At least we know there be a child sacrifice nearby. Satire

Manufacturers are imposing anti "right to discuss" policies.

Oh wait no. That's social media

Must be some model t that would never run

Then they would argue about what oil to use! Greetings from Montreal!

That's what I was thinking as well.Some of the extra distance could have been from brake fade or glazing due to the hard braking.

​@@EvrttGrnor the tires getting hotter and more worn out, or the surface getting scrubbed, revealing newer cleaner rubber beneath.

I think it wont make a difference, three different cars, different brakes, different tires and in all test results are the similar.

@@PREDATEURLT the fact they are similar is reason to do a 4th test to rule out heat soak and glazing. What’s the harm?

@@winstonsmasterplan No harm, but I think it won't differ.

Busses have other important proprieties other than braking. Busses also have to consider weight rating (how much weight each tire can support) to avoid tire bursts or tire overheating. Same goes for large trucks. But for normal cars, this video is correct.

Yes, add the rubber softness/hardness or summer/winter/ all weather tires to this experiment.

You really didn't understand the point of the experiment. This experiment was about varying tire pressure and its effect on braking distance.

I would only recommend going to the wear bars in warm/dry climates. Otherwise it's not enough tread for rain, and especially not snow.

Cool story bro

There is no need to have arguments. Simply tell them to go read their car owner's manual and then come back to you to apologies for disagreeing with you. If you try to hold a debate with them right there and then, they won't listen to you.

Two starter motors too!

Competition car audio. Those vehicles sometimes have several alternators often outputting 350amps a piece at 16V

​@@operator8014that's pointless

Clever comment, but this would happen on the road as well, which makes this experiment not too inaccurate

I thought this too. Increased contact patch and all that.

​@@will24655underinflated radial tires actually have less contact patch than when properly inflated. The design of them causes the tread to cup inwards at the center.

@@zeropointzero if talking about extremes... slick tires are used in drag racing

@@serhisidorov486 yes, but drag slicks are bias ply. Totally different structure.

Unless they can get an extremely large tank of air, a given 2 liter engine at idle (assumed to be idling at 1000 RPM) will process/require 1000 liters of air per minute, or 35.3 cubic feet per minute (a common air density measurement used with engine intakes). Assuming a redline of 6000 RPM, the same engine will suck 6000 liters of air per minute, or 211 CFM. The standard half inch air impact requires a measly 5-8 CFM at 90 PSI, and using one of them will drain a 20 gallon tank quite rapidly, as 20 gallons translates to 2.67 cubic feet. Granted, compressing air does change its density, but a standard 20 gallon tank compressed to 90 PSI releasing its pressure at a regulated 20 PSI of "boost" would still need to release that pressure at a volume that would empty the tank quite quickly in order to appropriately feed the engine. As for how I figure that, I'm dividing the RPM by two to account for "half strokes" where no air is moving (compression and power strokes), and then multiplying that result by the overall displacement (2 liters to make it easy) This works because each cylinder moves its air between two revolutions of the crankshaft (suck-squeeze, then bang-blow) Remember!! Engines themselves are air pumps, so the problem arises when you're trying to feed a 2,000 CC pump (engine) with a 150cc pump (air compressor)

they have already done that they started with a propane sized tank and ended up with 2 oxygen tanks it is on there video list

Yeah I dont get it either

@@keilveil9153 They lowered it way too much. .2, or .3 bar at the max will probably outbrake the recommended tire pressure, but not by much. There are too many variables involved (tire carcass rigidity, tire temperature, surface conditions, tire wear, tire profile etc) and the test was too simplistic. Plus the tires were junk. You could see the Mitsubishi's tires with cracks all around the rim. Those tires are cooked.

Radial tires do really bad things when underinflated. If they tried a skidpad test it would have been dramatic

The middle of the tire curves up when the pressure is that low. The car bounces a bit too.

@@keilveil9153 it's some advanced science, it has to do with the PSI - pressure per area. The car is only so heavy, distributed among all 4 wheels, the total pressure forcing the rubber into the road is "less" than what is required to make the rubber bite into the ground. Essentially the flatter tyre acts like a large ski board. And, too inflated, acts like ice skates - just glides on the floor.

Apocryphal. But trying to explain to someone who can't even spell brakes properly how they work isn't worth the effort.

@@michaeljucius9509 don't be a dick your life isn't worth the effort

​@@michaeljucius9509Not apocryphal to those of us who have worked on drum brakes. There is a "self-adjuster" that works when braking while traveling in reverse. Study a torn-down drum brake, and when you see some parts that even you don't understand, that'll be it. You're welcome.

Underinflating tires actually creates a smaller contact patch. When you underinflate a tire, the sides of the contact patch will have good grip but the center will have less grip because the tire has too little air to push the whole contact patch properly onto the road. When a tire is overinflated, the opposite happens. Having too much air creates a "balloon" effect where the contact patch is slightly rounded. This means the center will have the most grip while the sides will barely touch the road. Following the recommended pressure on the door sticker will ensure the tire has enough pressure to for the whole contact patch to properly grip the road.

@@angrysocialjusticewarrior Thanks for reading the wikipedia entry on tire pressure. I'll be sure to mention this to the places I learned auto repair at... over 20 years ago. It depends on how much a tire is over or underinflated as well as the type of terrain it is on and even the temperature it operates at. You forgot to mention things like that.

@@whyjnot420 The things you mention are not relevant to the discussion. Temperature is not relevant because the recommended pressure displayed on the door placard already accounts for temperature. Terrain is also not a factor since the recommended pressure provides optimal contact patch for both road and offroad conditions. It is only in niche circumstances where you would deflate tires to avoid getting stuck on an extremely muddy trail.

Cool story bro

Less pressure per area

Heated tire increases its own operating temperature

By pushing the pedal until the ABS kicks in (It was noted at the start of the video that all cars have ABS) you're guaranteeing that the car is braking hard enough to lock the wheels. If there's less grip, less pedal pressure is needed to lock the wheels, but more pedal pressure won't stop the car any quicker, so it's not a useful thing to keep constant in the experiment in the first place.

Nissan Sunny B14

The difference would be too small to properly measure it

@@MattyEngland 2.2 bar equals 32 lbs of pressure. Lowering it to 1 bar is dropping the air pressure to less than half recommended pressure, around 15 lbs. If they had dropped the pressure to 28 lbs which is 4 lbs under recommended, it would represent real world tire pressures. Not many people ignore their tire pressures when they get as low as one bar which I would estimate being about 15 lbs, because the tires will be noticeably flat. Plus, I'd like to see if underinflating a tire by a few lbs would actually decrease braking distance.👍😎✌🗽

They aren't testing max braking performance, just the difference between pressure... Old tires / new tires, there will still be differences.

Yeah its relative to itself, so the test is good

They'd work, but the pistons would have to have a uniform cylindrical cross section for the whole stroke length of the engine for the rings to seal on them, so it wasn't as practical a solution as having the rings move with the piston.

@@peglor i was thinking, youd have to weld some kind of bus bar onto the rings to make sure the piston doesnt catch on the up/down motion

even though its never going to happen, but if anybody could come up with a way to do it, it would be those guys

That's what I was thinking. Did they think about brake fade

They mostly used ladas which can barely do 60, which is a good thing because look at the state of everything

They'd need a much better track with longer straights and plenty of run off areas to do that even slightly safely. The chance of killing someone rises dramatically as speed increases too, especially given the cars they use have no crash safety to speak of. You're literally asking them why they're not trying to kill themselves for your entertainment.