Industry challenged to 're-invent' the tire

By Bruce Davis, Crain staff (TB)

Fairlawn,

Ohio (Sept. 13, 2011)  -- A General Motors Co. executive, speaking today

at the Tire Society meeting in Fairlawn, challenged the tire industry to

re-invent the tire to help the global vehicle industry meet the myriad

challenges facing it in terms of fuel economy, mobility, comfort and

urbanization.

Terrence

Connolly, head of GM's suspension, chassis structure and fastening

engineering groups, called on the tire industry to rethink the

fundamental tire-wheel interface - essentially unchanged since its

introduction in the early 20th century - and to broaden its thinking in

terms of the use of alternative materials.

In

his keynote address, “Does Re-Inventing the Automobile Include

Re-Inventing the Tire?” Mr. Connolly credited the tire industry with a

“long history of continuous improvement” in reducing rolling resistance

but said GM and other car makers now have to ask their suppliers to

contribute even more to help the auto companies meet the challenge of

the 54.5 mpg Corporate Average Fuel Economy standard taking effect by

2025.

To hear Mr. Connolloy summarize his challenges, click here.

Meeting

the higher CAFE standards “means getting a 5-percent improvement per

year,” Mr. Connolly said, vs. the 1.5- to 2-percent fuel efficiency

gains the auto industry achieved over the past quarter century.

The

tire industry achieved an average 1.7-percent rolling resistance

reduction annually over the past 40 years, he said, “but that won't be

enough going forward.”

Other

performance parameters on the wish list for the car makers are greater

extended mobility, faster product cycle times, increased use of computer

modeling compatible with vehicle makers' design systems, reduced

noise/vibration/harshness and flexibility in tire sizing.

While

these targets are tough goals to meet, they also represent great

opportunities to those companies that are able to achieve them, Mr.

Connolly told a packed house of tire technology specialists at the

Hilton Akron/Fairlawn Hotel in Fairlawn.

“There's

a huge opportunity for tire manufacturers that can solve noise and

vibration issues,” Mr. Connolly said, noting customers are willing to

pay premium prices for quieter, smoother rides. The NVH question -

especially “cavity boom” - takes on added importance when electric or

hybrid cars are considered, because exterior noise sources - including

tires - become more prevalent in the absence of powertrain noises.

Mr.

Connolly also said there's a significant business opportunity for the

supplier or suppliers that can deliver a viable intelligent or cyber

tire which can interact with the vehicle's growing array of electronics.

Mr.

Connolly said the vehicle industry would welcome tire developments such

as enhanced load-carrying capacities, because that would allow the

vehicle makers to consider using narrower or smaller-diameter tires to

carry the same load, a development that could have a measurable impact

on fuel economy.

Regarding

development cycle times, Mr. Connolly urged tire makers to accelerate

their use of accurate tire modeling so as to allow them to integrate

virtual tires into their vehicle development cycles, which have evolved

into interative and integrated systems.

“We (vehicle makers) can't afford to have any surprises” late in the development curve of new cars, he stressed.

Mr.

Connolly said the urgency for a viable run-flat system has eased

because of the effectiveness of Tire Pressure Monitoring Systems and the

overall improvement in the integrity of tires. GM's monitoring of

road-hazard calls has shown a measurable drop in tire-related problems,

he said, clearing the way for the company to consider replacing the

spare tire with on-board inflation/repair kits on more vehicles.