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,

Raviraj V.Dodiya

130320102020

Ashit L. Parmar

140323102016

Pritesh U. Pavar

130320102092

Karan B. Makwana

130320102051

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

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Sign. of Head of Department

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 its 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.

Activity

Environment

Interaction

Object

10

User

12

Empathy

14

Ideation

18

Product Development

23

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
General impression/observation

Roads
Greenery
Restaurants
Buildings
Elements, Features & Special note

Service Road
Traffic Signal
Accident
Over bridge & Underpass
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3) Interactions
General impression/observation

Mobile Communication
Tea-stall,
Traffic police
Restaurant
Garage
Stores
Elements, Features & Special note

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 vehicles 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
General impression/observation

Vehicle
Mobile
Road

Elements, Features & Special note

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
General impression/observation

(Who are present roles and responsibilities?)

Drivers
Students
Doctors
Engineers
Politician

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Elements, Features & Special note

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
wheelers driver, heavy & medium duty vehicles 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 & Tires 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 & Tires 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

Severe winter
traction icon

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.

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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.

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A tire designed to help

prevent hydroplaning.

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.
Coefficient

of

Rolling

Tire Type
Friction
Low rolling resistance
0.006 - 0.01
car tire

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 its 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 its 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 tires 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 tires aspect ratio, youll simply divide the tires 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 tires aspect ratio, youll simply
divide the tires section height by its section width.
Deflection The difference between a tires 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 tires 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.

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