Your Yokohamas are designed to drive you into the future. But if they are overinflated or underinflated, they could wear down more quickly. Check your pressure once a month when the tire is cold and set it to the manufacturer’s recommended tire pressure (see placard inside of driver side car door or your owner’s manual). Proper inflation doesn’t just protect your Yokohamas from wear, it also helps you get better gas mileage. If they’re underinflated, your vehicle uses more fuel.
When you have a good thing, you want it to last. To extend the life of your Yokohamas, they should be rotated every 6,000 - 8,000 miles. If you have any unusual tire wear, performance, or ride quality, please take your car to a professional mechanic or retailer.
A vibration when driving could be an indication there is a problem with the balancing of your tires. Especially if you feel a vibration that is dependent on vehicle speed and first becomes apparent between 40 and 45 miles per hour.
Yokohamas are designed to last a long time, but it is important to remind your customers to inspect their tires monthly to ensure proper performance. Once the tread is worn down to 2/32 of an inch, it’s time to get some new Yokohamas.
Yokohama recommends tire replacement in full sets of the same size, tread design, construction, load index and speed rating.
There are a few ways to easily tell when tires need to be replaced:
When the vehicle manufacturer guidelines for tire replacement differ from those of Yokohama, the owner should follow the vehicle manufacturer’s recommendations for tire replacement.
If the vehicle placard specifies different sizes on front and rear axles, replacement tires should be an exact replacement, including both representative load index and speed ratings. When changing between P-metric, Euro-metric and LT-metric sizes occur, both inflation pressure and load-carrying capacity adjustments may be required, and if size has been changed from the vehicle's original size tire pressure recalculation may be necessary. Yokohama’s Consumer Affairs department is available to help with tire pressure recalculation at 800-722-9888.
If the decision is made to only apply two new tires, the new tires should be installed on the rear position.
When replacing a tire designated with a load index and speed rating, the new tire’s load index and speed rating should be EQUAL to or HIGHER than the tire load index and speed rating specified on the OE placard. This rule has been put in place to avoid issues that can come with installation of tires not capable of the vehicle requirements.
Being able to read and comprehend the information printed on a tire's sidewall will make it easier for you to understand your tires and help you choose the right replacement set.
Being able to read and comprehend the information printed on a tire’s sidewall will make it easier for you to understand your tires and help you choose the right replacement set when it is time to replace the tire.
P-metric sized tires have a "P" at the beginning of the tire size, such as P215/60R16 95H in the graphic above. They were introduced in the United States in the late 70s and are installed on vehicles primarily used to carry passengers including cars, station wagons, sport utility vehicles and even light duty pickup trucks. Their load capacity is based on an engineering formula which takes into account their physical size and inflation pressure. A Service Description, comprised of Load Index and Speed Rating is usually found at the end of a P-Metric size.
The European counterpart to P-Metic sizing is called Euro-Metric (sometimes “Hard Metric”) sizing. The structure of the size is similar to P-Metric tires, but the load formula can be different so switching between P-Metric and Euro-Metric sizes may require a small adjustment to inflation pressure, and in rare cases isn’t recommended at all.
Similar to the P-Metric system, except the P is replaced with the LT light truck designation. Also, LT-Metric and P-Metric tires differ in construction and load carrying capacity and possibly vehicle handling dynamics.
This system begins with the tires outside diameter and section width in inches, construction type, rim diameter in inches, plus the light truck designation.
This system lists the section width in inches, construction type, rim diameter in inches, plus the light truck designation.
As the size dimensions increase, Flotation-sized tires will have wider overall width than their LT-Metric and LT-Numeric designed counterparts. Another difference is that Flotation sizes typically require wider wheel widths than LT-Metric and LT-Numeric sizes.
Often referred to as the profile or series, the aspect ratio of a tire is determined by dividing a tire’s section height by its section width when the tire is: inflated to maximum air pressure, mounted on the approved measuring rim, and under no load.
A tire with a lower aspect ratio responds to lateral force more effectively than a tire with a higher aspect ratio. The aspect ratio affects steering stability. Generally, the shorter the sidewall, or the lower the aspect ratio, the less time it takes to transmit the steering input from the wheel to the tread. The result is quicker steering response. Aspect ratio also affects the tread contact patch. As a rule, a low-profile tire produces a wider tread contact patch. This wider tread contact patch creates a stiffer footprint that reduces distortion and provides improved cornering traction. Aspect ratio also impacts ride. A low-profile tire usually has a stiffer ride than the standard aspect ratio of 75 or more.
Many tires come with a service description added onto the end of the tire's size. These service descriptions contain a two-digit number (load index) and a letter (speed rating).
The load index is a representation of the maximum load each tire is designed to support. Because the maximum tire load-carrying capacity is branded on the tire's sidewall, the load index is used as a quick reference.
Use the following chart to determine the maximum load-carrying capacity based on a tire's load index:
Speed ratings are certified maximum sustained speed designations assigned to passenger car radials and high-performance tires. Because of the evolution of high-speed passenger car travel, it was necessary to establish a way to rate a tire's high-speed capability. In the U.S., these ratings are based on tire testing in laboratory conditions under simulated loads. For a tire to be speed rated, it must meet certain minimum industry standards for reaching and sustaining that specified speed. Domestically, high-performance tires typically are speed rated. Yokohama defines high-performance tires with a speed symbol of 'H, V, W, Y, (Y)' or 'Z'. Speed symbols may currently be marked on a tire in any of three ways: 245/40ZR18; 245/40ZR18 97Y; or 245/40R18 97Y. The International Standards Organization (ISO) system currently serves as a worldwide standard for tire markings. At the end of a transition period, any speed symbol denoting a fixed maximum speed capability will be at the end of the service description following the tire marking (illustrated in the second and third examples above).
If tires with different speed ratings are mounted on the same vehicle, the tire with the lowest rating will dictate safe maximum vehicle speed.
*This refers to tires that have a maximum speed capability above 240 KM/H (149 mph). 'Z' may appear in the size designation. Tires that have a maximum speed capability above 300 KM/H (186 mph) must have a 'Z' appear in the size designation. Consult the tire manufacturer for maximum speed when there is no service description.
Speed ratings apply only to the tire, not to the vehicle. Putting a speed-rated tire on any car does not mean the car can be operated at the tire's rated speed.
To maintain tire speed capacity indicated on the vehicle placard, winter tires with the same or higher speed rating should be used. If you decide to use winter tires with speed ratings below what is shown on the vehicle placard, the maximum vehicle operating speed must be reduced to the lowest tire speed rating of the tire mounted on the vehicle. In all cases, Yokohama recommends operating speeds not in excess of legal posted speed limits and that speed be reduced appropriately based on weather and road conditions. Winter tire speed ratings do not indicate safe vehicle operating speeds for winter road conditions, including snow, ice, water etc., and drivers must modify vehicular speeds based upon adverse climate changes, and conditions.
Required by the government, the UTQG provides comparative manufacturer information. Tires are subjected to a series of government-mandated tests that measure performance in treadwear, traction and temperature resistance. All testing is done by the tire manufacturer.
Treadwear is a measurement of tread durability. Tested against an industry standard, the assigned numerical grade indicates how well the tread lasts compared to an index standard of 100. A treadwear rating of 200 means the tread wears twice as well as the standard. Actual wear depends on the conditions under which the tire is used. Driving habits, service practices, differences in road surface, and varying climates all affect treadwear.
Traction is a measurement of a tire's ability to stop on wet test surfaces of asphalt and concrete under controlled conditions. Traction grades are assigned by the UTQG system and branded on the sidewall. Traction grade is determined only for straight-ahead, wet braking on concrete and asphalt. It doesn't include cornering, which may also be an important customer performance need. The traction improves as the grade goes from C to B to AA.
The UTQG also provides a measure of resistance to heat generation under normal operating conditions. The test is conducted under predetermined standards for inflation and loading. Excessive speed, underinflation and overloading, can all cause adverse heat buildup. Sustained high temperatures can reduce tire durability. Resistance grades are branded on the sidewall.
DOT is branded on the tire's sidewall indicating the tire is certified by the Department of Transportation. Following the DOT branding is a serial number designating the tire manufacturer, manufacturing plant, tire size and date of manufacture. Federal law requires that tire dealers record the DOT identification numbers, along with the tire buyer's name and address.
Tires that meet certain tread pattern requirements set forth by the US Tire Manufacturers Association can be marked with mud & snow symbols (M/S, M+S, or M&S). These tread pattern requirements identify tread pattern geometry that tends to improve mud and snow performance.
Type of tire construction is marked in your tire sidewall. Tires must display the type and number of layers of each reinforcing material in the tread area and sidewall. An example would be: Tread: 2 Plies Steel + 1 Ply Polyester Sidewall: 1 Ply Polyester.
"Inch Up" is the process of mounting a lower aspect ratio tire and larger diameter wheel on your car. This creates a larger contact patch and a shorter sidewall.
"Inch Up" to improve your vehicle's performance and appearance.
Lug-centric wheels require extra care in mounting on a vehicle. When using shouldered nuts instead of tapered nuts, take extra care to properly locate the wheel. Never use air tools to install high-performance wheels! Always use a torque wrench and follow accepted tightening procedures.
"Inch Up" to improve your vehicle's performance and appearance.
Plus Zero
This method utilizes the same wheel diameter as OE but incorporates a tire with a larger than OE section width and smaller than OE aspect ratio. For example, replacing an OE 225/50R17 tire (on a 7.0-inch wheel) with a 235/45R17 tire would be a proper Plus Zero fitment. Note that this may require a replacement wheel to maintain proper rim width for the new tire.
Plus One
This method utilizes a 1-inch larger diameter wheel in conjunction with a tire of a one-step lower aspect ratio. An example of an appropriate Plus One fitment is to replace an OE 225/50R17 tire (26-inch overall diameter) with a 235/45R18 tire (26.4-inch overall diameter). Note that this method always requires a replacement wheel.
Plus Two
This method utilizes a 2-inch larger diameter wheel, in conjunction with a tire of a two-step lower aspect ratio. An example of an appropriate Plus Two fitment is to replace an OE 225/50R17 tire (26-inch overall diameter) with a 255/35R19 tire (26.1-inch overall diameter).
Warning:
Never replace an OE tire with a size that possesses inadequate load carrying capacity. When changing to a non-OE tire size, always consult an authorized dealership or Yokohama Consumer Affairs to determine proper inflation pressure to maintain OE load-carrying capacity.
A growing number of children are not content to keep all their efforts inside the classroom or play video games. They seek out different outlets like sports — especially soccer, which makes the largest youth sports organization in America — in order to learn, socialize and have fun. According to data from the U.S. Census, nearly six out of 10 children between the ages of 6 and 17 are involved in at least one after school extra-curricular activity. Children are stepping out to stay active, but they need some help to get there – literally. Even world-class soccer players on English Premier League champion Chelsea FC once needed parents to drive them around.
However, before kids can even hit the soccer field, the vehicles that get them there need to run smoothly, especially the tires. “With all the soccer practices and games, parents are putting a lot of extra miles on their tires,” says Pat Keating, senior manager, technical engineering for Yokohama Tire Corporation, manufacturer of a variety of tires for passenger cars, SUVs, buses and trucks. “Taking just five minutes a month to check your tires can make a world of difference in how well they perform.”
“The reason to check your tires monthly is to make sure they are properly inflated and the tread depth is still good. For example, the Rubber Manufacturers Association reports a car can lose up to 2 pounds per-square-inch (psi) each month under normal driving conditions, and up to 2 psi for every 10 degrees F temperature drop. A tire that is underinflated by only 8 psi can reduce fuel economy by up to 2 percent, which means higher gas bill at the pump and fewer funds for soccer league fees, new equipment or jerseys.”
It’s best to check your tires when they are cold, which means at least four hours since the vehicle was driven. Use a reliable tire gauge and make sure the valve is free of debris and water. The correct tire pressure is actually specified by the manufacturer of the vehicle, not the tire manufacturer. You can find the proper inflation levels on a placard on the inside of the car door or in the owner’s manual.
Keating offers more tips for parents so they can get the most out of their tires year-round:
“Tires influence braking, steering, comfort, handling and even fuel efficiency,” adds Keating.” You can’t play soccer without a ball, and you can’t drive without tires. They are the only part of a vehicle that actually touches the road so maintaining them well is essential.”
Having the right tires is also as important as having the right equipment in sports, Keating reports. “Certain tires offer specific benefits, so it’s imperative to find the tire that fits your car’s requirements. Case in point would be the GEOLANDAR A/T G015. It’s specifically engineered for SUVs, crossovers, vans and pick-up trucks with its increased durability and ability to perform well on a variety of road surfaces.”
Help your kids kick off their season right by giving your tires some extra care. Tire maintenance is one extra-curricular activity you can't afford to miss.
For the proper mounting of Yokohama tires, be sure to observe some basic precautions:
Avoid scratching or bending alloy wheels during installation.
Proper tire and wheel assembly balancing are important from a vehicle safety standpoint. In high-speed driving, improperly balanced tire/wheel assemblies may cause unsatisfactory ride or handling. Improperly balanced tire/wheel assemblies also cause abnormal treadwear patterns.
To facilitate proper balancing, Yokohama places red and yellow marks on the sidewalls of its tires to enable the best possible match-mounting of the tire/wheel assembly. There are two methods of match-mounting Yokohama tires to wheel assemblies using these red or yellow marks:
When performing uniformity match-mounting, the red mark on the tire, indicating the point of maximum radial force variation, should be aligned with the wheel assembly's point of minimum radial run-out, which is generally indicated by a colored dot or a notch somewhere on the wheel assembly (consult manufacturer for details). Radial force variation is the fluctuation in the force that appears in the rotating axis of a tire when a specific load is applied and the tire rotated at a specific speed. It is necessary to minimize radial force variation to ensure trouble-free installation and operation. Not all wheel assemblies indicate the point of minimum radial run-out, rendering uniformity match-mounting sometimes impossible. If the point of minimum radial run-out is not indicated on a wheel assembly, the weight method of match-mounting should be used.
When performing weight match-mounting, the yellow mark on the tire, indicating the point of lightest weight, should be aligned with the valve stem on the wheel assembly, which represents the heaviest weight point of the wheel assembly. After match-mounting by either of the above methods, the tire/wheel assembly can be balanced.
Regardless of the match mounting method, proper lubrication is a must. Lubricate both top and bottom beads with an approved tire lubricant. If the beads do not seat at 40 psi, break the entire assembly down and lubricate the bead areas again.
WARNING: Improper mounting, underinflation, overloading or tire damage may result in tire failure, which may lead to serious injury. Tire and rim sizes must correspond for proper fit and application. Never exceed 40 psi to seat beads.
WARNING: Tire changing can be dangerous and should be done only by trained persons using proper tools and procedures established by USTMA. Failure to comply with proper procedures may result in incorrect positioning of the tire, tube, or wheel assembly, causing the assembly to burst with explosive force sufficient to cause serious physical injury or death. Never mount or use damaged tires, tubes or wheel assemblies.
For the proper mounting of Yokohama tires, be sure to observe some basic precautions:
Avoid scratching or bending alloy wheels during installation.
Proper tire and wheel assembly balancing are important from a vehicle safety standpoint. In high-speed driving, improperly balanced tire/wheel assemblies may cause unsatisfactory ride or handling. Improperly balanced tire/wheel assemblies also cause abnormal treadwear patterns.
To facilitate proper balancing, Yokohama places red and yellow marks on the sidewalls of its tires to enable the best possible match-mounting of the tire/wheel assembly. There are two methods of match-mounting Yokohama tires to wheel assemblies using these red or yellow marks:
When performing uniformity match-mounting, the red mark on the tire, indicating the point of maximum radial force variation, should be aligned with the wheel assembly's point of minimum radial run-out, which is generally indicated by a colored dot or a notch somewhere on the wheel assembly (consult manufacturer for details). Radial force variation is the fluctuation in the force that appears in the rotating axis of a tire when a specific load is applied and the tire rotated at a specific speed. It is necessary to minimize radial force variation to ensure trouble-free installation and operation. Not all wheel assemblies indicate the point of minimum radial run-out, rendering uniformity match-mounting sometimes impossible. If the point of minimum radial run-out is not indicated on a wheel assembly, the weight method of match-mounting should be used.
When performing weight match-mounting, the yellow mark on the tire, indicating the point of lightest weight, should be aligned with the valve stem on the wheel assembly, which represents the heaviest weight point of the wheel assembly. After match-mounting by either of the above methods, the tire/wheel assembly can be balanced.
Regardless of the match mounting method, proper lubrication is a must. Lubricate both top and bottom beads with an approved tire lubricant. If the beads do not seat at 40 psi, break the entire assembly down and lubricate the bead areas again.
WARNING: Improper mounting, underinflation, overloading or tire damage may result in tire failure, which may lead to serious injury. Tire and rim sizes must correspond for proper fit and application. Never exceed 40 psi to seat beads.
WARNING: Tire changing can be dangerous and should be done only by trained persons using proper tools and procedures established by USTMA. Failure to comply with proper procedures may result in incorrect positioning of the tire, tube, or wheel assembly, causing the assembly to burst with explosive force sufficient to cause serious physical injury or death. Never mount or use damaged tires, tubes or wheel assemblies.
The technical definition of balance is the uniform distribution of mass about an axis of rotation, where the center of gravity is in the same location as the center of rotation. A balanced tire is one where the mass of the tire —when mounted on its wheel and the car's axle— is uniformly distributed around the axle (its center of rotation). Balanced tires can spell the difference between a positive and negative driving experience. Drivers of high-performance vehicles will be more sensitive to imbalance problems, but no driver is happy with an annoying vibration. The most noticeable effect of Imbalance is vibration, often starting at speeds between 40 and 45 MPH.
There are two types of imbalance caused by heavy or light spots: static and dynamic.
Occurs when there is a heavy or light spot in the tire so that the tire won't roll evenly and the tire/wheel assembly undergoes an up-and-down movement.
Occurs when there is unequal weight on both sides of the tire/wheel assembly centerline. The tire/wheel assembly has a side-to-side movement.
Run-out is often caused by improper bead seating on the rim or irregular placement of tire components during the manufacturing process. Bad bead seating is usually the result of bad improper mounting or the use of improperly made wheels. A small degree of this imbalance is acceptable, but too great a run-out causes vibration and excessive tire wear.
An "out-of-round" situation where vibrations are produced as the wheel spindle moves up and down.
A side-to-side or wobbling movement of the tire and wheel. It is less common than radial run-out. Sensitivity of a vehicle to vibration from radial run-out is four to eight times that of wobble from lateral run-out.
Two sources of imbalance occur in tires: heavy or light spots in the tire and radial or lateral run-out. Imbalance also can be caused by:
Heavy or light spot balancing is corrected either statically or dynamically, depending on the type of imbalance.
Achieved with a static "bubble" balancer but does not correct for dynamic imbalance.
Achieved with a dynamic "spin" balancer where the tire/wheel assembly is balanced both statically and dynamically.
Run-out balancing is corrected depending on whether it is radial or lateral run out.?
Achieved by rotating the wheel and tire assembly two stud positions on the hub, or by rotating the tire 180 degrees on the wheel. If run out is still over specification, check wheel run out and mark the low point. Rotate to match the high point of the assembly run out with the wheel low point. If the assembly run out is still too high and the wheel is within specification, replace the tire.
Achieved by using a run-out gauge to check both the tire and wheel. Chalk-mark the highest point of run-out on both the wheel and tire. Replace whichever (wheel, tire, or both) is out of specification.
For improved overall performance and extended tire tread life under various driving conditions and speeds, it is very important that the tires be in proper alignment with the vehicle. Poor or improper alignment occurs when the suspension and steering systems are out of adjustment.
Poor alignment results in excessive and/or uneven tire wear.
Poor or improper alignment typically results in a variety of abnormal treadwear patterns that are "readable." These clues often point to one or more sources of the problem that can be measured and corrected. But before taking any alignment measurements, check the following:
Refers to the distance between the front and rear axles measured at the hub centers. This distance should be equal on both sides of the car. If not, some suspension components are worn, bent or damaged.
Tracking is the distance of each wheel to the vehicle's centerline. Each should be equidistant from this centerline so that, as the vehicle moves straight ahead, wheel tracks are parallel to the vehicle's centerline (e.g., the axle should not be cocked).
To determine caster, first draw an imaginary line through the upper and lower ball joints. The angle made by this line (the steering axis) with another imaginary line drawn perpendicular to the ground (the centerline) is the caster. If the angle between the steering axis and centerline is toward the front of the car, caster is negative. If toward the rear of the car, caster is positive. Measured in degrees, caster plays a large role in determining both steering feel and high-speed stability. The goal of proper caster alignment is to achieve optimal balance between low-speed steering effort and high-speed stability. An increasingly positive caster enhances high-speed stability but increases low-speed steering effort. An increasingly negative caster decreases low-speed steering effort and high-speed stability. For cars with power steering, an increase in low-speed steering effort increases the rate of wear in the power steering system.
Viewed from in front of the vehicle, camber describes tilt of the tire from vertical. A tire has negative camber when its top inclines toward the vehicle. Positive camber occurs when its top tilts away from the vehicle. Camber is measured in degrees and varies by car model and year.
A wheel's camber angle should be adjusted to maximize a tire's contact with the road's surface under given loaded cornering conditions. Because a tire's camber changes slightly as its suspension moves during travel, the static angle at which the camber is set will depend on driving habits. If a driving style entails hard cornering, outside tires (heavily loaded) will need to have a statically set negative camber. If driving is on highways where tires are mainly subjected to lightly loaded cornering conditions, the static camber setting should be zero or slightly positive. Camber plays a large role in determining both the overall handling feel of a vehicle and how a tire wears across its tread. A tire wears most at the point(s) where the majority of the vehicle's load rests. A properly set camber maximizes a tire's contact patch, leading to even wear. Excessive negative or positive camber has an adverse effect on tread life by causing premature outer or inner shoulder wear.
If you were able to view the front tires of a vehicle from above the car, you would expect them to look exactly parallel to each other. In fact, they rarely are. The difference in distance between the front edge of the tires and the rear edge is called toe.
Toe describes how close to parallel the two tires are, and whether they are toed-in (closer at the front of the tire) or toed-out (closer at the rear of the tire). The goal of toe is to provide proper tire wear through various driving conditions. Assuming that the rest of the suspension is correctly aligned and maintained, and the tires properly inflated, toe-in will result in additional understeer for the car. In a corner, the inside front tire will turn at less of an angle than the outside tire. Additionally, excessive toe-in will result in premature tire wear through feathering and increased fuel consumption. Conversely, toe-out will result in additional oversteer for the vehicle. This occurs as the inside front tire turns at a greater angle than the outside tire. Thus, in a corner, the inside tire is trying to turn even more than the heavily-loaded outside tire. Excessive toe-out will also result in premature tire wear due to feathering and increased fuel consumption.
You may not be familiar with some terminology describing processes used in tire manufacturing. Below are definitions of the terms unique to the tire industry.
This is the process that forms the bead. After the bead wire is coated with rubber, it is wrapped forming the circle-shaped bead that will be used in constructing the bead assembly.
Calendering is a process in tire manufacturing where steel or fabric is coated with rubber. Steel belts, body plies, cap plies, and belt edge covers are all produced using the calendering process. Steel or fabric is placed between two large heavy rollers. Rubber is also inserted between the rollers at the top and bottom of the material being coated. As the material moves through the rollers the pressure forces the rubber to permeate and adhere to the steel or fabric.
Extrusion is a process used to manufacture shaped solid rubber. Treads, sidewalls, and bead fillers are manufactured using extruders. An example of extruding is cake decorating. To decorate the cake, the decorator squeezes icing through tips shaped to form different shapes. The decorator is extruding icing.
The internal mixer is a large, multistory, enclosed mixer used to mix oil, rubber, and chemicals into all the rubber compounds used in manufacturing tires.
Is the process where a green tire is the assembled components that make up a tire before it is cured. Curing bonds all the different rubber components of a tire together. The tread design and sidewall nomenclature are also molded into the tire during the curing process.
The tread is the part of the tire that contacts the pavement. The correct choice of tread design for a specific application can mean the difference between a satisfied and a dissatisfied customer.
Small, slit-like grooves in tread blocks that allow the blocks to move more. This added flexibility increases traction by creating an additional biting edge. Sipes are especially helpful on ice, light snow, and loose dirt.
Those segments making up a tire's tread. The primary function of tread blocks is to provide traction.
The straight-lined row of blocks that create a circumferential contact "band."
Indentations in the tread that improve cooling.
Provides continuous contact with the road while maneuvering. Shoulders wrap slightly over the inner and outer sidewall of a tire.
The amount of open space in the tread. A low void ratio means more rubber is in contact with the road. A high void ratio increases the ability to drain water. Whether a tire has a high or low void ratio depends on the tire's intended use.
Used to create voids for better water channeling on wet road surfaces. It is the most efficient means of channeling water from in front to behind the tire. By designing grooves circumferentially, water has less distance to be channeled. Circumferential grooves provide the shortest distance from the front to the rear edges of the contact patch.
There are many factors to consider when researching and developing a tread design-steering response, cornering power, traction, stability, noise, and treadwear are but a few. The aesthetics of the tread design are also a big factor. Many customers base much of their purchase decision on tread appearance.
The tread pattern changes across the face of the tire. Usually incorporates larger tread blocks on the outer portion for increased stability during cornering. The smaller inner blocks aid in dissipating water.
Designed to rotate in only one direction, unidirectional tires enhance straight-line acceleration by reducing rolling resistance. They also provide shorter stopping distance. Unidirectional tires must be dedicated to a specific side of the vehicle. Care must be taken when rotating unidirectional tires to ensure that the repositioned tire rotates in the correct direction.
Consistent across the tire's face. Both halves of the tread face are the same design.
There are both block and rib tread patterns used in street-tire design. Grooves are used to create voids within the tread face for better water channeling on wet road surfaces. The most efficient means of channeling water is circumferentially around the tire. It is the shortest distance between the front and rear edge of the contact patch. However, lateral grooves help break up the wedge of water that forms at higher speeds. This reduces the chance of hydroplaning and increases the tire's contact with the road.
Every year, Yokohama conducts Ride & Drives for its dealers across the country. The program offers us an opportunity to test our products outside of the lab.
Yokohama opens Ride & Drives to enthusiasts! Consumers learn firsthand how various Yokohama tires feel during a special Ride & Drive at the Qualcomm Stadium in San Diego, California.
Every day we see breakthrough technology in electronics for personal use. Yokohama employs the most advanced high-speed computing technology to provide our engineers rapid and very detailed design evaluations through computer simulations. This is like the ultimate virtual reality show for design engineers. Finite Element Modeling, Rapid prototyping, multiple factor analysis and molecular level evaluations, are a few of the tools that engineers use to design today’s tires.
Traction on wet road surfaces is an important part of the product safety we deliver to you in our tires. Simulation of hydraulic flow, dynamic tread pattern groove geometry, and water film layer properties, results in a real-world prediction of macro and microscopic road contact characteristics, which equals gripping performance. We maximize the water flow through the footprint at various speeds, minimizing white areas of “little or no contact” at higher speeds.
Treadwear mileage is an important part of the product value we deliver to you in our tires. Simulation of the road contact area, tread design elements, multiple axis tire dynamic loading, tread compound properties, tire internal structure, and other tire parameters results in a real-world prediction of friction and abrasion characteristics between the tire and road surface, which equals treadwear performance. We minimize the red/yellow shading end of the scale, which indicates higher abrasion.
Fuel consumption while rolling is an important part of the product value and environmental impact we deliver to you in our tires. Simulation of heat generation from tire structural bending, compound hysteresis and tire mass conservation results in a real-world prediction of rolling resistance force which equals fuel consumption. We minimize the higher temperature, red/yellow areas within the tire at highway speed, which equals energy loss.
Simulation of the air flow around the tire influenced by the tire profile geometry, sidewall design elements, etc., results in real-world prediction of tire aerodynamic drag which also equals fuel consumption. We minimize the turbulence lines or flow resistance red/yellow areas, which equals drag force.