improve bad is often easy, however, difficult to improve good. This or similar sigh is heard repeatedly from the mouths of developers tire for the premium brands. They fight for every inch and every day at every tenth of a percent, for year after year, they approach to what is technically possible. Leaps in quality expected no one; is working fine the day.
What does this mean in the daily business of the developer's tires, we learned now in a test drive with the Dunlop winter tires for the next winter season, the Dunlop Winter Sport 4D in the still snow-covered Swedish Aare below the World Cup downhill of the women. The Dunlop engineers had brought their old winter tires, M2, of course, not originals, but copies of the old profile, then the base and the then-current compound.
Twenty years old now is the M2. When asked about the percentage advantage of the new against the old man of the Dunlop engineers weigh the long head and combined longitudinal and lateral acceleration values, aquaplaning speeds, handling characteristics and braking distances. Finally he answered: "About 20 percent": Each year one percent better performance because you do not know what one should have the greater respect, for the achievements of the engineers or before their patience and perseverance.
20 percent difference - at least this was enough to even non-experts the progress clearly felt to bring to the test track. At start and cornering but also when braking on snow and ice of the old 4D M2 was clearly superior. Therefore, all were inclined to believe the developers that the values in the wet and dry, cold road are better.
The ladies and gentlemen of the Dunlop headquarters in Hanau were even brave enough to offer vehicles with tires not of two local competitors in Germany for testing. As the differences were indeed always have, but were not as clear. Were compared with the actual competitors of the next generation of Dunlop tires for the winter 2011/2012.
The competitors will compete for their next generation as well as the Hanauer is the last percent. Perhaps the difference is still smaller. This must not disturb the Dunlops, for they have clearly positioned themselves with your tires, found their market research has been how different tire buyers assess the summer and winter tires.
Play at the summer tires mileage and rolling resistance and therefore fuel consumption, a significantly larger role than in the winter tire purchase. This is clearly against Grip wallet or the environment. The Dunlop customers want to move forward safely, but it is progressing. For advancement are primarily responsible the slats between the tread blocks.
Whoever brings the total length largest fins on the tire contact area has good cards. If then also sinusoidal in profile are, they increase the cornering force of the tire. But you need stiff tread blocks for directional stability, steering and braking on wet and dry roads and enough channels to profile the water from the contact patch to derive.
That leaves the rubber tread compound. Dunlop has developed a method that Silikamoleküle binds tightly to the rubber molecules and silica prevents clots in the tread. Silica helps the tire in the cold and ice. These are the main levers for the tire engineers. Dunlop has turned out successfully.
In any case, the technical data to my progress in all disciplines between one and ten percent over the previous model. But everything has its limits. That explained the Swedish Rally Lady with a comparison tires are like men, they said. Men can also only one thing at the same time, a hundred percent but said she.
That was the tire that way. not more than 100 percent in it, she said, meant that a winter tire that just brings his full grip, still can not master curves cross forces. We found it wise, not to object to, finally, we were busy just 100 percent with the braking on ice. More is not just - in men and tires.
What does this mean in the daily business of the developer's tires, we learned now in a test drive with the Dunlop winter tires for the next winter season, the Dunlop Winter Sport 4D in the still snow-covered Swedish Aare below the World Cup downhill of the women. The Dunlop engineers had brought their old winter tires, M2, of course, not originals, but copies of the old profile, then the base and the then-current compound.
Twenty years old now is the M2. When asked about the percentage advantage of the new against the old man of the Dunlop engineers weigh the long head and combined longitudinal and lateral acceleration values, aquaplaning speeds, handling characteristics and braking distances. Finally he answered: "About 20 percent": Each year one percent better performance because you do not know what one should have the greater respect, for the achievements of the engineers or before their patience and perseverance.
20 percent difference - at least this was enough to even non-experts the progress clearly felt to bring to the test track. At start and cornering but also when braking on snow and ice of the old 4D M2 was clearly superior. Therefore, all were inclined to believe the developers that the values in the wet and dry, cold road are better.
The ladies and gentlemen of the Dunlop headquarters in Hanau were even brave enough to offer vehicles with tires not of two local competitors in Germany for testing. As the differences were indeed always have, but were not as clear. Were compared with the actual competitors of the next generation of Dunlop tires for the winter 2011/2012.
The competitors will compete for their next generation as well as the Hanauer is the last percent. Perhaps the difference is still smaller. This must not disturb the Dunlops, for they have clearly positioned themselves with your tires, found their market research has been how different tire buyers assess the summer and winter tires.
Play at the summer tires mileage and rolling resistance and therefore fuel consumption, a significantly larger role than in the winter tire purchase. This is clearly against Grip wallet or the environment. The Dunlop customers want to move forward safely, but it is progressing. For advancement are primarily responsible the slats between the tread blocks.
Whoever brings the total length largest fins on the tire contact area has good cards. If then also sinusoidal in profile are, they increase the cornering force of the tire. But you need stiff tread blocks for directional stability, steering and braking on wet and dry roads and enough channels to profile the water from the contact patch to derive.
That leaves the rubber tread compound. Dunlop has developed a method that Silikamoleküle binds tightly to the rubber molecules and silica prevents clots in the tread. Silica helps the tire in the cold and ice. These are the main levers for the tire engineers. Dunlop has turned out successfully.
In any case, the technical data to my progress in all disciplines between one and ten percent over the previous model. But everything has its limits. That explained the Swedish Rally Lady with a comparison tires are like men, they said. Men can also only one thing at the same time, a hundred percent but said she.
That was the tire that way. not more than 100 percent in it, she said, meant that a winter tire that just brings his full grip, still can not master curves cross forces. We found it wise, not to object to, finally, we were busy just 100 percent with the braking on ice. More is not just - in men and tires.
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