The technology in Goodyear DuraPlus

In the past, extending tyre mileage would be achieved by using a harder compound which would wear out at a slower rate but this would sacrifice comfort. It might also have been possible to have a thicker tread profile but this would increase the weight of the tyre. So in developing tyres, the engineers have always looked at a balance of the various elements depending on the segment which the tyres are intended for.
 

However, technology keeps advancing (and Goodyear has been responsible for many of the advances made in the past 100 years) and new compounds as well as new approaches to designing and constructing a tyre have become available. Needless to say, computer-aided engineering tools have also helped speed up the development process while rapid prototyping has made is possible to make prototype tyres for evaluation within a day or two.
 

For the new DuraPlus, the engineers understood that extra-long mileage was of a high priority to the customer it would be intended for. These customers use small passenger cars which are entry-level models and want low running costs. Thus a tyre which could last at least 100,000 kms would offer a very low cost per kilometre and for some, it could mean not having to buy new tyres for up to 5 years. At the same time, these customers still want a tyre that is safe and handles well, with reasonable comfort too.
 

“TredLife Technology encompasses six areas to give the DuraPlus the high mileage,” explained Jenner Powell, Goodyear’s Commercialization Director for the Asia-Pacific region. “These are a New Generation Wide Face Cavity, Maximized Rubber Volume, Advanced Carbon-based Tread Compound, a new Carcass Design, Asymmetric Tread pattern and Closed Outside Shoulder Elements. While the tyre delivers longer mileage, there is no sacrificing any of the safety and performance objectives that are at the core of all Goodyear tyres.”
 

Carcass design	Maximum rubber volume

Asymmetric tread pattern

An asymmetric tread pattern used to be seen only on high-performance tyres (like the Eagle F1) but there’s no reason it can’t also be used in other tyres. Its adoption in the DuraPlus places more rubber on the outside shoulder providing increased grip during cornering. Mr Jenner said that though the customers in this segment might not drive sportscars, it is still important for them to have sharp handling for safe manoeuvring.
 

He also pointed out that from a design perspective, the DuraPlus tread should not have a lot of fancy grooves running through it which would reduce the wearable rubber. At the same time, this approach could not be taken too far as to compromise on other areas of performance. For example, the grooves in the DuraPlus still had to be large enough to allow water to evacuate from under the tyre to prevent aquaplaning.
 

The asymmetric design does not mean that the DuraPlus is a directional tyre (which can only be mounted to rotate in one direction). There is no 'left’ or 'right’ tyre but the tyre must be installed with the outer tread area facing the outside of the car.
 

As for the closed outside shoulder elements, these are to reduce radiated noise from the tyre, an important factor to consider as it affects motoring comfort. On tarred surfaces which are softer, tyre noise might be absorbed into the road but many highways also have concrete surfaces that can make tyres very noisy.

The 100,000 km capability is defined by the tyre being worn down to a tread height of 1.6 mm which is the legal limit in most countries. This height is also where the Tread Wear Indicator (TWI) will start to appear as a continuous line across the tyre tread (from side to side) and it is an indication that the tyre should be replaced.
 

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