Since the 1970’s the Anti-Lock Braking system, now almost ubiquitous, has been helping drivers retain control during heavy braking on wet or slippery roads. The wheel rotation sensors, at the heart of ABS, have been co-opted into traction and stability control systems. Drivers do not consciously rely on these systems to save them from a mistake but seasoned drivers (code of older people) will have noticed that they appear to be much better drivers now than when they were in their 20’s. Which is surprising as reaction times increase with age.

What has been happening over the last thirty years is that vehicle safety systems have become more intelligent and tyres have more grip resulting in minor driver errors being recoverable by a combination of driver input, ABS, ESC and ATC. This list of potentially lifesaving innovations will soon include ‘look-ahead systems’ preventing us from tailgating the car in front or straying out of our motorway lane. None of these worthwhile advances has relied upon sensors embedded in the tyre because such sensors were not needed. Will embedded tyre sensors be capable of delivering worthwhile improvements to safety and/or vehicle dynamics without causing service and support problems for vehicle owners.

Quiet tyres

To develop tyres that run more quietly, with better grip and with lower rolling resistance knowledge of what is happening to the tyre as inputs change is vitally important. There will always be a need for tyre sensors that can provide real operating data that supports the predictions made by the analytic tyre models that are increasingly at the centre of our tyre development. Bay Systems responded to this need in 2006 by developing the Tyre Cavity Microphone (TCM) and other measurement modules that are used to study the behaviour of tyres in the laboratory and more importantly on the road, the environment where they are used. When comparing laboratory and road measurement it was clear that road data contains random variations not seen in the laboratory, see figures 1a & b.

The sound pressure level (SPL) inside a tyre is usually dominated by cavity resonance modes, the primary mode being strongest. The rms level of the noise inside the tyre’s cavity, at any given speed, responds to the texture of the road surface, the coarser the texture the higher the rms level. With a little signal processing the signal from the TCM’s microphone can be processed to give an indication of the road surface condition as can the signal from the TCA’s accelerometer mounted or embedded in the tyre liner, see figures 2 a & b.

The microphone positioned on the rim and integrated into the TPMS housing is potentially in a much safer location than a sensor buried in the tyre’s structure. Tyre fitters are used to remove and install TPMS modules making maintenance easier and more affordable than repairing sensors buried in a tyre’s structure. Inevitably sensors and systems will fail and any sensor mounted in the tyre is destined to have a stressful life. Tyre liner temperatures can exceed 120 degrees C depending on; speed, ambient temperatures and tyre type. Elevated temperatures (>50 degrees C) degrade batteries and semi-conductors. Most semi-conductors fail or suffer dramatically shorter service lives if their ambient temperature regularly reaches 80-100-degree C.

For many drivers the prospect of warning lights burning on their dashboards due to tyre mounted transducers failing will be very unwelcome, particularly if the recommended cure is to buy a new tyre. If the only way to pass the annual vehicle inspection, common in many countries, is for the tyre safety system to be working or not fitted then the not fitted option will be preferred by most buyers of used vehicles. If SMART wheel sensors can be shown to deliver genuine benefits then integrating them into a rim mounted package might be the lowest risk approach, at least from the customer’s perception.

Universal TMS

A Universal Tyre Monitoring System (UTMS) package would therefore appear to be the most attractive option in terms of convenience and minimising the costs associated with maintenance and repair. Essentially the Bay Systems’ TCM system is a UTMS system, albeit for R&D use only. The key question is therefore; ‘Can the data from UTMS be usefully employed to enhance vehicle utility, handling and safety?’ This is a difficult question to answer, for handling and safety, as for these applications the chassis management system (CMS) computer must receive and process signals in real time for the information to be usefully employed. Being informed that road surface icing has occurred some 30 metres after the vehicle has transitioned onto ice is liable to be too late. The signal from a tread liner accelerometer, see figures 3a. shows the transition from wet to flooded road, N.B. the vehicle was not aquaplaning but a slight increase in speed might well have invoked it. This raw time history would need to be processed before it could be used to trigger an intervention, in figure 3b a wavelet transform is used to highlight the differences between wet and flooded road surfaces. Real time responses imply high data rates from sensors, which in turn result in higher power consumption. Getting power to and signals back from the two front wheel sensors, rear wheel road surface information is typically front wheel data delayed by 3 metres, or from all wheels will be a challenge. Vehicles may be parked for days and even weeks, UTMS must shut down completely to conserve battery life. This may be achieved using a motion switch, these are readily available but as always adding complexity increases the risk of failures. The bigger problem is how to maintain and recharge the battery during normal usage. Any form of physical coupling through a connector will certainly be damaged or fail through water ingress making some type of induction coupled charging a more attractive option.

Low power radio transmission has worked well for TCM. However, such a system across the entire vehicle fleet may present problems on densely trafficked roads. On a busy motorway a vehicle might pass within 2 metres of another vehicle at a rate of 10 per second. Should all of these vehicles be using the UTMS radio spectrum then there will be up to 40 channel contentions per second to resolve. It is unlikely that radio spectrum will be made available that allows space for more than 100 channels. Each vehicle’s UTMS radio system must be primed to channel hop to avoid contentions from up to 10 interfering vehicles per second while sustaining a minimum data rate of 100kbytes per second.

Such a work load imposed be an ever-changing mix of vehicles will be difficult to manage without gaps in the data. A possible solution exists if the transmitted power from UTMS is very low, to the point that signals are only detectable inside the transmitting vehicle’s own wheel arch. Very low power radio transmission also brings low power drain at the transmitter making power supply easier. However, it also implies that a high receiver sensitivity might be needed. The extremely weak signals from nearby vehicles may therefore become detectable which returns us to the problem of radio channel contentions. Setting a low transmission power limit is therefore likely to be an area of diminishing returns and the channel contention issue is likely to always exist for high data rates.

To calculate the instantaneous rolling resistance of each wheel the CMS will require only two measurements; the temperature of the tyre and its pressure. A once per second reading rate for these two parameters would be enough, due to the tyre’s relatively high thermal inertia and

the normally slow rate of change of inflation pressure. The liner temperature measurement might be over a single area or across a section of the tyre. In the case of our TCT system (aimed at tyre R&D) the measurement is over 64 pixels and can stretch from bead to bead or be focused on an area if interest e.g. the tyre’s shoulder with an accuracy of 0.1 degrees C and resolution of 0.01 degrees C. A measurement cycle, even at high resolution would require a data packet of less than 200 bytes which with overhead might be 1kbytes. This rate would fit into the radio channels even on a busy motorway making dynamic estimation of rolling resistance possible while real time road surface measurement would be problematic.

Rolling resistance can account for up to 30% of battery energy in an EV making the choice of tire and the way the vehicle is driven very important; potentially being the difference between driving and walking the last few miles home on a cold wet night! There will be, for any journey, an optimum vehicle speed and route where energy consumption will be minimized. The probability of reaching the destination will be increased if this route is followed but it is more important to alert the driver if there is a significant probability of not reaching the destination on the remaining battery charge.

EVs with batteries that are over three years old may have battery capacities of 80% or less of the new capacity. This makes a planned journey of just 100miles (160km) problematic, particularly when air conditioning, heater and windscreen wipers are all operating. This range deficit may increase with traffic conditions such as road works, detours, accidents etc. To increase driver confidence a fully integrated vehicle management and GPS route planning system would need to use environmental data such as ambient temperature, wind speed and direction together with vehicle data such as load and UTMS derived tyre liner temperature and pressure to calculate the projected energy consumption for any proposed route. For this total tyre energy budget to be calculated for the journey the full tyre specification will be needed for each tyre i.e. the rolling efficiency for all temperatures, inflation pressures, loads and temperatures. The GPS navigation system, using these parameters and taking into account traffic updates would then evaluate the probability of reaching the destination without a battery recharge. If the journey was beyond the battery range an alternative route would be suggested that would pass a recharging station.

Data accuracy

The key to all this working reliably will be the accuracy of the tyre specification data entered into the CMS. What will be needed will be the full energy dissipation profile for all conditions, not just the laboratory performance rating, though this would be better than nothing. Tyres are currently rated for energy dissipation (rolling resistance) when operating in a laboratory at 25 +/- 4 degrees C while running on a smooth steel road wheel. The tyre is run for 30 minutes at 80kph before the test, is correctly inflated and is carrying 80% of its maximum load. Our measurements have revealed that the liner temperature across similar tyres from different manufacturers can vary from 50 to 90 degrees C for this test.

Energy dissipation drives the liner temperature higher until thermal equilibrium is reached. On the road, in the real world, the maximum temperature measured on the liner of a Mazda BT50 pickup truck tyre was 45 degrees C when pulling a trailer at a steady 100kph for 6 hours with an air ambient temperature of 22 degrees C. i.e. much lower than would have been expected. Energy efficiency improves with increasing temperature at the rate of 0.6% per degree C, over the temperature range 15-50 degrees C. It is highly likely that most tyres operating in temperate regions are not delivering their labeled energy efficiencies because they are running cool. This applies even in the summer when ambient temperatures are near those specified for the laboratory. In the winter the Mazda truck tyre did not reach 30 degrees C. i.e. half of the lab test result and probably 2 full tyre grades worse performance than the label states, possibly resulting in a 5+ mile shortfall in vehicle range.

While the case for in tyre sensors and even rim-based sensor fitment to vehicles is open to debate the case for their use in R&D is now well proven and accepted. Tyre internal noise and tyre cavity resonance is easily and reliably measured with good accuracy, both on a laboratory road wheel and on the highway. The differences between tyres from different manufacturers can be quickly evaluated, see figures 4 a & 4b, allowing car makers to choose a tyre best suited to their vehicle and the road surfaces it is most likely to be driven over. For the tyre companies their new product development can be steered towards lower levels of noise and cavity resonant modes.

The primary cavity resonance mode if heard in the vehicle cabin is annoying and is often interpreted by the owner as a defect. For auto makers noise complaints are a concern as investigation in the field is costly and if unresolved becomes a barrier to a repeat sale. Tyre companies are encouraged by auto makers to reduce cavity resonant mode levels and reduce road noise. The loss of vehicle control is a much more serious matter and has always been at the top of the priority list for tyre and auto companies. The measurement of tyre liner acceleration provides a great deal of information including early warning that the threshold for aquaplaning is imminent, see figure 3a.

Reductions in pre and post contact patch waves, see them clearly in figure 5, that propagate around the tyre will lead to reductions in radiated noise and lower pass-by noise levels. No improvement in a tyre’s characteristic comes free of charge and this cost is often a trade off with other equally desirable characteristics. Typically, less grip and faster wear rates are what result when a tyre’s energy dissipation is improved. Wet grip performance is featured on the tyre label and who would deliberately choose a tyre with lower wet grip. Leaving the most likely trade off candidate as wear and of course faster wear means more particulates shed into the environment which is undesirable. It seems likely that wear rate will soon appear on the tyre label. There seem to be no unalloyed successes, only the least worst choices to be made!

Comments (0)

ADD COMMENT

Link Copied!

Pirelli is set to play a central role as the FIM Superbike World Championship concludes the first half of its season this weekend at Donington Park for the UK Round. Marking the final event before the summer break, the Italian tyre manufacturer has equipped competitors with the softest rear compounds from its 2026 standard range. This selection represents a clear advancement in development from the previous year, when riders were limited exclusively to older specification tyres.

For the premier WorldSBK class, the rear tyre allocation is headlined by the SCQ extrasoft compound, intended primarily for qualifying and the Superpole Race. This option, the softest in Pirelli’s portfolio, has already garnered positive feedback from riders during the Emilia-Romagna Round for its exceptional single-lap pace and consistent performance over a sprint distance. Complementing the SCQ are the SCX supersoft and SC0 soft compounds, while front tyre duties are covered by the standard SC1 soft and SC2 medium solutions, with the softer front being the overwhelming preference of last year’s grid, including triple race winner Toprak Razgatlıoğlu.

The notoriously unpredictable British weather remains a critical variable, with cool morning temperatures and frequent rain showers posing significant challenges for teams. Pirelli’s range has historically demonstrated considerable adaptability across fluctuating track and air temperatures, maintaining reliable grip in both cooler and warmer conditions. To address potential precipitation, the allocation is supplemented by DIABLO Wet intermediate and full DIABLO Rain tyres for both front and rear positions, ensuring competitors have viable options regardless of the elements.

In the supporting categories, WorldSSP riders will retain the SCX and SC0 rear compounds alongside the SC1 and SC2 front options. Meanwhile, the WorldWCR field and the emerging talents of the Yamaha R3 World Cup will also be in action, with both series utilising the Pirelli DIABLO Superbike SC1 tyre on both axles throughout the weekend’s racing programme.

Giorgio Barbier, Pirelli Motorcycle Racing Director, said, “Donington Park is a very distinctive circuit and, in many respects, a unique venue on the FIM Superbike World Championship calendar. The opening part of the lap features a series of fast, flowing corners taken at high speed and rapid changes of direction that require riders to manage significant power while the bike is still heavily leaned over. This demands tyres capable of delivering outstanding grip, precision and stability while maintaining consistent performance over race distance.

"Compared with last year, when only standard range solutions were available and no development specifications were included, this season, while confirming the same compounds introduced in 2025, we will provide riders with the complete 2026 standard range. The SCQ extrasoft compound will be the softest option in the allocation and can be used not only in free practice and qualifying but also, potentially, in the Superpole Race. For the longer races, riders will be able to rely on the SCX supersoft and, should temperatures be lower, the SC0 soft compound – solutions that have already demonstrated throughout the season an excellent balance between outright performance and consistency, as reflected by the many new records that have been set.

"Finally, the weather, which has historically been unpredictable in the UK, will once again be a key factor. Rain and low temperatures, even in the middle of summer, can have a major influence on tyre management and race strategies. Having a complete and versatile range available will therefore be essential to provide the best possible support in any weather conditions.”

Comments (0)

ADD COMMENT

Link Copied!

Sri Trang Group has unveiled a comprehensive organisational strategy centred on its ‘Empowering AI’ mission, designed to integrate artificial intelligence across its operations to boost efficiency and foster long-term sustainability. The initiative was formally announced during the company’s flagship annual gathering, the Sri Trang Town Hall 2026, held at the Four Points by Sheraton Phuket Patong Beach Resort. The event drew over 1,700 participants, including executives such as the Chairman, Group CEO and other board members, alongside employees from domestic and international branches who attended both in person and virtually.

Central to the new vision is the Group’s commitment to leveraging AI and data analytics throughout its entire value chain, supported by a robust Enterprise Data Foundation and an AI Governance framework. These systems are intended to ensure meticulous data management and foster stakeholder confidence. The application of AI is being tailored to optimise specific operational phases, from upstream procurement and production to downstream sales and logistics, aiming for precision in market forecasting, quality control and customer responsiveness.

Parallel to its technological push, Sri Trang is prioritising the development of AI Agents and practical AI Use Cases to accelerate tangible business outcomes. This effort is complemented by a cultural shift towards an ‘AI x Human’ paradigm, preparing the workforce to collaborate effectively with intelligent systems. Concurrently, the Group is reinforcing its dedication to environmental, social and governance principles, focusing on resource efficiency and the management of energy, water, waste and emissions as part of its trajectory towards a Net Zero target.

To support its ESG goals, Sri Trang is enhancing data systems to align with international standards like ISO 14064-1, ensuring accuracy and auditability for better risk management and decision-making. The company is also expanding collaboration with suppliers through its ESG Partner approach to elevate industry standards. This strategic direction underscores Sri Trang Group’s ambition to solidify its status as an innovation-led entity, combining human potential with AI to drive the Thai natural rubber sector towards resilient and sustainable growth on the world stage.

Dr Viyavood Sincharoenkul, Chairman of Sri Trang Group, delivered a keynote address on the vision, stating, “AI will not merely be a tool; it will become part of Sri Trang’s way of working and decision-making. We are building the Sri Trang AI Factory to connect data, technology and people together. AI is not simply a new technology but a major transformation in the way we work and compete in business. As the world accelerates AI adoption, organisations and people that are able to learn, adapt and work effectively with AI will be the ones that gain a competitive advantage and achieve sustainable growth in the future. Our goal is not to have the best AI but to build an organisation where everyone can use AI effectively, supported by trusted data, proper governance and a culture of continuous learning. The success of AI is not measured by the number of systems developed but by the number of people who can work effectively with AI and create value for the organisation.”

Veerasith Sinchareonkul, Group CEO, Sri Trang Group said, “The ‘AI Revolution Without Boundaries’ does not mean bringing in technology to replace our people. Rather, it means using AI to enhance people’s capabilities so that they can work smarter, faster and more efficiently. In essence, the meaning of ‘Empowering AI’ is ‘Empowering People with AI’ empowering our people to grow and move forward through the potential of AI. We believe in the power of collaboration between humans and AI. When AI works alongside people at every level, it helps improve decision-making accuracy, enhance the efficiency of frontline employees, strengthen executive leadership and foster a culture of continuous learning, teamwork and innovation. The future of the organisation is therefore not one in which AI replaces humans, but one in which humans grow together with AI without limits.”

Comments (0)

ADD COMMENT

Link Copied!

Michelin has expanded its retail footprint in North India by inaugurating two Michelin Tyres & Services (MTS) outlets, located in Amritsar and Panchkula. The Amritsar location operates through a partnership with National Auto, while the Panchkula facility is a collaboration with Universal Tyres. This development underscores the French tyre giant’s strategy to place its globally recognised products and services within closer reach of consumers in a rapidly developing automotive market.

Each of the new establishments spans 5,000 square feet, situated strategically on Loharka Road and within Panchkula’s Industrial Area. Designed as modern service hubs, they provide a full spectrum of offerings, ranging from passenger car and two-wheeler tyres to advanced wheel alignment and mechanical maintenance. The stores stock renowned product lines such as the Primacy, Pilot Sport and Latitude Sport series, aiming to deliver a premium and seamless experience for vehicle owners.

The selection of Amritsar and Panchkula reflects Michelin’s assessment of their growth potential, driven by tourism, infrastructure projects and a rising number of private vehicle owners. To capitalise on these opportunities, Michelin has aligned with established regional players. National Auto, a trusted entity in Amritsar since 1927, brings a long-standing reputation for quality service, while Universal Tyres contributes over three decades of technical expertise and market knowledge in the Panchkula region.

These partnerships are central to Michelin’s broader objective of delivering superior mobility solutions rooted in safety and durability. By combining its own technological leadership with the local acumen of its partners, the company aims to strengthen its service ecosystem and cater to the evolving demands of the northern Indian automotive sector.

Shantanu Deshpande, Managing Director, Michelin India, said, “North India continues to be a key market in Michelin's growth journey, supported by rising vehicle ownership, improving road infrastructure and growing demand for premium mobility solutions. The launch of our new Michelin Tyres & Services Stores in Amritsar and Panchkula marks another important step in strengthening our retail presence and bringing Michelin's globally benchmarked products and services closer to customers across the region. As we prepare to introduce Made-in-India passenger car tyres, we remain focused on delivering solutions tailored to the evolving needs of Indian consumers.”

Comments (0)

ADD COMMENT

Link Copied!

Tyres Europe has issued a formal call for the Industrial Accelerator Act to be revised, urging policymakers to grant greater recognition to the tyre sector’s strategic importance within the continent’s automotive ecosystem. In a newly published position paper, the organisation argues that the current framework insufficiently addresses the industry’s unique contributions and challenges.

The association is advocating for several key amendments, including an expanded scope that acknowledges tyres as critical components in both the replacement and original equipment markets, thereby stimulating demand for EU-manufactured products. Additionally, Tyres Europe proposes the establishment of a Union origin definition that would prioritise European production in public procurement and state-aid schemes. The paper also highlights tyres’ potential to enhance energy efficiency and lower CO2 emissions for light vehicles, while calling for dedicated backing for retreaded and EU-made truck and bus tyres, alongside increased financial mechanisms for industrial decarbonisation and improved governance of manufacturing acceleration zones.

With these targeted modifications, Tyres Europe contends that the Industrial Accelerator Act could effectively foster a market for low-carbon, high-performance tyres produced domestically. Such adjustments would simultaneously bolster competitiveness, support decarbonisation goals and reinforce the overall resilience of Europe’s automotive supply chain.

Comments (0)

ADD COMMENT

Link Copied!