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Video Suspension

Video Tyres 1
Video Tyres 2

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

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

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

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

Video Wheels
Video Wheels 2


          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Tyre Production







The important role that the tyres play on a vehicle, is impressively shown in formula 1 racing. Whereas improvements, e.g., in the aerodynamics are reflected in the lap times by tenths of seconds, the tyre improvements are responsible for reductions of whole seconds and often more. Another extreme example is the airplane tyre which when landing is brought from possibly -50C, from the higher air layers up to 120C at touch-down. Moreover, this is still the most often re-treaded tyre.

The above picture shows only a small number of substances which are necessary for the tyre production, in reality there can be more than 200. Whereby, the important raw material for the tyre, the natural rubber, can not be substituted. 75 percent of the world's production is designated purely for making tyres. Some producers even have their own rubber tree plantations to ensure their supply of raw material. Also very important is soot which gives not only a higher abrasion-resistance and stability, but also gives the tyre its black colour.

The production of natural rubber is a long process. After cutting the rubber trees - years after their planting - latex milk which is reddish-white in colour, pre-treated with acetic acid and pre-vulcanised, comes to Europe in the form of elastic chunks. This and the vulcanisation form the backbone of the tyre producing industry.

Vulcanisation was invented in 1839 after many throwbacks by Charles Goodyear. Through the addition of sulphur, zinc oxide (earlier lead oxide) and turpentine, a ductile, stable compound is developed. Later after treatment at a very constant temperature of approx.130C, the sticky, still unbonded components produce a finished tyre which fulfils the requirements described above.

The production date of a tyre can, by the way, be found in the tyre code. Within the DOT identification number, a 3-figure number (pre 2000) and thereafter a 4-figure number is to be found. Whereby, the first two figures show the production week from 1 to 52 and the second two figures show the production year. These are, e.g., important tips if the tyre is to be re-treaded or is a retread. For this reason, the DOT description is normally found very near to the wheel rim. 08/08






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2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email: lesdon@t-online.de

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