www.spyderclub.com

[Wayner]

OK, I'll start:

How about this?

http://www.wheels.ca/article/509351

[Larry Jowdy]

A connecting rod is more likely to break when you tap off than when you accellerate
Contrary to popular belief, a connecting rod doesn’t endure the most stress when the compression stroke of a piston pushes down on it. Its worst enemy, by far, is tension. The higher the engine revolutions, the more effort it takes to pull the piston back down. Because of its g-force, piston may weigh thousands of times more at high RPN than when stationary. This means that the connecting rod, and particularly the big-end bolts, endure tremendous stress during the non-compression down stroke. If the throttle is closed, and a vacuum is created on top of the piston, the stress is even worse.

Most connecting rods therefore give up the ghost when you least expect it – at high RPM when there is no power on the engine, or when the engine is overrevved in which case the conrod breaks when attempting to bring down the piston.

Wider tires don't really give you "more rubber on the road"
Motoring journalists frequently use the term "more rubber on the road" to describe the perceived benefits of wider tires. This is not technically true, of course. Contact patch area is a function of weight on the wheel and tire pressure. No matter what the width of the tire, as long as the pressure remains the same, there will be the same area of rubber on the road. In the case of a narrow tire it will be a square patch, and in the case of a fat (wide) tire, it will be an elongated patch of the same area.

[Wayner]