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Wheel change
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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

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

  The history of wheels 4

Previous page

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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Translator: Don Leslie - Email:

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