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Prior to 1964, tires were all made to a 90% aspect ratio. Tire size was specified as the tire width in inches and the diameter in inches – for example, 6.50-15. [24] From 1965 to the early 1970s, tires were made to an 80% aspect ratio. Tire size was again specified by width in inches and diameter in inches.
The inner width of the rim on which the tire is mounted should be about 65% of the tire's nominal section width for tires smaller than 30 mm and 55% for those larger. The section height of a tire is usually identical to its section width (for tires less than 28 mm, 2.5 mm have to be added to the width to get the height).
These represent the tire's resistance to the generation of heat at speed. Tires graded A effectively dissipate heat up to a maximum speed that is greater than 115 mph. B rates at a maximum between 100 mph and 115 mph. C rates at a maximum of between 85 mph to 100 mph. Tires that cannot grade up to C or higher cannot be sold in the US. [9]
As the tire rotates it may exert a lateral force on the order of 100 N (22 lbf), causing steering pull in one direction. It would be typical for the force to vary up and down from this value. A variation between 90 and 110 N (20 and 25 lbf) would be characterized as a 20 N (5 lbf) lateral force variation (LFV).
2% of retail sales price, up to $2 per tire [20] Arkansas: $2 per auto + truck tire, $5 per truck w/rim size greater than 19' [21] California: $1.75 per tire [22] Colorado: $1.50 per tire [23] Connecticut: none (repealed on July 1, 1997) [24] Delaware: $2 per tire [25] Florida: $1 per tire [26] Georgia: $1 per tire [27] Hawaii: $1 per tire [28 ...
Low rolling resistance tires are designed to reduce the energy loss as a tire rolls, decreasing the required rolling effort — and in the case of automotive applications, improving vehicle fuel efficiency as approximately 5–15% of the fuel consumed by a typical gas car may be used to overcome rolling resistance.