Long lasting Tires

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GUJARAT TECHNOLOGICAL UNIVERSITY (GTU)

Chandkheda, Ahmedabad

Affiliated

L.J.INSTITUTE OF ENGINEERING & TECHNOLOGY

SARKHEJ, AHMEDABAD

A Project ReportOn

Long Lasting Tires Prepared as a part of the requirements for the subject of

DESIGN ENGINEERING-2B

BE-III, Semester-V

Branch- Automobile Engineering

Submitted by

No. NAME ENROLMENT NO,

1 Raviraj V.Dodiya 130320102020

2 Ashit L. Parmar 140323102016

3 Pritesh U. Pavar 130320102092

4 Karan B. Makwana 130320102051

5 Mehulkumar R.Champaneri 140323102003

Assi.Prof.Kartik M. Trivedi

(Faculty Guide)

Prof. Aarti Patel

(Head of Department)

Academic Year (2015)

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CERTIFICATE

This is to certify that project work embodied in this report entitled “Long

Lasting Tires ” was carried out by Mr. Ashit Parmar, Dodiya Raviraj,

Pritesh Pawar, Mehulkumar Champaneri, Karan Makwana –at

L.J.INSTITUTE OF ENGINEERING & TECHNOLOGY for partial

fulfillment of B.E. semester 5th to be awarded by Gujarat Technological

University. This project work has been carried out under my supervision

and is to my satisfaction.

Date:

Place:

Sign.of Guide:-Kartik M Trivedi Sign. of Head of Department

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Project Description:

Our Purpose of defining the project title as “Long Lasting Tires” not only

in terms of the its life but it also define it’s durability in all type of

condition, those are less pollutant than tires made from vulcanization

process because it has sulphur content. These tires are airless, no fear of

puncture, can last in any difficult road condition. The idea of inventing

such tires comes from polyurethane tires used in bicycle. These tires have

greater carrying capacity, wear ability, or sound deadening.

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INDEX

NO. Title Page

No.

1 Activity 5

2 Environment 7

3 Interaction 8

4 Object 10

5 User 12

6 Empathy 14

7 Ideation 18

8 Product Development 23

9 LNM 29

10 Literature Review/ Secondary Research 30

11 Design for Performance, Safety and Reliability 43

12 Design for Ergonomics and Aesthetics 45

13 Design for Manufacturability & Assembly (DFMA) 46

14 Design for Cost, Environment 47

15 Design Calculation 48

16 Conclusion 52

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AEIOU Framework Description

1) Activity

General impression/observation

Driving

Listening Music

Using Mobiles

Going Office

Returning from Office

Fueling

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Elements, Features & Special note

People Using Mobile Phone

Emergency

People not maintaining their vehicle

People not wearing helmet

Sketch/photo- Summaries of activity.

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2) Environment


Roads

Greenery

Restaurants

Buildings


Service Road

Traffic Signal

Accident

Over bridge & Underpass

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3) Interactions


Mobile Communication

Tea-stall,

Traffic police

Restaurant

Garage

Stores


Traffic Police showing direction

Driving in wrong side

Not proper parking

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Scene of Interaction:

Some people were in the garage to seal puncture in their vehicles

Some were filling air in their vehicle’s tire

Some were talking on mobile while driving

Some were having tea at tea stall not parking their vehicles

properly.

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4) Objects


Vehicle

Mobile

Road


Traffic Signals

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Accident

Service Road

Not Proper parking

Inventory of key objects

Vehicles

Signal

Helmet

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5) Users Frame


(Who are present roles and responsibilities?)

Drivers

Students

Doctors

Engineers

Politician

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People standing on road

Not proper parking

Animals on the road

People not following traffic rules.

Scene of Users in context:

Smoking

Taking on mobile

Taking with Traffic police

Gossiping

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Empathy Mapping

1) Why the name of the project is “Long Lasting Tires”?

The name “Long Lasting Tires” define features of the project that it

last long time means less wear & tear, better comfort, convenience

& suspension effect of the tires.

2) Who is the Selected User? Who are the stakeholders?

The selected users are drivers of commercial & passenger cars, two

wheeler’s driver, heavy & medium duty vehicle’s drivers. In short

all the user where the automobile vehicle is concerned. And

stakeholders are the family members of users, mechanic, service

centers, automobile companies, fuel stations, manufacture of tires,

restaurants or dhabas or lodges, traffic police, RTOs, etc.

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3) Activities:

Driving

Fueling

Oil & Lubrication

Tires & Tire’s pressure

Engine Maintenance

Brake Maintenance

Carrying legal permit documents

Going office

Returning from office

Transit goods

Attending Ceremony

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Transit Passenger from one place to other place.

Sleeping

Eating/ Refreshments

Battery Maintenance

Communication on mobile

Listening music or radio

Going for shopping

Going to hospitals

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STORY BOARDING

HAPPY

Once a single senior citizen go through car and in away tire of car was

failed and due to non pneumatic tire he was safety get his work and he

was very happy

HAPPY

Once a patient who needed emergly carried to the hospital in the way a

tire ambulance was punctured. With the help of these tire less time

consume and less effort and carried patient to hospital at proper time.

SAD

My name is Ramesh. I was travelling in construction area where garage

are not available far away that the time my car tire was punctured. I was

pushed my car many kilometer away. I was tired at that time.

SAD

My name is Rahul. When I was going on off road area due to high rocks

the tire got failed and spare wheel is not available. That was my bad

experience.

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Ideation

1) People:

Drivers

Employees

Employers

Students

Government officers

Travelers

Women

Police

Military

Doctors

Politician

Mechanic

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2) Activities

Drivers, Employees, Employers, Students, Government

officers, Travelers, Women, Police, Military, Doctors,

Politician, Mechanic

& below are there activities;

Driving

Fueling

Oil & Lubrication

Tires & Tire’s pressure

Engine Maintenance

Brake Maintenance

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Carrying legal permit documents

Going office

Returning from office

Transit goods

Attending Ceremony

Transit Passenger from one place to other place.

Sleeping

Eating/ Refreshments

Battery Maintenance

Communication on mobile

Listening music or radio

Going for shopping

Going to hospitals

3) Situation/context/location

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Winter

Summer

Monsoon

While driving

While not driving

Road available

Road not available

Slippery road

Hilly road

Vehicle having load

Vehicle not having load

Festive season

Types of load carry i.e. food, fuel, grain, clothes, etc.

Vehicle carrying passengers

Vehicle not carrying passengers

Manufacturing & Marketing

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4) Props/ Possible Solution

Suppose ambulance running in emergency if there is

puncture at such a situation patient may die so tubeless tire is

solution.

There is need to transport vegetables within some time. And

if problem in vehicle is found. Then we cannot transport

vegetables in time.

In express highwaysgarages are not available. If there is

problem related to tire that cannot be solved so tubeless tire

is solution

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Product Development Canvas

1) Purpose:

To reduce wear & tear of tires.

To make it airless for becoming free from maintaining

appropriate pressure in tires.

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To give it better suspension effect.

To eliminate the problems of punctures in tires

2) People:

Drivers

Employees

Employers

Students

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Government officers

Travelers

Women

Police

Military

Doctors

Politician

Mechanic

3) Product of Experience

Feeling of Comfort

Convenience

Safety

Efficient

4) Product Functions

Feeling of Comfort

Convenience

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Safety

Efficient

5) Product Features

Less wear & tear

Airless & tubeless

Less pollution

Long Lasting

6) Components

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Polyurethane

Vulcanized Rubber

Nylon

Ply

7) Customer Revalidation

No Blasting of Tires

Increase Life of Tire

Good in rough

Less Average

Increase speed & performance

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8) Reject/ Redesign/ Retain:

We have tried to decrease weight of tire.

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Learning Need Matrix

Vehicle Dynamics

Autocad

Creo

Properties of Polyurethane

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Literature Review/Secondary Research

Review:1

The airless tire is a single unit replacing the pneumatic tire,

wheel and valve assembly. It replaces all the components

of a typical radial tire and is comprised of a rigid hub,

connected to a shear band by means of flexible, deformable

polyurethane spokes and a tread band, all functioning as a

single unit. The Tweel, a kind of airless tire, though finds

its generic application in military and earth moving

applications due to its flat proof design can also render the

pneumatic tire obsolete in domestic cars.

Our project involves fabrication of an airless tire prototype

for domestic cars; this will be followed by a stress analysis

study of the prototype. The study has been done on the

Solid Works design package wherein – stress and

deflection studies have been performed.

Anuj Suhag, Rahul

Dayal

School of Mechanical

and Building

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Sciences, V.I.T

University, India

In this work, one evaluates the electrical power generated

by an airless tire equipped with piezoelectric bimorphs on

both lateral surfaces of the radially distributed lamellar

spokes. Such sheet-like spokes are hinged both toward the

wheel drum at the inner annular band, and toward the

wheel tread at the outer annular band. Since the hinged

spokes are able to transmit tension forces but unable to

transmit compression forces, bending and buckling of the

spokes occur in the region of contact between the tire and

the road. Models for the rolling friction of the airless tire,

for the bending and buckling deformation of the spokes,

and for the electrical power generated by the airless tire

are suggested. Variation of the curvature radii and bending

deformations for the spokes in the region of contact with

the road are illustrated for various values of the rolling

friction coefficient and spoke length. Then, variation of

the generated electrical power versus the length of contact

is obtained for various travel speeds of the vehicle. One

observes that the generated electrical power increases at

augmentation of the rolling friction coefficient, spoke

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length and travel speed. Although the obtained electrical

power for the proposed harvesting system is relatively

modest, it is not depending on the road roughness, i.e.

harvesting becomes possible even on smooth roads, such

as highway surfaces.

Claudiu Valentin

Suciu and Keisuke

Koyanagi.

Department of

Intelligent Mechanical

Engineering, Fukuoka

Institute of

Technology, Fukuoka,

Japan

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The bead is a loop of high-strength steel cable coated with rubber. It

gives the tire the strength it needs to stay seated on the wheel rim and

to handle the forces applied by tire mounting machines when the

tires are installed on rims.

The body is made up of several layers of different fabrics, called

plies. The most common ply fabric is polyester cord. The cords in a

radial tire run perpendicular to the tread. Some older tires used

diagonal bias tires, tires in which the fabric ran at an angle to the

tread. The plies are coated with rubber to help them bond with the

other components and to seal in the air.

A tire's strength is often described by the number of plies it has.

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Most car tires have two body plies. By comparison, large

commercial jetliners often have tires with 30 or more plies.

In steel-belted radial tires, belts made from steel are used to

reinforce the area under the tread. These belts provide puncture

resistance and help the tire stay flat so that it makes the best contact

with the road.

Some tires have cap plies, an extra layer or two of polyester fabric to

help hold everything in place. These cap plies are not found on all

tires; they are mostly used on tires with higher speed ratings to help

all the components stay in place at high speeds.

The sidewall provides lateral stability for the tire, protects the body

plies and helps keep the air from escaping. It may contain additional

components to help increase the lateral stability.

The tread is made from a mixture of many different kinds of natural

and synthetic rubbers. The tread and the sidewalls are extruded and

cut to length. The tread is just smooth rubber at this point; it does not

have the tread patterns that give the tire traction.

Tire assembly

All of these components are assembled in the tire-building machine.

This machine ensures that all of the components are in the correct

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location and then forms the tire into a shape and size fairly close to

its finished dimensions.

At this point the tire has all of its pieces, but it's not held together

very tightly, and it doesn't have any markings or tread patterns. This

is called a green tire. The next step is to run the tire into a curing

machine, which functions something like a waffle iron, molding in

all of the markings and traction patterns. The heat also bonds all of

the tire's components together. This is called vulcanizing. After a

few finishing and inspection procedures, the tire is finished.

What All the Numbers Mean

Each section of small print on a tire's sidewall means something:

Tire Type

The P designates that the tire is a passenger vehicle tire. Some other

designations are LT for light truck, and T for temporary, or spare

tires.

Tire Width

The 235 is the width of the tire in millimeters (mm), measured from

sidewall to sidewall. Since this measure is affected by the width of

the rim, the measurement is for the tire when it is on its intended rim

size.

Aspect Ratio

This number tells you the height of the tire, from the bead to the top

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of the tread. This is described as a percentage of the tire width. In our

example, the aspect ratio is 75, so the tire's height is 75 percent of its

width, or 176.25 mm ( .75 x 235 = 176.25 mm, or 6.94 in). The

smaller the aspect ratio, the wider the tire in relation to its height.

Tire Traction

Safety grooving, the technique of cutting grooves into a paved road to

increase tire traction, originated at a NASA research center.

There are a lot of different terms used today in the tire industry. Some of

them actually mean something and some do not.

All-Season Tires with Mud and Snow Designation

If a tire has MS, M+S, M/S or M&S on it, then it meets the Rubber

Manufacturers Association (RMA) guidelines for a mud and snow tire. For

a tire to receive the Mud and Snow designation, it must meet these

geometric requirements (taken from the bulletin "RMA Snow Tire

Definitions for Passenger and Light Truck (LT) Tires"):

1. New tire treads shall have multiple pockets or slots in at least one tread

edge that meet the following dimensional requirements based on mold

dimensions:

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Extend toward the tread center at least 1/2 inch from the footprint

edge, measured perpendicularly to the tread centerline.

A minimum cross-sectional width of 1/16 inch.

Edges of pockets or slots at angles between 35 and 90 degrees from

the direction of travel.

2. The new tire tread contact surface void area will be a minimum of 25

percent based on mold dimensions.

The rough translation of this specification is that the tire must have a row

of fairly big grooves that start at the edge of the tread and extend toward the

center of the tire. Also, at least 25 percent of the surface area must be

grooves.

The idea is to give the tread pattern enough void

space so that it can bite through the snow and get

traction. However, as you can see from the

specification, there is no testing involved.

To address this shortcoming, the Rubber

Manufacturers Association and the tire industry

have agreed on a standard that does involve testing. The designation is

called Severe Snow Use and has a specific icon (see image at right), which

goes next to the M/S designation.

Severe winter

traction icon

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In order to meet this standard, tires must be tested using an American

Society for Testing and Materials (ASTM) testing procedure described in

"RMA Definition for Passenger and Light Truck Tires for use in Severe

Snow Conditions":

Tires designed for use in severe snow conditions are recognized by

manufacturers to attain a traction index equal to or greater than 110

compared to the ASTM E-1136 Standard Reference Test Tire when using

the ASTM F-1805 snow traction test with equivalent percentage loads.

These tires, in addition to meeting the geometrical requirements for an M/S

designation, are tested on snow using a standardized test procedure. They

have to do better than the standard reference tire in order to meet the

requirements for Severe Snow Use.

Hydroplaning

Hydroplaning can occur when the car drives

through puddles of standing water. If the water

cannot squirt out from under the tire quickly

enough, the tire will lift off the ground and be

supported by only the water. Because the

affected tire will have almost no traction, cars

can easily go out of control when hydroplaning.

A tire designed to help

prevent hydroplaning.

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Some tires are designed to help reduce the possibility of hydroplaning.

These tires have deep grooves running in the same direction as the tread,

giving the water an extra channel to escape from under the tire.

How Tires Support a Car

You may have wondered how a car tire with 30 pounds per square inch

(psi) of pressure can support a car. This is an interesting question, and it is

related to several other issues, such as how much force it takes to push a

tire down the road and why tires get hot when you drive (and how this can

lead to problems).

The next time you get in your car, take a close look at the tires. You

will notice that they are not really round. There is a flat spot on the

bottom where the tire meets the road. This flat spot is called the

contact patch, as illustrated here.

If you were looking up at a car through a glass road, you could

measure the size of the contact patch. You could also make a pretty

good estimate of the weight of your car, if you measured the area of

the contact patches of each tire, added them together and then

multiplied the sum by the tire pressure.

Since there is a certain amount of pressure per square inch in the tire,

say 30 psi, then you need quite a few square inches of contact patch

to carry the weight of the car. If you add more weight or decrease the

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pressure, then you need even more square inches of contact patch, so

the flat spot gets bigger.

A properly inflated tire and an underinflated or overloaded tire

You can see that the underinflated/overloaded tire is less round than

the properly inflated, properly loaded tire. When the tire is spinning,

the contact patch must move around the tire to stay in contact with

the road. At the spot where the tire meets the road, the rubber is bent

out. It takes force to bend that tire, and the more it has to bend, the

more force it takes. The tire is not perfectly elastic, so when it

returns to its original shape, it does not return all of the force that it

took to bend it. Some of that force is converted to heat in the tire by

the friction and work of bending all of the rubber and steel in the tire.

Since an underinflated or overloaded tire needs to bend more, it

takes more force to push it down the road, so it generates more heat.

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Tire manufacturers sometimes publish a coefficient of rolling

friction (CRF) for their tires. You can use this number to calculate

how much force it takes to push a tire down the road. The CRF has

nothing to do with how much traction the tire has; it is used to

calculate the amount of drag or rolling resistance caused by the tires.

The CRF is just like any other coefficient of friction: The force

required to overcome the friction is equal to the CRF multiplied by

the weight on the tire. This table lists typical CRFs for several

different types of wheels.

Tire Type Coefficient of Rolling

Friction

Low rolling resistance

car tire 0.006 - 0.01

Ordinary car tire 0.015

Truck tire 0.006 - 0.01

Train wheel 0.001

Let's figure out how much force a typical car might use to push its

tires down the road. Let's say our car weighs 4,000 pounds

(1814.369 kg), and the tires have a CRF of 0.015. The force is equal

to 4,000 x 0.015, which equals 60 pounds (27.215 kg). Now let's

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figure out how much power that is .So the amount of power used by

the tires depends on how fast the car is going. At 75 mph (120.7 kph),

the tires are using 12 horsepower, and at 55 mph (88.513 kph) they

use 8.8 horsepower. All of that power is turning into heat. Most of it

goes into the tires, but some of it goes into the road (the road actually

bends a little when the car drives over it).

From these calculations you can see that the three things that affect

how much force it takes to push the tire down the road (and therefore

how much heat builds up in the tires) are the weight on the tires, the

speed you drive and the CRF (which increases if pressure is

decreased).

If you drive on softer surfaces, such as sand, more of the heat goes

into the ground, and less goes into the tires, but the CRF goes way

up.

Problems With Tires

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The wear patterns of an underinflated, properly inflated and

overinflated tire

Underinflation can cause tires to wear more on the outside than the

inside. It also causes reduced fuel efficiency and increased heat

buildup in the tires. It is important to check the tire pressure with a

gauge at least once a month.

Overinflation causes tires to wear more in the center of the tread.

The tire pressure should never exceed the maximum that is listed on

the side of the tire. Car manufacturers often suggest a lower pressure

than the maximum because the tires will give a softer ride. But

running the tires at a higher pressure will improve mileage.

Misalignment of the wheels causes either the inside or the outside

to wear unevenly, or to have a rough, slightly torn appearance.

Performance:

Performance is characterized by the amount of useful work accomplished

by a system compared to the time and resources used.

Performance depends on the following things:

Response time for a given piece of work

High throughput (rate of processing work)

Short data transmission time

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Mechanism used

Material used

Properties of a material

Maintenance & effective use of the system

Dimensions of a system

Working conditions

Environmental variables

Skill of worker

The main objective of the system fulfills when a system gives the

performance for which it is made .System should perform equally well in

all weather conditions, at all locations .Also we have to note that we have

designed a system for by taking into account particular conditions but our

system should be such that it can work under varying conditions, too.

Suppose a turbine has been made to work under a head of 250 m but if

due to less rainfall or any other circumstances if head is less than 250m it

should give equal performance as it was giving under a head of 250 m.

Whenever performance is concern then solid tire is more suitable

because it does not required any air which will maintain it’s pressure. Due

to this performance of “Long Lasting Tires” remains same all the time, in

all working condition same. It does not fluctuate due to variation in air

pressure like pneumatic tires.

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Reliability:

The reliability is defined as the probability that a component,

system, or device will perform without failure for a specified

period of time under the specified operating conditions.

A machine element should have reasonably good reliability so

that it can perform its function satisfactorily over its life span.

Our product is more reliable than all pneumatic tire because it is

safe, comfortable in use & more efficient in working condition.

Safety:

A machine element should be designed such that it ensures safety

of the users and machine.

Yes our product or tires are more suitable whenever safety is concern

because it eliminates all the problems caused by the pneumatic tires.

Ergonomics:

Ergonomics is defined as the scientific study of the

man-machine-working environment relationship and the

application of anatomical, physiological, and psychological

principles to solve the problems arising from this relationship.

The objective of ergonomics is to make the machine fit for user

rather than to make the user adopt himself or herself to the

machine. If the user in likely to communicate directly with the

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machine element, it should be designed with an ergonomic

considerations.

Our product is more safer than pneumatic tires due to no fear of

blasting of tires & provide same comfort & convenience like

pneumatic tires.

Aesthetics:

Aesthetics deals with the appearance of the product. In a present days

of buyer's market, with a number of products available in the market are

having most of the parameters identical, the appearance of the product is

often a major factor in attracting the customer. This is particularly true for

consumer durables like: automobiles, domestic, refrigerators, television

sets, music systems, etc.

Our product completes all aspect of aesthetic and looks cool. Buyers

will definitely love to buy it.

Manufacturing:

In a design of machine element, the selection of manufacturing

processes must be given a due importance. The manufacturing processes

should be selected such that the machine element can be produced with

minimum manufacturing cost and, as far as possible, with existing

manufacturing facilities.

Manufacturing is very simple to make it because it does not include

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any complicated shapes & grooves in it.

Assembly:

A machine element or a product should be designed such that it

facilitates to minimize the assembly cost and time.

Due to we just using layer not providing any extra complicated

construction it minimize the assembly cost.

Cost:

The life cycle cost of the machine element consists of: production

cost, operating cost, maintenance cost, and disposal cost.

A machine element should have a minimum possible life cycle

cost.

Our product cost will be the same as the tubeless tires or less then

to it because it’s simplicity in design.

Environment:

Our product or machine element should be environment friendly.

It should not harm the environment.

Pneumatic tires has sulphur content & due to wear tear it spoil the

atmosphere using polyurethane solid tie are more eco-friendly.

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Design Calculations:

We have not calculated the dimension or we did not obtain

by ourselves but we have used standard dimension used in

Hyundai Accent car

195/50R16

Means 195 is the width of the tire

50% height of width of the tire

And diameter of the tire is 16”

We are using 3 layer of plies

1 Layer of steel to give it sufficient strength to resist all

types of load acting on it

1 Layer of vulcanized rubber used in our recent tire to make

it hard up to some extent. Because polyurethane is quite

softer than vulcanized rubber.

The outside and most inside layer is of polyurethane to give

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it better suspension effect like pneumatic tires.

speed

rotation velocity

gear ratio

tire size - radius

effective gear ratio

tire size - diameter

crawl ratio

CALCULATING TIRE DIMENSIONS (Definitions)

Tread Width – Distance across tread from shoulder to shoulder

Width Loaded – Tire width (overall) under rated load conditions.

Static Loaded Radius (Loaded Radius) – The distance from the

centerline of the axle to the road.

This refers to a properly mounted tire under a prescribed load.

Tread Depth – This is the distance from the bottom of the tire’s tread

grooves – typically expressed in

1/32 increments.

Minimum Dual Spacing – It is the minimum dimension recommended

between rim centerlines for

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dual wheel installation.

To calculate a tire’s aspect ratio, you’ll simply divide the tire’s section

height by its section width.

Section Height ÷ Section Width = Aspect Ratio

Aspect Ratio -- The relationship between section height and section

width. The higher the aspect ratio number, the more narrow the tire,

relative to its height. To calculate a tire’s aspect ratio, you’ll simply

divide the tire’s section height by its section width.

Deflection – The difference between a tire’s free radius and its static

loaded radius.

Free Radius – The radius of the mounted wheel and tire assembly when

the tire is properly inflated

and not deformed by the weight of a load. Free radius is measured from

the axle centerline to the

road contact surface of the tread.

Loaded Section Height – The static loaded radius, minus half of the rim

diameter. Loaded section

height is equal to the distance from the road surface to the rim seat.

Overall Diameter – The diameter of an inflated tire at the outermost

surface of the tread, including

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24-hour inflation growth.

Tire (Overall) Width –The width of a new tire, including 24-hour

inflation growth, and including

protective side ribs, bars and decorations.

Revolutions Per Mile – Measured number of revolutions for a tire

traveling one mile. This can vary

with speed, load and inflation.

Rim Width – The distance between the inner and outer bead seat flanges.

Rolling Circumference – The straight-line distance traveled by a tire

during one full rotation. This

number will also change with load, inflation and speed.

Section Height – Half the distance between the overall diameter and the

nominal rim diameter.

Section Width (Loaded Section Width) – Linear distance between the

outside of sidewalls of an inflated tire (exclusive of markings, etc.)

Static Loaded Radius (Loaded Radius) – The distance from wheel axle

centerline to supporting tread surface at a given load and pressure in a

static condition.

Tread Depth – This is the distance from the bottom of the tire’s tread

grooves typically expressed in 1/32 increments.

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Conclusion:

We think to use solid tires to keep same performance characteristic which

is decreased in pneumatic tire due to low pressure in tires. This decrease

fuel efficiency, increase wear & tear of tires, resulting in decrease life of

tires. Using solid tire by making some material changes of more

modification it can give excellent performance of vehicle and overalls it

proves more reliability.

Documents

Long lasting Tires