Spessore battistrada

Credo sia normale per un pneumatico estivo. Lo considero corretto. Credo che ogni casa abbia un suo standard. Da dove ti arriva la notizia che il battistrada nuovo deve avere 10 mm ?

 

Sono giusti i 7/8 mm

 

8mm mi paiono giusti /emoticons/wink@2x.png 2x" width="20" height="20" />

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Non saprei [emoji848], la mia unità di misura sono i fil di ferro quando escono [emoji23]

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Ma davvero? Hai già visto fil di ferro? Perché non hanno sfiammato per avvertirmi?[emoji23]

No dai, hanno una pistata, parecchi traversini,mooolte curve liguri e 3-4000km di vita! La foto inganna...spero[emoji23]

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Vabbè dai, io le cambio sempre a 3-4 mm...dal cerchio[emoji23]

Le spalle delle anteriori con le quali è uscita dalla fabbrica, 7000km e rase al suolo! Ma non avevo ancora montato le boccole per la campanatura, mentre al momento, con gomme decisamente più morbide (Michelin pss) la spalla sembra reggere bene.

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Mi dispiace ma non so dirti, mai montato Pirelli negli ultimi 10 anni !

Ma fare i tornanti mangiando la focaccia di Recco non ha prezzo [emoji23], o meglio, il prezzo lo fa poi il carrozziere [emoji23]

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Tranquillo Max, ci penserò io a finirli in 5/6000 km

 

salute a tutti,

lo spessore del battistrada varia in funzione del tipo di gomma;

ci sono gomme cosiddette sportive che hanno spessori intorno ai 6 mm

 

ma una guida semisportiva quanto durano le gomme?

20mila km?

 

A me, con auto stock (prima di campanare all'anteriore) quelle davanti son durate 7000km [emoji23][emoji23][emoji23], spalle finite, quindi in teoria fuori legge, centro e interno ancora decenti. Dipende da tanti fattori, tipo strade percorse e mescola pneumatici; mai superato i 20/25k km, ma io sono una bestia[emoji23]

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[h=1]Tire Tech[/h] [h=2]Uniform Tire Quality Grade (UTQG) Standards[/h] (Lea en español)

The U.S. Department of Transportation (DOT) National Highway Traffic Safety Administration's (NHTSA) Uniform Tire Quality Grade Standards (UTQG) were originated to provide consumers with useful information to help them purchase tires based on their relative treadwear, traction and temperature capabilities. While it is required by law for most passenger car tires sold in the United States, it is not required for deep treaded light truck tires, winter/snow tires, temporary spare tires, trailer tires, tires under 12" in diameter and other select tires.

When looking at UTQG ratings it is important to realize that the Department of Transportation does not conduct the tests. The grades are assigned by the tire manufacturers based on their test results or those conducted by an independent testing company they have hired. The NHTSA has the right to inspect the tire manufacturer's data and can fine them if inconsistencies are found. While most new tire lines have their grades established when they are introduced, they are allowed a 6-month grace period to allow the tire manufacturer to test actual production tires. Once a grade is assigned it must be branded on the tire's upper sidewall and printed on its label.

Unfortunately, the rating that is of the most interest to consumers is the one that appears to be the least consistent. While the Treadwear Grade was originally intended to be assigned purely scientifically, it has also become a marketing tool used by manufacturers to help position and promote their tires.

"Maybe it's because tires are so complex and their uses can be so varied, that [uTQG] grades don't always reflect their actual performance in real world use."

[h=3]Treadwear Grades[/h] UTQG Treadwear Grades are based on actual road use in which the test tire is run in a vehicle convoy along with standardized Course Monitoring Tires. The vehicle repeatedly runs a prescribed 400-mile test loop in West Texas for a total of 7,200 miles. The vehicle can have its alignment set, air pressure checked and tires rotated every 800 miles. The test tire's and the Monitoring Tire's wear are measured during and at the conclusion of the test. The tire manufacturers then assign a Treadwear Grade based on the observed wear rates. The Course Monitoring Tire is assigned a grade and the test tire receives a grade indicating its relative treadwear. A grade of 100 would indicate that the tire tread would last as long as the test tire, 200 would indicate the tread would last twice as long, 300 would indicate three times as long, etc.

The problem with UTQG Treadwear Grades is that they are open to some interpretation on the part of the tire manufacturer because they are assigned after the tire has only experienced a little treadwear as it runs the 7,200 miles. This means that the tire manufacturers need to extrapolate their raw wear data when they are assigning Treadwear Grades, and that their grades can to some extent reflect how conservative or optimistic their marketing department is. Typically, comparing the Treadwear Grades of tire lines within a single brand is somewhat helpful, while attempting to compare the grades between different brands is not as helpful.

[h=3]Traction Grades[/h] UTQG Traction Grades are based on the tire's straight line wet coefficient of traction as the tire skids across the specified test surfaces. The UTQG traction test does not evaluate dry braking, dry cornering, wet cornering, or high speed hydroplaning resistance.

The Traction Grade is determined by installing properly inflated test tires on the instrumented axle of a "skid trailer." The skid trailer is pulled behind a truck at a constant 40 mph over wet asphalt and wet concrete test surfaces. Its brakes are momentarily locked and the axle sensors measure the tire's coefficient of friction (braking g forces) as it slides. Since this test evaluates a sliding tire at a constant 40 mph, it places more emphasis on the tire's tread compound and less emphasis on its tread design.

In 1997, the UTQG Traction Grades were revised to provide a new category of AA for the highest performing tires in addition to the earlier A, B and C grades. Previously the A grade had been the highest available and was awarded to tires that offered wet coefficients of traction above 0.47 g on asphalt and 0.35 g on concrete. Today the grades and their traction coefficients are as follows:

[TABLE=class: techrows]

[TR]

[TH=class: title]Traction

Grades[/TH]

[TH=class: title]Asphalt

g-Force[/TH]

[TH=class: title]Concrete

g-Force[/TH]

[/TR]

[TR]

[TD=align: center]AA[/TD]

[TD=align: center]Above 0.54[/TD]

[TD=align: center]0.38[/TD]

[/TR]

[TR=class: grey]

[TD=align: center]A[/TD]

[TD=align: center]Above 0.47[/TD]

[TD=align: center]0.35[/TD]

[/TR]

[TR]

[TD=align: center]B[/TD]

[TD=align: center]Above 0.38[/TD]

[TD=align: center]0.26[/TD]

[/TR]

[TR=class: grey]

[TD=align: center]C[/TD]

[TD=align: center]Less Than 0.38[/TD]

[TD=align: center]0.26[/TD]

[/TR]

[/TABLE]

Unfortunately the immediate value of this change to tire buyers will be limited. Use of the AA grade will first be seen on new tires that are introduced after the standard was enacted and will then appear later on tires that have had the required wet traction all along, but were introduced when the single A was the highest available grade.

[h=3]Temperature (Resistance) Grades[/h] The UTQG Temperature Grade indicates the extent to which heat is generated and/or dissipated by a tire. If the tire is unable to dissipate the heat effectively or if the tire is unable to resist the destructive effects of heat buildup, its ability to run at high speeds is reduced. The grade is established by measuring a loaded tire's ability to operate at high speeds without failure by running an inflated test tire against a large diameter high-speed laboratory test wheel.

[TABLE=class: techrows]

[TR]

[TH=class: title]Temperature

Grades[/TH]

[TH=class: title]Speeds

in mph[/TH]

[/TR]

[TR]

[TD=align: center]A[/TD]

[TD=align: center]Over 115[/TD]

[/TR]

[TR=class: grey]

[TD=align: center]B[/TD]

[TD=align: center]Between 100 to 115[/TD]

[/TR]

[TR]

[TD=align: center]C[/TD]

[TD=align: center]Between 85 to 100[/TD]

[/TR]

[/TABLE]

Every tire sold in the United States must be capable of earning a "C" rating which indicates the ability to withstand 85 mph speeds. While there are numerous detail differences, this laboratory test is similar in nature to those used to confirm a tire's speed ratings.

Unfortunately for all of the money spent to test, brand and label the tires sold in the United States, the Uniform Tire Quality Grade Standards have not fully met their original goal of clearly informing consumers about the capabilities of their tires. Maybe it's because tires are so complex and their uses can be so varied, that the grades don't always reflect their actual performance in real world use.