Sometimes I noticed inconsistencies in the behavior of tires in LFS and in reality. idk, maybe it can help the development of the game. It's not that I think Sсawen didnt knows this, but just in case I want to share what I've noticed about tire physics as drifter and why it doesn't always match what I see in reality.
1. Wear. We have always noticed on race circuits that tires pop if we keep the temperature at normal values and wear out one of sides of the tire. But also in drifting, people often noticed that the tire pop from over 200 degrees. In real life drifting, it doesn't work quite like that, in drifting the tires grind down to the cord and lose the grip almost completely, since there almost no rubber and is only metal left. But in LFS there is no cord effect. (pic1)
Most experts consider 195 degrees Fahrenheit as the “line in the sand” when it comes to tire temperature: Beyond that point, the temperature will start impacting tire life. At 250 degrees, a tire will start to lose structural strength, could begin experiencing tread reversion and the tire will begin to lose strength.
But still it doesn't happen instantly like in LFS at a certain temperature, in real It's more about wear. And you can pop only after the cord, and this moment is immediately felt cuz there is almost no grip on cord.
2. Grip/temperature. Many people know that the tire has a "operating range" This is the temperature of the tire where is grip with the surface is greatest. Before OR and after OR there is a decline in the grip. And the grip gradually drops to not very good and not very bad until the wear runs out tire to the cord and here already the grip falls dramatically until tire pop.
In LFS, the temperature before OR is similar to the real one, and after OR disappears quite strongly and with smoke is smoothly lost grip until the moment the tire is pop. And the grip before pop falls so hard that you feel like you're on snow or ice.. (pic 2) It's just how I feel it, I'm not saying that my opinion is the ultimate truth.
And indeed, in real life, temperature and wear are interconnected, the higher the temperature, the faster the wear, in real life, after 200-250 degree, the rubber of the tire melts. But it seems that in LFS the cord grip is sort of simulated by a low grip after the operating range of the tire and this simplification greatly affects the handling of the car after the operating range. If in LFS tire adds a cord grip like the one in the upper graph (on pic 2), this would correct the situation.
3. Tire stiffness, as i get it, usually in a sports tire, a stiffer tire cord is made in the side parts of the tire too, and normal road tires have a harder rubber composition but a weak metal cord. I'm sure this affects on behavior of tires on the track.
But in terms of stiffness, I don’t see much difference in the LFS, and if you lower the tire pressure to 50 psi, then sports and normal tires behave the same. and go down one level.
In addition, in tires are used different cords, there are tires with diagonal and radial cords. The carcass of diagonal tires consists of several layers of cord, located at an angle to the radius of the wheel. Due to this, the textile cords in adjacent layers cross diagonally with each other. This structure is homogeneous over the entire surface, so the crown and sidewalls of the tire have similar mechanical properties.
With a radial tire design, the cord layers are directed across the center line of the wheel, along the radius. The frame shell is additionally covered with a breaker belt. As a result, the top and sidewalls of the tire differ from each other in their characteristics.
Diagonal cord has high sidewall strength and the better softening of hitting transmitted to the car when driving on roads with small potholes, when moving the seams of the road surface. In radial tires, a rigid breaker reduces tread deformation and the contact patch remains virtually unchanged in shape. Therefore, the volume of the groove does not decrease, and the tread lugs do not slip. But as far as I understand, radial cords are mainly used now in almost all road tires and diagonal for semi slicks. (But i dont sure here)
4. And I had another idea, not quite about physics, but about tires. There are different tire brands in LFS. Why do we need them all if they are all the same except for the logo? Let there be different treadwear for different tire brands. This can be accepted for Normal and Sports tires cuz sport tires arleady have 4 different slicks tires with different treadwear but for some reason the rest tires do not have it.
While that's all I could think of, if anyone else has any comments it would be cool if you shared them.
1. Wear. We have always noticed on race circuits that tires pop if we keep the temperature at normal values and wear out one of sides of the tire. But also in drifting, people often noticed that the tire pop from over 200 degrees. In real life drifting, it doesn't work quite like that, in drifting the tires grind down to the cord and lose the grip almost completely, since there almost no rubber and is only metal left. But in LFS there is no cord effect. (pic1)
Most experts consider 195 degrees Fahrenheit as the “line in the sand” when it comes to tire temperature: Beyond that point, the temperature will start impacting tire life. At 250 degrees, a tire will start to lose structural strength, could begin experiencing tread reversion and the tire will begin to lose strength.
But still it doesn't happen instantly like in LFS at a certain temperature, in real It's more about wear. And you can pop only after the cord, and this moment is immediately felt cuz there is almost no grip on cord.
2. Grip/temperature. Many people know that the tire has a "operating range" This is the temperature of the tire where is grip with the surface is greatest. Before OR and after OR there is a decline in the grip. And the grip gradually drops to not very good and not very bad until the wear runs out tire to the cord and here already the grip falls dramatically until tire pop.
In LFS, the temperature before OR is similar to the real one, and after OR disappears quite strongly and with smoke is smoothly lost grip until the moment the tire is pop. And the grip before pop falls so hard that you feel like you're on snow or ice.. (pic 2) It's just how I feel it, I'm not saying that my opinion is the ultimate truth.
And indeed, in real life, temperature and wear are interconnected, the higher the temperature, the faster the wear, in real life, after 200-250 degree, the rubber of the tire melts. But it seems that in LFS the cord grip is sort of simulated by a low grip after the operating range of the tire and this simplification greatly affects the handling of the car after the operating range. If in LFS tire adds a cord grip like the one in the upper graph (on pic 2), this would correct the situation.
3. Tire stiffness, as i get it, usually in a sports tire, a stiffer tire cord is made in the side parts of the tire too, and normal road tires have a harder rubber composition but a weak metal cord. I'm sure this affects on behavior of tires on the track.
But in terms of stiffness, I don’t see much difference in the LFS, and if you lower the tire pressure to 50 psi, then sports and normal tires behave the same. and go down one level.
In addition, in tires are used different cords, there are tires with diagonal and radial cords. The carcass of diagonal tires consists of several layers of cord, located at an angle to the radius of the wheel. Due to this, the textile cords in adjacent layers cross diagonally with each other. This structure is homogeneous over the entire surface, so the crown and sidewalls of the tire have similar mechanical properties.
With a radial tire design, the cord layers are directed across the center line of the wheel, along the radius. The frame shell is additionally covered with a breaker belt. As a result, the top and sidewalls of the tire differ from each other in their characteristics.
Diagonal cord has high sidewall strength and the better softening of hitting transmitted to the car when driving on roads with small potholes, when moving the seams of the road surface. In radial tires, a rigid breaker reduces tread deformation and the contact patch remains virtually unchanged in shape. Therefore, the volume of the groove does not decrease, and the tread lugs do not slip. But as far as I understand, radial cords are mainly used now in almost all road tires and diagonal for semi slicks. (But i dont sure here)
4. And I had another idea, not quite about physics, but about tires. There are different tire brands in LFS. Why do we need them all if they are all the same except for the logo? Let there be different treadwear for different tire brands. This can be accepted for Normal and Sports tires cuz sport tires arleady have 4 different slicks tires with different treadwear but for some reason the rest tires do not have it.
While that's all I could think of, if anyone else has any comments it would be cool if you shared them.