Why Tyre is so Important

•Each year People spend millions of Rupees on the

purchase of tyres. Unfortunately, they don't spend much
time taking care of them.

•Tyres are one of the most important parts of a vehicle,

helping a vehicle perform to its maximum capabilities

•What most people don't realize is that tyres add value

to their vehicles when properly cared for.

•Proper tyre maintenance involves very simple, routine

tasks that can save consumers both money and
headaches.

•On the other hand, they're also one of the most

overlooked components of a vehicle. By giving them a
little attention at regular intervals, consumers can
enhance the performance of their vehicles and make
their tyres last a lot longer.
 DIFFERENT TYPES OF TYRE
USED IN DEFENCE (JK)

SIZE APPLICATION
•12.00-20 18PR •STALLION, TATA-
JETKING & 12.00-20 LPTA, SWATAJ
18PR SCHW MAZDA
•12.00-20 18PR HWK •TATA-4T& TRAILERS

•12.00-20 18PR CC •TELCO-LPTA

•11.00-20 12PR SAND •SHAKTIMAN-3T
•9.00-20 12PR HIGRIP •TATA-4T
•8.25-20 12PR HIGRIP •SHAKTIMAN-3T
•8.25-20 10PR HIGRIP •NISSAN-1T
•9.00-16 16PR SONA •105MM GUN
•7.50-16 8PR LTS36 •M&M 540D
•7.00-16 6PR HG •JONGA
•6.00-16 6PR HG • JEEP- WILLIS, M&M
•165 R 15 RALLY •AMBASSADOR
 KNOW YOUR TYRE

TYRE: A precisely engineered assembly of rubber, chemicals, fabric

and metal designed to provide traction, cushion road shock and carry a
load under varying conditions.
TREAD

BREAKER:
BUTTRESS
WINDOW:

SIDEWALL
PLY:

CHAFER:

FILLER or BEAD
APEX:
BEAD:
 Tyre Components

Tread
Breaker

Plies

Sidewall
Inner Liner

Bead filler

Bead

Chafer
The COMPONENTS

A Typical Tyre Section

 The COMPONENTS

TREAD:That portion of a tyre that comes into contact with

the road. It is distinguished by the design of its ribs and
grooves. This provides the traction, maneuverability and
determines the mileage of the tyre.

BREAKER:A rubber-coated layer of cords that is located

between the plies and the tread. It helps in bonding between
the tread and plies and protect the casing from road shocks .
 The COMPONENTS

PLY:A rubber-coated layer of fabric, usually Nylon,

containing cords that run at opp. angle to each other;
extending from bead to bead. No. of plies determines the
strength of the tyre and load carrying capacity of the same.

SIDEWALL: That portion of a tyre between the tread and

the bead which flexes in service. All the tyre related
information are written on this part of tyre. This protects the
plies from getting damaged from external cuts.
 The COMPONENTS

BEAD APEX or FILLER : A solid rubber placed over

Bead.

CHAFER: Rubber
coated Nylon cross woven
fabric. It protects bead
from chafing action of
rim.

BEAD: A round hoop of steel wires, wrapped or reinforced

by ply cords, that is shaped to fit the rim; holds the tyre onto
the rim..
 Tyre Components

Tread
It is the only part that comes in contact
with the road.
It is an extruded slap of rubber compound.
It must posses,
•Good Abrasion Resistance
•Good Traction
•Low Noise
•Low Heat Buildup.
Sidewall

Sidewall is an extruded rubber compound layer

applied on both side of the tyre between beads and
buttress.

It protects the carcass from external damage

It is designed to have good resistance to flexing, flex

cracking, resistance to cut growth, oxygen and
ozone.
 Tyre Components
Plies
These are main reinforcing components of tyre
and are cut from rubber coated fabric. These
consists of cords of cotton / rayon / nylon /
polyester.

Plies extend from bead to bead.

Inner liner

It is a thin layer of rubber compound on the

inside of the tyre. This insulates the fully the
tyre cords from inner tube.

It protects the tube in the tube type tyres and

prevents permeation of air in tubeless tyres. It
also protects the tyre cord fabric from
degradation by moisture absorption from
atmosphere.
 Tyre Components
Breaker
These are narrow width hanging plies cut at an
angle and placed centrally on the top of the tyre
casing. It acts as ;
a Cushion for impact
adhesive layer between tread and carcass
controls the tyre growth
protect carcass damage from sharp objects.
Chafer
These are narrow circumferential strip of cross
woven rubberized fabric encloses the bead
area. The upper edge is located slightly above
the rim flange height and extends downwards
and around bead base.

It protect the plies against wear and chafing by

rim and prevents penetration of moisture into
the tyre.

In case of tubeless tyres it prevents air leakage

through bead area.
 Tyre Components

Squeegee and Cushion

Additional layer of thin rubber compound
placed across the crown of the tyre between the
plies.

It provide good ply to ply adhesion

It provide insulation against ply to ply friction

It fills the gap during shaping operation

Bead
Composed of a number of layers bronze plated
high tensile steel wire coated with rubber
compound, formed into loops.

It anchors the plies and hold the tyre on rim

It prevents the tyre from rocking or slipping

from the rim.
 Tyre Components

Bead Filler
It is an extruded rubber strip, placed above the
top face of the bead bundle. This is triangular
in shape and has a finely tapered upper edge.

Its primary function is pack out the area of the

structure immediately above the bead coil and
thereby provides a steady gradation of
thickness between bead and side wall area.

Bead Flipper
The insulated and fillered beads are further
covered with a calendered fabric strip for
additional protection of bead area, called
Flipper

This is to avoid localised circumferential stress

lines which could promote looseness / break up
under constant flex condition.
 Tyre Components

Tread wear Indicator

This is on the sea area of the tread. It is
for indication of tyre wear and due for
retreading or replacement.
They are equi spaced on tyre.
 TECHNOLOGY RELATED TO
MATERIAL
• Rubber
– It’s Compounding and
Vulcanisation
• Textiles
– It’s Dipping and Calendering
• Other Raw Materials
– Chemical, Fillers, Bead wire etc.
• Bonding
– Rubber-Rubber, Rubber to Textile,
Rubber to Steel etc;
 TYRE COMPOSITION BY
WEIGHT

Bead ~ 2 %
Oil ~ 5 %

Chemicals ~ 6 % Elastomers ~ 53 %

Tyre cord ~ 9 %

Carbon ~ 25 %
 Tread Patterns

• Rib
– Generally used in front axle of truck
and all positions in bus application
on account of their lateral traction,
uniform wear characteristics and
better wet grip capabilities.

• Lug
– For rear axle where forward traction
is the prime requirement and where
fast wear occurs torque and
requirement of better grip.

• Semi lug
– A combination of above patterns
 TYPES OF TYRE PATTERNS

RIB LUG / C C

M&S / C C SAND CUM HIGH WAY

 TYPES OF PATTERN

SAND SEMI LUG

 MANUFACTURING
TECHNOLOGY

– Rubber Compounding
– Textiles processing (Dipping /
Calendering)
– Rubber Extrusion for Tread and
Tube, Flap
– Component preparation- Ply,
Band & Bead etc
– Tyre Building
– Tyre Curing
– Tyre Inspection
– Effective energy utilisation (Heat
input in curing)
– Tube and Flap Manufacturing
 Tyre Manufacturing

Tyre Cord

Dipping Calendering Bias Cutting

Rubber

Mixing Extrusion

TYRE
Milling BUILDING

Bead wire Bead

preparation TYRE
CURING
Bead
insulation TYRE
INSPECTION
 WHAT IS ON THE TYRE SIDE WALL?
A B

D
H E
G F

A: Tyre Size. (12.00 indicates the width and 20 indicates Rim Diameter)
B: Ply rating of the tyre
C: Logo of the manufacturer
D: Brand Name
E: Manufacturing Country
F: Type of Fabric used.
G: Tyre serial Number & date code
H: Manufacturer Name
Tyre Size:
A Typical Bias Tyre size is -- 12.00-20
12.00 Indicates the tyre section width,
“-” indicates Bias construction
20 Indicates Rim Diameter.
Another type of Designation is 320/85-28
320 is tyre section width,
85 Aspect Ratio (Tyre Section Height to Tyre Section
width ratio,
Radial Tyre is Designation as 205/75 R 15 90 S
Where “ R “ stands for Radial construction
90 stands for Load Index
S stands for Speed rating 180 (Kmph)
Ply Rating:
The ply rating indicated in the tyre defines the load
carrying capacity of the tyre e.g 18PR in the tyre is an
Index of Load Carrying capacity and not the actual
number of plies.
Load Index :
Index figure indicating the maximum load a tyre is rated
to under specific condition.
 TYRE TESTING

– Inflated Dimensions
– Step Load Endurance
– Step speed Endurance
(Radials)
– Plunger Energy
– Foot Print analysis
– Non destructive tests
(Uniformity / Balancing /
X - Ray)
– Proving grounds
– Field evaluation
 Inflated Dimensions
Tyre shall be mounted on standard Rim alongwith tube
And flap and inflate to the specified pressure
recommended for maximum load and keep as it is for 4
hours on room Temperature. After 4 hours check the
pressure and adjust if required and check the desired
parameters as given below :-

SKID DEPTH
It shall be determined by taking measurement on the
tyres at the appropriate point .

27-07-08_1200.jpg

27-07-08_1201.jpg

WEIGHT OF TYRE
As per manufacture specification. The acceptable
tolerance are as under:-
• Scooter, Motorcycle, passenger car +%
& Jeep.
b) For other Tyres +%
OUTSIDE DIAMETER
The outside circumference of the tyre shall be measured
at the outermost surface of the tyre circle. ( It is normally
at circumferential centre line )

TYRE OVERALL WIDTH

A new tyre shall be callipered at six different points equi
spaced around the circumference and the average
determined. Each measurement shall be made at a point
of maximum width over ribs, bars or decoration.
 Step Load Endurance
APPARATUS
The test drum shall be flat faced wheel preferably 1708
mm but not less than 1520 mm in diameter and a surface
width not less than the loaded tyre width. The test shall be
carried out at temp 200 C to 400 C.

PREPERATION OF TYRE FOR TEST

The tyre shall be mounted on standard Rim alongwith
tube and flap and inflate to the specified pressure and
keep as it is for 3 hours on room Temperature. After 3
hours check the pressure and adjust if required . The
sample tyre shall be free from visual defects like tread,
sidewall damage , broken cord etc.

TEST PROCEDURE
Mount the matured tyre assy with rim on the test axle and
press the tyre tread against the face of the drum applying
stage-I load and duration to be followed by stage-II &
III.Tyre pressure should be checked at each stage. Load
varies but speed remains constant.

EXAMINATION AFTER TEST

After the test tyre shall be checked visually for any
abnormality and the cut examined for any internal defect.

NOTE: Power breakdown during stage-I & II ,test shall be

continued. In stage-III upto 10 minutes test continues,
more than 10 min but less than 30 test start the test
adding the stoppage time. If exceeds 30 min test invalid.
Step Speed Endurance
APPARATUS
The test drum shall be flat faced wheel preferably 1708
mm but not less than 1520 mm in diameter and a surface
width not less than the loaded tyre width. The test shall be
carried out at temp 200 C to 400 C.

PREPERATION OF TYRE FOR TEST

The tyre shall be mounted on standard Rim alongwith
tube and flap and inflate to the specified pressure and
keep as it is for 3 hours on room Temperature. After 3
hours check the pressure and adjust if required . The
sample tyre shall be free from visual defects like tread,
sidewall damage , broken cord etc.

TEST PROCEDURE
Mount the matured tyre assy with rim on the test axle and
press the tyre tread against the face of the drum applying
stage-I load and duration to be followed by stage-II &
III.Tyre pressure should be checked at each stage. Speed
varies but load remains constant.

EXAMINATION AFTER TEST

After the test tyre shall be checked visually for any
abnormality and the cut examined for any internal defect.
 Plunger Energy
APPARATUS
The test drum shall be flat faced wheel preferably 1708
mm but not less than 1520 mm in diameter and a surface
width not less than the loaded tyre width. The test shall be
carried out at temp 200 C to 400 C.

PREPERATION OF TYRE FOR TEST

The tyre shall be mounted on standard Rim alongwith
tube and flap and inflate to the specified pressure and
keep as it is for 3 hours on room Temperature. After 3
hours check the pressure and adjust if required . The
sample tyre shall be free from visual defects like tread,
sidewall damage , broken cord etc.

TEST PROCEDURE
Mount the matured tyre assy with rim on the test axle and
press the tyre tread against the face of the drum applying
stage-I load and duration to be followed by stage-II &
III.Tyre pressure should be checked at each stage. Load
varies but speed remains constant.

EXAMINATION AFTER TEST

After the test tyre shall be checked visually for any
abnormality and the cut examined for any internal defect.

NOTE: Power breakdown during stage-I & II ,test shall be

continued. In stage-III upto 10 minutes test continues,
more than 10 min but less than 30 test start the test
adding the stoppage time. If exceeds 30 min test invalid.
 More Pressure about Air Pressure

Pressure has to be checked periodically to see the effect of

time & ambient temperature.

Rule of thumb is that with every change in 10°F (5°C)

change in ambient temperature, pressure changes by 1
PSI.

In winter, extra care should be taken to check the air

pressure as the days are short and ambient temperature are
less and pressure drops with falling temperature.

In desert areas where difference in day and night

temperature is very high, the air being a gas, expands
when heated up and contracts when cold which can result
in a variation in pressure of almost 5PSI during the day
which is sufficient to have a significant impact on
handling, traction and durability.
More Pressure about Air Pressure
What is right amount of air pressure?

Correctly Inflated

Over Inflated

Under Inflated
 More Pressure about Air Pressure

What can happen if the tyre is UNDER inflated ?

Under inflation of tyres leads to

• Irregular wear.
• Reduced casing life
• Reduced removal mileage. Depending on inflation pressure tyre
life may reduce upto 20% in mileage.
• Running on tyres that are not properly inflated, increases rolling

resistance, which makes engines work harder and burn more fuel. An
estimate is that 20% reduction in air pressure increases the fuel
consumption by 10% to 12%.
 More Pressure about Air Pressure

What can happen if the tyre is OVER inflated ?

• The Centre of the tyre will wear out fast and it will lead to a

premature failure.
• The driver will feel a bumpy ride.
• The control on wheel will be less and they may lead to accident.
• The sudden impact on tyre due to jumps will reduce the casing life and

uneven wear in the tyre.

 Tyre Rotation Plan

• Regular rotation of the tyres enhances the useful life by achieving more
uniform wear for all tyres on a vehicle. The tyres must be rotated at every
5000 Kms or any sign of uneven wear. The first rotation is most
important.
• Rotating the tyres as recommended will help even out the amount of wear
on each tyre and extend the life of the entire set.
• When tyres are rotated, Inflation pressure must be adjusted for the tyres’
new position in accordance with the actual loads on that wheel position
and the vehicle manufacturer recommendations.
• Under inflated or over inflated tyres may result in poor handling, uneven
tread wear, and increased fuel consumption. If the tyres show uneven
wear, ask the service person to check for and correct misalignment, or
other mechanical problem before rotation.
Thank You