It is disappointing to see how new ideas are handled in this forum. That probably explains why I really don't bother contributing very often. Offthewall
is addressing his concerns in a somewhat logical manner and deserves a response. Those who chime in with one line taunts really just show their ignorance. For example: anyone with an undergraduate math degree understands the significance of the word 'orthogonal'.
Originally Posted by offthewall
This is my issue with your method. You have NO actual data as to what that "optimal" warm pressure is. You are making unsubstantiated guesses as to what that pressure is...
Fair enough. We don't get the data we need from RV tire manufacturers.
Race tires? No problem. Warm tires are all that matters, and race teams know how to read warn pressure charts, so that's the data they get. Teams must still take sample readings like I do to get the accurate parameters for their vehicle in different conditions. But as you suggest, once you have a performance curve, you expect your scatter plot of readings for a given set of parameters will fit the polynomial function provided by the manufacturer.
After several runs with a TPMS you will get a nominal set of warm readings that ARE CORRECT FOR YOUR VEHICLE UNDER YOUR NORMAL DRIVING CONDITIONS. I would apply regression analysis if I thought the numbers were inconsistent or if I suspected there were more variables involved. The truth is: a 10% rise +/- 1% after 20 minutes of driving over the cold temperature reading pretty much works across all conditions I encounter. Sensor jitter probably accounts for the 1% variation. This is the warm pressure number I use. Your results will be different.
Any cold pressure chart from a tire manufacturer assumes an average pressure increase for an average vehicle under average conditions.
That estimate is incredibly inaccurate across all possible vehicles and conditions. My so called empirical
readings, taken over a large enough set of samples and conditions, are many times more accurate.
When some of you suggest I am 'guessing at numbers', you should realize that cold pressure tire charts from manufacturers have a lot more guess work involved.
In the end, I don't think many of you understand the power of a TPMS and what you can do with it. In my line of business, we often say: "You can't manage what you don't measure." With a TPMS you can manage your coach much better than ever before. That doesn't seem to interest some of you.