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Thanks Norm. It's been 25+ years since I studied this in undergrad school, and I specilized in heat transfer and fluids in grad school, but I've been out of the engineering world now for more than 15 years. :( Your response has pointed me down the right path to reviewing/understanding this...

I'm in a back-and-forth with a guy on a car board about the stiffness of an anti-sway bar. From what I recall (and from what I've found in my old texts), a solid bar in torsion has a spring constant that varies with the 4th power of the bar diameter. The spring constant is given for a soild...

When the term "deformation" is used in describing the three components of grip, I always took it to mean local deformation of the tread due to asperities of the pavement surface (as opposed to a more global deformation of the tread face due to contact patch shape).

When going to a wider tire and assuming that the contact patch is now wider (but shorter in the longitudinal direction -- assume same inflation pressure and load in each case hence we end up with same contact patch area), it would seem that the benefit could also be coming from the distribution...

>>Can anyone explain in more detail what causes the decrease in Cf, and/or suggest a book on tires that is more comprehensive than the chapter in RCVD.<< I would suggest "The Racing and High Performance Tire" by Paul Haney. He goes into great detail about the three ways a trie develops...