In addition to supplying brake systems, powertrain and chassis systems and components, instrumentation, infotainment, vehicle electronics and technical elastomers, Continental AG ranks as one of the world’s largest tyre manufacturers. Matthew Beecham talked with Dr Burkhard Wies, Vice President, Tire Line Development Worldwide, Continental AG about global tyre trends.
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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Yes since even very southern regions do have, in many cases due to reduced temperatures in mountain areas, a need for winter tyres. And we already sell winter tyres in classical non winter tyre regions such as Greece. Thus we really would appreciate a European law on winter tyre usage.
Tyre labelling has become a reality. What’s your view on what it will mean for the consumer?
Well, the tyre label [provides] rough information on three of 16 performance criteria of a tyre. But there is a risk of tuning tyres only towards these three criteria and compromising on other very important safety aspects.
To what extent has the tyre labelling legislation given Continental the chance to further innovate and differentiate itself from the competition?
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By GlobalDataEspecially for changing over the compound portfolio (body and tread) within a short time frame, including expensive investments into process technology within our plants. This will give us a competitive advantage over the next few years. On the other side, we continue to recommend tyre test results reports of the leading magazines because only these tests deliver a comprehensive recommendation about the overall tyre performance due to the up to 16 criteria that are tested regularly.
The OEMs are under the pressure of new regulations for environment and safety. To what extent does that in turn put pressure on Continental to develop outstanding products that can match these challenging performance levels, e.g. for rolling resistance?
Of course, OEMs ask for fulfilment of very challenging requirement books specifically within the target conflict dry handling, rolling resistance and wet performance. But this in principle does fit to the challenges of the EU label criteria. By the way, the trend to request much lower levels in rolling resistance is a trend that was started began several years ago by the OEMs and our leading position in the European OEM business reflects that we are fulfilling them very well.
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?
With respect to noise and chemical substances, I would say that partly we do see too much activity within the European regulation authorities looking at the value and technical possibilities. Nevertheless all regulations typically drive technology development and we are more than willing to work on these topics.
I guess that TPMS and run-flat tyres will play a part in accelerating the removal of the spare tyre. What’s your view?
Yes , but we do see that there will be usage of many different extended mobility solutions like SSR, seals and mobility kits giving the customer greater choice. But also the spare tyre will have a relevant market share over the next few years.
In terms of comfort, how do the latest generation of run-flats compare with conventional tyres?
Indeed there the tyre industry managed to improve significantly but of course there will always be a slight disadvantage of SSR runflats due to physical laws. But I would like to emphasize that, for example, the Conti Seal technology delivers the same or better (with respect to interior noise) performance than standard tyres.
How do you see the roll out of the run-flats amongst car segments?
The remainder of this interview is available on just-auto’s QUBE research service
