I’m not a tire engineer, but somehow that never stops me from having an opinion.
If I’m looking at the correct document, then it states this:
That all seems fine in theory, but what kart running anywhere close to competitive speeds is generating 4 degrees (or less) of slip angle other than during the time when load is initially being transferred to the outside front tire to initiate a turn, or load is being transferred from the front tire to the outside rear tire to manage the kart’s trajectory from the corner’s rotation point to the exit? This idea of driving the outside front tire into turns and the outside rear tire out correlates to TJ’s point about the radius of the inner tires being relatively unimportant to maximum performance.
Then they say:
Again we have theory (slip angle remains constant), which it never does in real life, but more importantly, the whole statement is unclear (seemingly contradicting itself). It says traction increases as load increases until the tire reaches optimal ‘load’ (which presumably correlates to optimum drift angle… aka the slip Vs G-load curve).
That all makes sense, and we can intuit that once the tire is at optimal load, adding additional load will simultaneously increase drift angle and reduce traction (while also scrubbing speed and increasing tire temperatures and wear). However, then they go on to say “THE” load transfer leads to a reduction in force (traction), when based on what they said previously they mean “Excessive” load transfer leads to reduced traction.
So ultimately it seems like they are saying what we all already understand empirically and/or intellectually… The outside tires MUST be optimally loaded to produce optimal traction. The inside tires contribution in terms of cornering force is minimal, however, for karts, their contribution to the management of load transfer to the outside tires (jacking weight into the inside front to influence how the inside rear lifts) is critical to effective tire load management.
That just my $0.02