Michelin Introduce Puncture Proof Airless Tire

Michelin Introduce Puncture Proof Airless Tire



Michelin Introduce Puncture Proof Airless Tire

Michelin’s new Unique Puncture-Proof Tire System (Uptis) does away with one of the defining aspects of tires as we’ve known them for more than 100 years: the air inside. Unlike past attempts at airless tires, Uptis functions the way other modern tires do and, Michelin claims, will provide a similar driving experience.

Unveiled at the company’s sustainable-mobility-focused Movin’On Summit in Montreal today, Uptis is a tire without a traditional sidewall that carries its load by the top thanks to a new resin-embedded fiberglass material that Michelin was granted over 50 patents for.
“The idea was to develop a technology that was strong enough to carry the load but light enough to replace the air,” Cyrille Roget, technical and scientific communication director for the Michelin Group, told Car and Driver. “If you have a load on the tire and you cut all the spokes at the bottom, you will see that nothing will change, demonstrating that the load is carried by the top of it, not by the under parts.” Other airless tires, he said, often carry the load at the bottom of the tire, which is very inefficient and causes extra heating due to compression.

Uptis is not Michelin’s first airless concept tire. It builds on the Vision concept that was introduced at the 2017 summit meeting. That concept had four main components: it was airless, connected, could be 3D printed (or have a rechargeable tread pattern), and was 100 percent sustainable. Uptis tackles the first of those problems as part of what Roget called a “step by step” process to the tire of the future.
Michelin will test Uptis in the real world with General Motors. GM will outfit a fleet of its Chevrolet Bolt EV hatchbacks with the concept tires for road tests in Michigan later this year. Both companies said Uptis-style tires could be found on production passenger vehicles as early as 2024.

“We’re focusing initially on electric vehicles because we think it fits very well with the zero-zero-zero vision,” said Steven Kiefer, senior vice president of global purchasing and supply chain at General Motors, referring to the company’s “zero crashes, zero emissions, zero congestion” mission. “The Bolt EV and our next-generation BEV are really the platform for that, so it’s the logical first place.”

The Uptis concept tires have a maximum speed of 130 miles per hour and a max load of 1102 pounds. Different versions with different specs and driving characteristics will be possible, Roget said. That’s the kind of work Michelin will do with GM to figure out the right structure and number of spokes, which type of rubber to put on the outside, and how to embed the fiberglass in the tire depending on the vehicle application. No matter how the Uptis ends up, it will be more stable than other tires, he said.

“Whatever the temperature, the profile of the tire will be exactly the same,” Kiefer said. “So it’s a very stable solution. No pressure check, no pressure adjustment.”

Theoretically, the tread life for the Uptis is the same as a standard tire, Roget said, but in the real world it will be longer because drivers who use it will not be driving around on improperly inflated tires. “You always have the right pressure, so the tire will have a longer life,” he said.
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Paraplegic & F700 Dump Truck with Lucas Girling Brake system and Dayton Wheels Hyper speed version

Paraplegic & F700 Dump Truck with Lucas Girling Brake system and Dayton Wheels Hyper speed version



This is the Hyper drive version of this brake job, still talk on a couple key points but fly through on the work side of it.
This is how a paraplegic changes a rear wheel seal and cleans brakes on the rear axle, on an F 700 dump truck with the Lucas Girling brake system. First manor is jacking up the axle to the tires can be removed, typically it’s a good ides to use jack stands but I didn’t have that luxury on this set up. Once off the ground then need to cage the spring brake or the brake chamber to free up brakes, you might need to adjust brake adjusters or you may not (that depends on if drum has a lip and catches on shoes) remove the nuts that hold the wedges and the wheel in place, once loose then smack the wedges with a hammer until they brake free. Remove the nuts and wedges, remove outside tire, remove spacer ring, and remove inside tire. From this point remove the nuts for the axle shaft and the coned shaped alignment washers by smacking the shaft with a hammer and vibrating them out, then remove the axle shaft. Now remove the outer nut with 3 1/2 hub socket, lock ring, inner nut, and finally the outer bearing. I made a puller to remove the hub, once freed up pull hub and drum together and set on ground.
Now flip it up and drive out the wheel seal and inner bearing, clean and check bearing and race, lube bearing and reinstall. Next install the new seal, be sure to drive it in square and set it flush at the base of the hub. I use 80 grit sand paper and give the shoes and drums a new surface to provide greater braking, clean out all dust and set hub and drum back onto axle. Take care not to damage the new seal, (IMPORTANT be sure to add oil in the hub before outer bearing unless you have a fill port in hub) oil outer bearing and install into the hub. Install the inner nut and tighten to press hub back into place, run nut down tight while turning drum to seat bearings. Loosen outer nut and then snug back down to set the end play on the bearings, when set install lock ring (in most cases you will have to make a small adjustment to the inner nut to get the pin and lock ring to engage) then install the outer nut and tighten. Next clean the axle shaft and hub, install RTV silicone to the hub and shaft to prevent gear oil from leaking. Install alignment washers and torque nuts. Throw the inner tire, spacer, and outer tire back on, install wedges and try to keep them even gaped. When tightening Dayton wheels you need to place an object next to the tire so you can check the run out of the tires, if the tire wobbles then you adjust the wedges accordingly until tires run true. Adjust brakes and uncage the spring brake, set tires back down on the ground and fill the diff with fluid. Last thing is to pack the tools up and ask why you didn’t take it and have someone else work om it!!! Thanks for watching. Please LIKE, SUBSCRIBE,and/or COMMENT!!
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Freightliner cascadia DD13 DD15 DD16 intake throttle valve replacement OM 471 OM 472 OM 473

Freightliner cascadia DD13 DD15 DD16 intake throttle valve replacement  OM 471 OM 472 OM 473



WARNING!!: ⚠️⚠️⚠️
Always use the proper tools and safety equipment to perform this job.
Failure to perform the job correctly can result in personal injury or vehicle damage.
Don’t do this job if you think you don’t have the experience or the equipment to do this job correctly. REMEMBER SAFETY FIRST!

This video contains basic technician information.

This process is going to be similar to all truck from 2014 and up with DD13 DD15 DD16 OM 471 OM 472 OM 473 engines.

Freightliner
Cascadia Coronado business class M2 ML
Western Star
Mercedes Benz

The symptoms of the fault are:

Check engine light on
Amber emission light on
Red light on (if regen zone 5 is present)
Regeneration light on
Regeneration no able to be completed
Throttle no responding
Soot level high
Engine Unstable during regeneration

Tools used
13 mm socket
1/2 inch socket
Flat screwdriver
WD40

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Freightliner cascadia DD13 DD15 DD16 throttle valve malfunction spn 51 fmi 2

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Jerad Wittwer / Performance Diesel Inc – Rolling CB Interview™

Jerad Wittwer / Performance Diesel Inc - Rolling CB Interview™



Owner of Performance Diesel Inc., Jerad Wittwer takes a stroll down I-15 near St. George, Utah. He relays how he got his start in diesel maintenance and repair which ultimately lead to the founding of PDI. He shares the latest products coming out of PDI and also what it’s like for freight originating from that area.

©Copyright Big Rig Videos, LLC. / Produced By: Christopher E. Fiffie

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