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Suspension

Tyres 1
Tyres 2

History of Wheels 1
History of Wheels 2
History of Wheels 3
History of Wheels 4
History of Wheels 5
History of Wheels 6

Tyre label
History Sec. Wheels
Winter Tyre
Snow Chains
All-weather Tyres
Where to mount new
    tyres?

Radial Ply Tyre
Cross-ply Tyre
Low Cross-section
Tyre fitting
Additional information
Wheel Balancing
Bus Wheel Balancing
Tyre Production 1
Tire Production 2
Speedlimits
Wheel Load Limits
Roller Reststance 1
Stiction
Emergency Running 1
Emergency Running 2
Tyre Press. Control 1
Tyre Control 2
Tyre Press. Control 3
Rims
Alloy Rim
Alloy Rim (production)
Drop-center Rim
Spoked wheel
Rim Hump
Rim (truck)
Emergency Wheel
Offset
Wheel Positions
Wheel-measuring
Wheel Base
Steering Offset
Castor
Steering axis incl.
Wheel Alignment
Relative Steering Angle
Track
Camber
Obl./Side slip angle
Axle Alignment 1
Axle Alignment 2
Axle Alignment 3

Tyre Calculation
Inch -> mm
Slip
Axle Load Distrib.
Payload Distrib.
Roller Resistance 2

Wheels
Wheels 2


         

  The history of wheels 4





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From 1930 onwards, the tyre was given a cross-tread (see picture), to increase the grip on the road. After being made aware of the increasing noises, the deep tread on the edges of the tyres, e.g., were arranged in an irregular order. This was followed by the first phase of speed-records, which ended at little more than 400 km/h, Indeed, heavy demands were made on the tyres.

The tubeless tyre was successfully developed, through an additional sealing on the rim and on the inside of the tyre. These were easier to mount and above all, they were more safe in everyday use, because e.g., there was no longer any friction between the inner-tube and the tyre. The disadvantage was, that particularly later on as a radial tyre, a bead on each side was necessary, to prevent it from slipping into the drop-center when cornering or through the loss of pressure.

At the same time, Michelin invented the first radial-tyre, which would only assert itself generally much later. In this case, the tread-surface was much more stable than the flanks were, partially because steel wires were worked into the carcase. This promised less rolling friction and more stability when cornering. The lower springing effect was compensated for by the vehicle's suspension.

The race for the record-breaking of the 1930s was taken up again. This time, in test runs, where they were pushing for speeds of up to 500 mph, which means approx. 800 km/h. An additional problem for the tyres was (see picture), that the tests took place on salt-flats. At least the crew did walk the track beforehand to remove any potentially dangerous objects.

In the 1970s, the subject of aquaplaning (see picture), became very acute. This was the time of the negative steering radius, which at least, did properly influence the steering in the event of unequal traction. Later on, ABS was introduced, however, the subject of sufficient tread as the best possible protection against aquaplaning, was still the order of the day. Since then, it is no longer permitted to change the tyres crosswise. Nowadays, the rolling direction is often prescribed anyhow.

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