Get To Know About the Hidden Concepts Behind Braking and Traction

Braking and Traction

When you deal with the auto mechanics, you will find some using traction and Braking interchangeably while differentiating between them. But, why they exchange?

It is known that the tyres transfer the engine’s energy to the road in such a way that the car has a forward motion. The traction feature of the tyres makes them do this.

Torque is applied by the axle of the wheel under the engine power. Thus, a resistance occurs between the ground and the tyre in reaction to this torque, otherwise known as traction. Traction in Tyres Malpas is the truth. Whenever a body (tyre) moves across a surface, friction is created, and thus, traction is created, which is unavoidable. Therefore, traction occurs naturally, and Braking is compulsory.

Whenever a vehicle is in motion, the traction works irrespective of whether you are traveling in a curve or a straight path. It occurs in every road condition. When the driver uses the brake pedal to bring the vehicle to stop, Braking comes into play. You can otherwise say that the traction’s sub-phenomenon is Braking.

Every vehicle manufacturer offers its limits and criteria for measuring Braking and traction performance even though standards are available to measure these. Braking is crucial for some manufacturers. They ensure that their tyres meet a specific stopping distance in snow, ice, dry and wet conditions. Traction is a crucial aspect for other manufacturers, and a specific friction level coefficient is needed for a tyre to get approval for vehicle use.

Traction and the Tyre

The overall Braking and traction of a tyre can be influenced by performance factors like tread compounds, tread pattern, tyre construction and tyre contour. Therefore, some tyre components may be more efficient compared to the others based on the Braking and traction types focused by a tyre manufacturer.

Tread compound is the first factor to be considered whenever the matter of traction arises. It is worth noting that the advancement of one area like the wearing resistance may influence other aspects like wet Braking or traction and fuel efficiency.

The pattern of tread is the second focused aspect. The snow braking or traction and dry braking are affected mainly by the tread pattern. But as you know, improvement in one aspect of performance adversely affects the other performances like tread wearing and wet Braking or traction.

Tyre contour is the third focus area when traction is needed. This influences dry Braking or traction. An improvement in one performance area, such as dry Braking or traction that will negatively affect another aspect, such as handling or wear-resistance, is a typical conflict of the performance target for tyre contour.

While the traction performance can be influenced by construction, it primarily influences speed rating and load index. The handling and riding balance can be improved by some late development stages tuning. But, the traction performance can be slightly affected by those.

 For developing a tyre, road traction and mud are crucial parameters. However, these are considered mainly in tyres meant for light trucks.

Development of Tyre for Traction and Dry Braking

Racing comes to your mind when you consider traction or dry Braking. So, what are the best tyre choices for a vehicle? A slick tyre!

A slick tyre offers the maximum limit of the contact patch without sipes or grooves. Hence, maximum traction is offered by these tyres on a dry surface. If you consider the racing Tyres Pontnewydd, you will come to know that a racing tyre offers a sticky feeling on the race track. This is because a sticky compound facilitates maximum interaction with the ground. Thus, using a racing slick is ideal in dry situations. Indeed, a slick tyre can’t be used for daily driving. But, surface interaction must be maximized for daily driving by using something the same as slick.

The tyre engineers consider three major compound areas. These are tyre pattern, contour and compound. Below are the goals in the tyre engineers’ minds:

  • High penetration level between the surface and tyre
  • Energy dissipating capability
  • A large area of contact at the braking situation
  • Higher road surface and tread rubber bonding on a molecular level
  • Better force transmission to the road from wheel and minor block deformation
  • Equal load distribution in the contact patch
  • Final ABS and tyre adjustment