the contact patch grow longer?? That sounds like a bias-ply tire?? if it flexes we would all die!....??

Do... we know that a radial motorcycle tire runs cooler than a biasply??

Does this all come into play racing at 150mph draging there knee into a corner or me at 75mph on a wet mountain road at 40deg?? or 85mph-2up in Death Valley and 130deg road temp?? We do ask alot from our tires??

This is a general question not one brand or another...
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post #2 of 7 Old 04-07-2010, 01:42 PM
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I can think of no reason to by a bias-ply tire for a car, truck or trailer...
A trailer that spends much more time sitting than rolling does OK on cheaper bias ply tires. For one that does a lot of miles, the radial ply tire will have the usual benefits...lower rolling resistance and cooler running.

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post #3 of 7 Old 04-07-2010, 07:58 PM
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Originally Posted by luckyjim View Post
...But on cars we get...and a much larger(longer) contact patch-...
Nope. Contact patch is mostly dependent on vehicle weight and air pressure. Tire construction (stiffness) plays a very small role.

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post #4 of 7 Old 04-07-2010, 08:21 PM
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a spin

When I purchased tires for my cruiser, I called AVON and ask the rep about that issue = Great guy and will talk as long as you want. He said, bikes are either designed for bias or radials and would strongly suggest using whatever the mfg put on the bike.
On the other hand, I have a friend that uses an auto tire on the rear of his 1800 VTX and says it works great. Mind you, he's a boring, sissy rider and never goes on 55 MPH. Wouldn't do for him to ride with my G/F, at 64 she still loves to hit 100+.
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post #5 of 7 Old 04-08-2010, 12:52 AM
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Originally Posted by luckyjim View Post
... I can think of no reason to by a bias-ply tire for a car, truck or trailer...

Do... we know that a radial motorcycle tire runs cooler than a biasply??
...
To the first one I'll reply that I prefer bias-ply on my racecar because:
- they're lighter
- they communicate what they're doing better
- they warm up faster

As far as radial runnig cooler than bias ply:

See my reply in the bias ply post. they're basically both bias ply in construction. (Think of motorcycle tires as either nylon reinforced, or steel reinforced; for some quacked up marketing reason, they decided to call the steel reinforced ones "radial" even though there's nothing radial about them)

The steel-reinforced tire will probably run a bit cooler because steel transfers heat better than nylon.
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post #6 of 7 Old 04-08-2010, 08:37 AM Thread Starter
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To the first one I'll reply that I prefer bias-ply on my racecar because:
- they're lighter
- they communicate what they're doing better
- they warm up faster

As far as radial runnig cooler than bias ply:

See my reply in the bias ply post. they're basically both bias ply in construction. (Think of motorcycle tires as either nylon reinforced, or steel reinforced; for some quacked up marketing reason, they decided to call the steel reinforced ones "radial" even though there's nothing radial about them)

The steel-reinforced tire will probably run a bit cooler because steel transfers heat better than nylon.
This is why I'm having a hard time getting my head around motorcycle tires.... And the reason I started a new tread was the other was becoming a mixing tires tread and that was not my question. I understand auto tires... and thanks for your input... your discribing what I'm seeing and there is a differance in construction but from what I see they do the same thing.... And in the last 12 months I have ridden coast to coast in all kinds of weather so want a better understanding of what I'm riding on.... people have a lot of ideas and you want to make sure your standing in the right line...lol!
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post #7 of 7 Old 04-11-2010, 07:39 AM
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Apples. oranges

Some 'radials' are tuned for sidewall stiffness by running the belts at an angle, so they're not true 'radials', but rather a limited bias ply. Car and motorcycle requirements are different. The trick with an auto suspension is to keep a fairly flat (due to tire construction) contact patch flat on the pavement as the suspension travels through its motion, and radials with light sidewall stiffness help accomplish this. Tires with stiff sidewalls on cars will tend to lift the contact patch, which is a bad thing. Motorcycles (except for cruisers, which rarely lean:mod_biggrin need a rounded contact patch so as the bike leans, the contact patch stays fairly constant in configuration (though on different parts of the tread, of course) so forces are predictable. Under high loads and high lean angles (road racing) the sidewall compliance can be a large part of suspension travel on bumps or irregularities, as the loads are not applied in a direction that the suspension can move, so tire compliance becomes critical and differences between bias and radial will become an issue. Way old-time tires had no circumferential belts, so tread squirm (deformation) was an issue, but I'm pretty sure all current bias and radial tires have such belts so I doubt there's much difference in rolling resistance or wet-weather handling due to tire construction (though tread and tire compound are another issue entirely). Oh, and the contact patch on most modern tires is largely a function of applied weight and tire inflation pressure. If you doubt that, let the air out of your tires, and watch the contact patch grow as the tire gets flatter. However, the shape of the contact patch will change if worn tread rolls up off the flat part, and the shape can affect the cornering force available.
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