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'11 Mustang GT / '95 Frankenpreza
"A turbo: exhaust gasses go into the turbocharger and spin it, witchcraft happens and you go faster."
- Dr. Clarkson -
Re: Wheel & Tire Rotational Inertia Spreadsheet
Ow, my head hurts from math.
-Sean Martin
2009 Pontiac G8 GT -
Re: Wheel & Tire Rotational Inertia Spreadsheet
That calculation is great, in theory. Should help you choose lightest theoretical wheel/tire package. In practice, other factors usually take precedence over these values, namely: Cost and Tire Availability.
Say you wanted to run a 265mm tire on an E36 M3 in STU class (a real example). There's no 17" ST tire available in that size, so your choices dwindle down to Yokohama Advan in 265/18. The available tire is only made 18" diameter, so you're stuck with one wheel choice: 18" diameter. Costs go up radically over the 17" ST tire available for this car, namely the 255/40/17 Falken. Not to mention the added diameter rubs worse and the entire 18" package... yep ... weighs more. So rotational inertia does factor into these equations.
On a "real race car" costs are less of an obstacle and almost all cars in a given class migrate to one or two tire/wheel packages, usually limited by rules, chassis limitations or available tire diameters/widths. These tend to be in the lightest practical package, too.
At the solo2 level, those real world limitations of cost and tire availability sway choices much more than rotational inertia. Just my 2 cents.
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Re: Wheel & Tire Rotational Inertia Spreadsheet
Totally agree Terry, cost and fitment will be our determening factors. Just thought it was interesting info.'11 Mustang GT / '95 Frankenpreza
"A turbo: exhaust gasses go into the turbocharger and spin it, witchcraft happens and you go faster."
- Dr. ClarksonComment
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