Continuing just-auto’s series of interviews with major tyre manufacturers, Matthew Beecham talked with executives from Bridgestone about the use of winter tyres in parts of Europe, tyre labelling, regulatory pressures, TPMS and run-flats.
There has been much talk in the UK recently about standardising tyre fitting to suit seasonal conditions despite our relatively benign climate. Do you think winter/summer tyre fitting should be standard across the EU?
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Bridgestone are recommending fitment of winter tyres in areas where, according to the climate, it looks appropriate. Bridgestone would leave to the country or region responsible for legislation if winter/summer tyre fitment should be standard.
However, Bridgestone has today a winter tyre range that can cope with every winter condition in Europe: A001, our all weather tyre which is perfect for moderate winter conditions in, for example, the UK, Ireland, Benelux, North France – the LM30/32/35 range for central European winter conditions and WS70 – with compound for extreme winter conditions (Scandinavia) or studded Noranza EVO2 for extreme Scandinavian conditions.
Tyre labelling has become a reality. What’s your view on what it will mean for the consumer?
First of all, we welcome this new legislation as it will offer the possibility for the consumer to make a more informed decision when purchasing tyres by making some of the criteria more transparent.
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By GlobalDataHowever, we need to make more efforts to let the consumers know about the characteristics of each performance item of the product.
In addition to these basic criteria, Bridgestone wants to provide detailed information about other critical factors to help the consumer making an informed decision. An informative website for consumers has been put online. And EU Tyre label tool kits – explaining the bigger picture – have been shipped to dealers.
While the information contained in the new tyre labels is important, it only tells part of the story when it comes to the performance of your tyres, e.g. stability, handling and response in both wet and dry conditions; wear resistance and durability; comfort and interior noise.
Needless to say that correct tyre maintenance (tyre pressure) and adapted driving style also positively impact fuel efficiency.
The OEMs are under the pressure of new regulations for environment and safety. To what extent does that in turn put pressure on Bridgestone to develop outstanding products that can match these challenging performance levels, e.g. for rolling resistance?
Bridgestone is a major development partner to many OEMs. As such, Bridgestone develop tyres for the latest range of vehicles. Bridgestone develop and apply innovative technologies to bring the best solution to support the OEM with the best possible performance on its vehicle. This refers to rolling resistance, but also to other performances such as wet grip, dry and wet braking and wear.
A number of other tyre regulations are being rolled out in Europe, including those relating to rolling resistance, tighter controls on chemical substances, noise emissions and wet grip. Is there too much regulation? What’s your view?
The European Union is leading the regulatory evolution of the tyre sector, in comparison to other areas of the world. Of course this impressive regulatory scenario is extremely challenging. By introducing new business perspectives and organizational needs, it implies further improvement and optimisation of a number of activities in our company, with special regard to R&D, manufacturing processes, supply chain control, testing, internal and external communications. Bridgestone welcomes these challenges. At the same time, we do expect that the appropriate market surveillance is granted by the authorities in order to ensure a fair playground.
I guess that TPMS and run-flat tyres will play a part in accelerating the removal of the spare tyre. What’s your view?
TPMS is useful to ensure the safe usage of tyres on the vehicle. It also indicates if a slow puncture is reducing pressure so the tyre can be checked. However, it will only tell you that your tyre is flat, or going flat, and does not get you moving once the air has gone.
Run-flat tyres on the other hand allow the vehicle to continue moving, albeit at a limited speed and distance, and so is a real alternative to a spare tyre. Obviously a TPMS must be used as otherwise many people would not recognize that the tyre was running without air.
Many cars in Europe today have no spare tyre but due to certain markets still legally requiring a spare tyre the vehicle design on global vehicles tends to include the holding space, either for a full-size or a space saver wheel or mobility kit. As the numbers of markets with this rule reduces, the number of non-spare tyre designed cars will rise significantly as much better design for safety and use of space can be achieved.
In terms of comfort, how do the latest generation of run-flats compare with conventional tyres?
With the launch of the latest RFT technology generation, we believe that we have reached a comfort level, which is comparable with the one of “normal tyres”.
How do you see the roll out of the run-flats amongst car segments?
Bridgestone are continuously developing the RFT technology to bring the overall performance at an even higher level. Bridgestone are working with a number of OEMs on RFT tyres.
People talk of the intelligent tyre as vehicles change. With newer forms of propulsion, in what ways will the tyre change and adapt to such technology?
Bridgestone works closely with the OEMs to develop tyres that fulfil the requirements for their car, no matter what the propulsion is. Naturally there are different needs and therefore there will be different tyres depending on the type of vehicle.
The remainder of this interview is available on just-auto’s QUBE research service
