Tire Pressure Test On Suprima 6MT

Centre For Automotive Research and Electric Mobility
(CAREM),
University Teknologi PETRONAS, Malaysia
Effect of Tire Pressure on Vehicle Fuel Consumption and Gas Emission

Products
Area: Statistical Study
Md Hafiz,M.F.U, Mohd Shah,M.I.F, Hizaddin,M.A, Rosli,M.H, Mohd Mazlan,M.A.N

CONTENT
1.0 INTRODUCTION
1.1 ABSTRACT
1.2 OBJECTIVE
1.3 SCOPE AND LIMITATION
2.0 TEST METHOD
2.1 TEST PROCEDURE
3.0 RESULTS AND ANALYSIS
4.0 DISCUSSION
5.0 MODIFICATION
6.0 CONCLUSION
7.0 APPENDIX
1.1 ABSTRACT
The consumption rate of fuel is essential in determining the efficiency of vehicle.
Fuel economy is the mechanism to secure efficiency- increase cost effective, reduce
climate change and oil dependence costs and increase energy sustainability. Carbon
dioxide (CO2) from burning gasoline and diesel contributes to global climate change hence
the urgency to reduce fuel consumption is undoubtedly. The cartel market control and the
economic impact of price shocks can be diminished by reducing petroleum use. Oil is a
non-renewable resource, it is impossible to sustain world’s current rate of use indefinitely.
Using it wisely makes more time to find alternative technologies and fuels that will be more
sustainable. Tire pressure of vehicle has a significant impact on fuel consumption.
Excellent tire inflation helps extending tire dynamics, improve vehicle safety and maintain
fuel efficiency. Tire pressure is measured by calculating the amount of air that has been
pumped into the internal lining of tire in pounds per square inch (PSI) or BAR pressure.
Significantly, there are three sorts of tire inflation. The under inflated tires, that
wears tire out more quickly, increases rolling resistance with the road which means it
decreases fuel efficiency and increases CO2 emissions. Over inflated tires have a smaller
contact patch – the part of the tire that makes contact with the road and this leads to a loss
of traction and faulty braking distances. The proposed inflation is one recommended by
manufacturer, differs by size and type.
The project researches the ideal tire pressure on fuel depletion, salient effects of
different tire pressure on the rate of pollutant emission and the torque curve of engine at
manufacturer tire inflation. There are two models of torque curve proposed in the project;
the standard dynamometer engine power curve and the dynamometer engine power curve
in respect of gas analysis. The elementary way to reduce CO2 emissions in a vehicle is to
reduce its fuel consumption because CO2 emission is directly proportional to the amount
of fuel consumed.
1.2 OBJECTIVE
• To investigate the relationship of tire pressure and fuel depletion of the vehicle.
• To determine ideal tire pressure by providing maximum fuel economy and extended
functionality of tire.
• To analyze gas emission of vehicle at variance of speed and the relation to tire
inflation.
• To learn the specific torque curves of vehicle on dynamometer and distinct engine
Revolutions per minute and dynamometer revolutions per minute.
1.3 SCOPE AND LIMITATION
Previous studies shown that there is more than a single factor that affects the overall fuel
consumption, and each one of those do contribute notable percentile of fuel consumption.
In this study, we focus on studying the effects of tire pressure to the average fuel
consumption of a vehicle. Therefore, other factors that might significantly effects fuel
consumption are kept constant e.g. speed travelled, distance travelled, engine capacity,
etc. (refer procedure FCT002). The tire slip effect is also assumed negligible. Our study is
made only for the Urban Driving Cycle (UDC) where closely represents the students, staffs
and academician style of driving within the University Technology PETRONAS campus.
The route chosen basically is the route used by most of the academician daily. Hence this
whole experiment scope is to demonstrate on how this particular tire pressure factor affect
the fuel consumption of the vehicles within the campus.
The tire pressure factor is first tested on the dynamometer as to get the control results for
this experiment. The limitations in this part of experiment is that the dynamometer is
unable to supply the average fuel consumption (km/l) as it is not connected to the engine
control unit (ECU) of the car, hence external device is needed to allow the fuel usage to be
measured in which its validity is questionable. As the experiment proceeded to the road
test, there are other numerous factors emerged that might influence the overall fuel
consumption, such as the road surface roughness, variation of air resistance, temperature
and etc. where it almost impossible to keep them same on every run. But the team
constantly tracked the weather, engine temperature, road condition and other possible
factors as to keep them constant before beginning every run. The vehicle used is also a
test car produced by Proton where there are parts and components of the vehicles that
might missing and not having the right calibration.
2.1 TEST METHOD
Fuel Consumption
As shown in table 1, four passengers car, same type is chosen for this study. As to
measure the fuel consumption, the vehicle is equipped with OBD2 device. This device is
needed to get the reading on fuel usage in the unit of km/l. Hence for every test pressure,
the distance travelled and driver are needed to kept constant.
Vehicle Type Proton Suprima S 6MT
Number of Test Vehicle(s) 1
Engine Capacity 1600cc
Speed travelled 40km/hr
Route refer route1
Distance Travelled 10.5km
Case 1 210kPa
Test Inflation
Condition Pressure Case 2 280kPa
Case 3 340kPa
Dynamometer (Control)
Test Condition
Campus Road
Table 1: Car and test specifications
Gas Emission
The product of the emission of the vehicle is analyze through the gas analyzer. For every
run, vehicle is set to throttle the car to 40, 60 and 80 km/h for analyzation process.
2.2 TEST PROCEDURE
FCT001 : Suprima 6MT Fuel Consumption Dynamometer Test

(Control Test)
Effects of Tire Pressure on Fuel Consumption
1) As to setup this experiment, the Proton Suprima S 6MT is used for all tests, with the same
engine capacity, same driver and one passenger. (Refer table 2)
2) First, all the 4 tires are inflated with the pressure recommended by the manufacturer
(210kPa). Pressure gauge is used to record the initial pressure.
3) Record the ambient, road and tire temperature.
4) The odometer/OBD is set to zero.
5) The vehicle is filled with the same volume of fuel of tank. The car is warmed up for 10
minutes.
6) The vehicle is then moved onto the dynamometer and safety belts are attached to the
vehicle.
7) The vehicle is then run on the dynamometer. Vehicle should be run at the constant speed
of 40km/h. Data logging started. The average fuel consumption is recorded as distance
travelled reached 10.5 km.
8) The experiment is repeated with lower and higher tire pressure to test on the fuel
consumption.
Dynamometer type Focus Applied Technology DC5
Distance travelled 10.5km
Case 1 210kPa
Test Inflation
Case 3 340kPa
FCT002 : Suprima 6MT Fuel Consumption Road Test
Effects of Tire Pressure on Fuel Consumption
1) As to setup this experiment, the Proton Suprima S is used for all the tests.
2) The table 3 below, are test specifications needed to be kept constant throughout the
experiment.
3) First, all the 4 tires are inflated with the pressure recommended by the manufacturer
(210kPa). Pressure gauge is used to record the initial pressure.
4) Record the ambient, road and tire temperature.
5) The odometer/OBD is set to zero.
6) The vehicle is filled with the same volume of fuel of tank. The car is warmed up for 5
minutes and proceed to the starting point (refer to figure 1).
7) The distance travelled, and the distance per volume of fuel used is recorded from the
odometer/OBD. Average fuel consumption is recorded.
8) The experiment is repeated with lower and higher tire pressure, to test the fuel
consumption.
Number of Test Vehicle(s) 1
Speed travelled 40km/hr
Route refer figure 1
Volume fuel used 1.2 litre + x (where x is the unknown volume of fuel
within the system)
*assume x is 0.2litre for each case
Case 1 210kPa
Test Inflation
Case 3 340kPa
Case 4 140kPa
Case 5 70kPa
Figure 1: The complete route for the FCT002 Road Test
Point of Interest
1. The first point of interest is chosen for its location which one of the main parking lot
for most of the lecturers in the campus.
2. The second point of interest is an important intersections road as students and

lecturers mainly use to reach the academic halls and research laboratory.
3. Third is intersections to the Chancellor Hall, lecturers parking lot and academic
blocks, also known to be an important point of interest as this road connects the
academician to academic blocks and main offices.
4. The end point. Where most of the academician leaves the campus through the main
gate.
3.1 RESULTS AND ANALYSIS
FCT001 : Suprima 6MT Fuel Consumption Dynamometer

Test(Control Test)
CASE 1: Manufactured Tire Pressure – 210 kPa
Test Temperature (°C)

Tire (initial) Tire (final) Road Ambient
Run 1 37.3 46.8 29 31
Run 2 39 49.6 32 30
Run 3 41.2 49 32.6 31
Test Average Trip per Litre (km/l)

Odometer OBD
Run 1 14.12 12.34
Run 2 14.26 12.84
Run 3 14.01 12.86
Average 14.13 12.68
Reading Percentage Difference: 11.43%

CASE 2: +30% of Manufactured Tire Pressure – 280 kPa

Run 1 37 49 35 32
Run 2 37.5 48 34 33
Run 3 41 49.7 35.9 33

Odometer OBD
Run 1 13.38 12.43
Run 2 14.05 12.34
Run 3 13.77 13.67
Average 13.73 12.81


Run 1 35 45.3 32.7 33
Run 2 36.7 48 33 32
Run 3 37 48.3 34.3 32

Odometer OBD
Run 1 12.92 12.30
Run 2 13.02 12.98
Run 3 13.94 13.11
Average 13.29 12.79

Taking OBD reading into account,
Average Temperature (°C)

Tire Average Trip Per
Tire
Pressure Litre Road Ambient
(kPa) (km/l) Initial Final
210 12.68 39.2 49.46 31.2 31
280 12.81 38.5 48.9 35 33
340 12.79 36.2 47.2 33.3 32

From the dynamometer test, the effect of tire pressure on the fuel consumption is
demonstrated as shown in figure 2 and 3 below.
Figure 2
Figure 3
Data Interpretation
The experimental study on dynamometer started with tire pressure of 340kPa has
shown low amount of fuel consumption as demonstrated in graph 2, as it recorded high
value of trip average kilometre per litre (km/l) which the distance it could reach with a litre
of petrol. The average value of kilometre per litre recorded was 12.79km/l in which better
than the average value of km/l recorded by vehicle with 210kPa tire pressure (12.68km/l).
This explains that vehicles with higher tire pressure is able to go bit further than those with
lower tire pressure. However, there is not such a large difference in fuel consumption
between tire with high inflation pressure and tire with lower one. The reasons behind this
might due to first, it is just the way it is- where increasing the tire pressure from the
recommended pressure doesn't caused that huge effects on fuel economy of a vehicle.
Second, the low distance travelled used by the tested vehicle. Third, the inconsistency of
variables on each run e.g. initial tire temperature and engine temperature.
These variables could significantly affect the overall results obtained. For example,
higher initial tire temperature can cause the air inside the tire to be heated and slightly
expand causing the tire pressure to rise as well. As we can see from the previous results
obtained, the lowest pressure of tire inflation (210kPa) with higher initial tire temperature
(Run 3) recorded a notably high value of km/l compared to test run with lower initial tire
temperature. Although the impact might be very small, but considering the whole scope of
this experiment is to study the effect of tire pressure, it would be better to keep them
uniform. The ambient and road temperature might also be the reason of inconsistency on
the data obtained.
The difference of tire temperature also recorded to be almost the same, rises about
9-10 degree after each run. There is also a significant relation between the initial tire
temperature and the average trip per fuel consumption (km/l), whereby higher initial tire
temperature might lead to notably higher average trip per fuel consumption (km/l). The
road (surface of dynamometer) temperature effect on the fuel efficiency is still remain
unsure whether it causes the vehicle consume more or less fuel. Further experiment is
needed for explicit verification.
FCT002 : Suprima 6MT Fuel Consumption Road Test
CASE 1: Manufactured Tire Pressure – 210 kPa

Remark Temperature (°c) Instantaneous Trip Average (km/l) Distance Trip Average
(Run 1) (km) (km/1.4l)
Average
Start End A B C D OBD
Tire (front left) 37.8 45.5

Tire (front right) 34.1 48.1 8.2 8.3 8.7 8.9 8.5 10.2 7.286 -
Tire (rear left) 35.4 42.3
Tire (rear right) 34.3 41.3
Road 49.2 52.7
Ambient 30.0 31.0
(Run 2) (km) (km/1.4l)
Average

Tire (front right) 38.1 49.2 9.6 8.2 9.5 8.3 8.9 10.1 7.214 -

Road 51.8 52.5
Ambient 32.0 32.0
(Run 3) (km) (km/1.4l)
Average

Tire (front right) 38.7 47.4 6.4 7.1 7.2 7.7 7.1 9.7 6.929 -
Road 52.0 41.7
Ambient 32.0 32.0
Trip Average (km / l): 7.143

(Run 1) (km) (km/1.4l)
Average

Tire (front right) 34.6 45.6 9.5 9.4 9.1 - 9.3 11.4 8.080 -
Road 49.5 49.6
Ambient 29.0 31.0
(Run 3) (km) (km/1.4l)
Average

Tire (front right) 37.8 48.4 8.7 8.4 8.6 9.6 8.8 10.3 7.357 -

Road 49.1 45.4
Ambient 32.0 32.0
(Run 2) (km) (km/1.4l)
Average
Tire (front right) 37.6 50.1 10.7 9.3 9.6 7.2 9.2 9.3 6.643 -
Road 54.4 55.3

Ambient 32.0 32.0

(Run 1) (km) (km/1.4l)
Average

Tire (front right) 41.9 45.9 14.3 9.1 8.5 10.6 10.6 15.3 10.93 15.3
Road 53.6 44.6
Ambient 26.0 26.0
(Run 2) (km) (km/1.4l)
Average

Tire (front right) 34.2 46.2 9.1 8.0 9.4 8.3 8.7 10.5 7.500 10.1
Road 50.0 51.8
Ambient 31.0 31.0
(Run 3) (km) (km/1.4l)
Average

Tire (front right) 38.5 48.4 9.3 8.2 9.0 9.7 9.1 10.6 7.570 10.3
Road 53.5 55.4
Ambient 32.0 32.0

CASE 2: -30% of Manufactured Tire Pressure – 140 kPa
(Run 1) (km) (km/1.4l)
Average

Tire (front right) 32.8 49.8 8.2 7.6 8.2 7.4 7.85 9.8 7.00 8.3
Road 40.3 50.2
Ambient 28 30
(Run 3) (km) (km/1.4l)
Average

Tire (front right) 38.1 55.5 7.9 7.5 8.4 7.4 7.80 9.6 6.86 8.4

Road 51.6 52.8
Ambient 30.0 31.0
(Run 2) (km) (km/1.4l)
Average
Tire (front right) 40.8 54.0 8.5 7.3 7.6 7.3 7.68 10.1 7.21 8.1
Road 55.2 58.4

Ambient 32.0 32.0

CASE 3: -60% of Manufactured Tire Pressure – 70 kPa
(Run 1) (km) (km/1.4l)
Average

Tire (front right) 36.3 58.2 7.5 8.1 7.8 8.4 7.95 9.8 7.00 8.3
Road 40.8 44.2
Ambient 31.0 31.0
(Run 2) (km) (km/1.4l)
Average

Tire (front right) 39.0 57.7 6.9 7.4 5.4 6.3 6.50 8.3 5.93 7.9
Road 49.9 52.1
Ambient 31.0 31.0
(Run 3) (km) (km/1.4l)
Average

Tire (front right) 39.0 60.1 5.9 6.4 6.8 6.4 6.38 9.5 6.79 8.6
Road 51.0 54.6
Ambient 32.0 32.0

Average Temperature (°C)
Tire Average Trip Per
Tire
Pressure Litre Road Ambient
(kPa) (km/l) Initial Final
210 7.14 39.2 44.63 51.0 31.0
280 7.36 35.9 44.65 50.1 31.0
340 8.66 37.2 44.80 52.2 29.0
140 7.02 39.5 45.24 51.3 30.5
70 6.57 38.8 45.18 50.6 31.2

From the road test, the effect of tire pressure on the fuel consumption is
demonstrated as shown in figure 4 and 5 below.
Run 1 Run 2 Run 3

Fuel Consumption vs Tyre Pressure
13.75
11
Fuel Consumption(km/l)
8.25
5.5
2.75
0
210 280 340
Tire Pressure (kPa)
Figure 4
210 280 340
11.25
Average Fuel Consumption (km/l)
6.75
4.5
2.25
0
Tire Pressure (kPa)
Figure 5
Data Interpretation
The experiment conducted on the road showed clear relation of the tire pressure
and fuel consumption. Based on the road test results, the vehicle with 340kPa tire
pressure has shown the best fuel economy among the other pressure used. As
demonstrated in figure 5, the trip average (kilometre per litre) recorded by vehicle with
340kPa was 8.66 km/l in which better than the trip average recorded by vehicle with lower
pressure, 280kPa and 210kPa. The trend recorded from the graph explains that vehicle
with higher tire pressure might allow system to consume less fuel. However, there is no
such a large difference in fuel consumption between tire with high inflation pressure and
tire with lower one. The percentage increase of the trip average between the manufacturer
pressure (210kPa) and +30% of its value (280kPa) is less than 4% increase while
percentage increase between the manufacturer pressure (210kPa) and +60% of its value
(340kPa) is 21.3% increase. While for -30% (140kPa) and -60% (70kPa) of manufactured
tire pressure did not show any significant amount of increase in fuel consumption.
There is no clear trend that can be seen from the instantaneous value of trip
average, as this instantaneous value cannot be a good variable to show the effect of tire
pressure towards the overall fuel consumption - due to its value more inclined affected by
the throttling of the vehicle at the moment.
From the results, we can also observe that the tire temperature rises about 9-10
degree after each run or even lower than that. For this part of experimental studies, there
is a significant relation between the initial tire temperature and the trip average(km/l),
whereby higher initial tire temperature might lead to notably higher average trip per fuel
consumption (km/l). This can be seen from the third case of the road test (1st Run) where
the vehicle with higher tire temperature at the starting point was able to reach further with
almost the same amount of oil - although there were still other variables that might as well
affect the whole result.
FCT003 : Suprima 6MT Gas Emission Product
Run 1
time CO CO2 O2 HC NO
Lambda
(s) (% vol) (% vol) (% vol) (ppm vol) (ppm vol)
1 0.00 15.44 11.58 22 0 1.526

2 0.00 15.44 11.58 22 0 1.526
3 0.00 15.44 11.58 22 0 1.526
4 0.00 15.44 11.58 22 0 1.526
5 0.00 15.44 11.57 21 0 1.525
6 0.00 15.44 11.57 21 0 1.525
7 0.00 15.44 11.57 21 0 1.525
8 0.00 15.45 11.57 21 0 1.525
9 0.00 15.45 11.56 21 0 1.525
10 0.00 15.45 11.56 21 0 1.525
11 0.00 15.45 11.56 21 0 1.525
12 0.00 15.45 11.56 21 0 1.525
13 0.00 15.45 11.56 21 0 1.525
14 0.00 15.47 11.56 21 5 1.524
15 0.293 15.47 11.56 21 6 1.506
16 1.081 15.47 11.56 22 7 1.461
17 1.081 15.47 11.56 22 7 1.461
18 1.293 15.45 11.56 22 14 1.450
19 1.293 15.45 11.56 22 14 1.450
20 1.452 15.43 11.55 23 26 1.441
21 2.201 15.39 11.56 24 44 1.405
22 3.012 13.91 11.56 25 52 1.398
23 1.984 14.09 11.54 46 67 1.446
24 1.534 14.33 11.55 46 59 1.465
25 1.958 14.29 11.59 49 37 1.444
Run 2
Lambda
1 0.00 15.47 11.63 9 0 1.528

2 0.00 15.46 11.63 9 0 1.528
3 0.00 15.46 11.60 9 1 1.528
4 0.00 15.43 11.58 9 0 1.528
5 0.00 15.41 11.58 9 0 1.528
6 0.00 15.40 11.58 9 0 1.528
7 0.00 15.40 11.56 9 0 1.527
8 0.00 15.39 11.56 9 0 1.527
9 0.00 15.39 11.55 9 0 1.527
10 0.00 15.40 11.55 9 0 1.527
11 0.205 15.40 11.54 9 0 1.513
12 0.919 15.41 11.53 9 3 1.471
13 1.213 15.42 11.51 11 9 1.45
14 1.213 15.41 11.51 11 9 1.454
15 1.411 15.41 11.51 12 19 1.444
16 2.075 15.39 11.51 13 38 1.411
17 2.939 15.33 11.51 41 52 1.402
18 3.361 13.78 11.49 40 61 1.385
19 3.361 13.55 11.49 40 61 1.385
20 3.726 13.55 11.49 41 69 1.371
21 4.276 13.36 11.49 43 56 1.348
22 4.595 13.21 11.48 51 35 1.334
23 4.544 13.11 11.47 57 24 1.337
24 4.421 13.06 11.47 59 19 1.342
25 3.553 13.14 11.47 60 19 1.382
Run 3
Lambda
1 0.013 15.10 11.61 6 0 1.539

2 0.015 15.19 11.45 6 0 1.529
3 0.015 15.19 11.45 6 0 1.529
4 0.015 15.19 11.45 6 0 1.529
5 0.015 15.23 11.41 6 0 1.525
6 0.016 15.25 11.37 6 0 1.523
7 0.016 15.25 11.33 6 0 1.521
8 0.016 15.25 11.33 6 0 1.521
9 0.017 15.27 11.30 6 0 1.519
10 0.017 15.27 11.30 6 0 1.519
11 0.017 15.31 11.27 6 0 1.516
12 0.017 15.37 11.25 6 3 1.513
13 0.370 15.40 11.23 6 2 1.490
14 0.370 15.40 11.23 6 2 1.490
15 0.370 15.40 11.23 6 2 1.490
16 0.965 15.38 11.21 6 7 1.456
17 1.168 15.34 11.19 7 13 1.445
18 1.767 15.20 11.17 8 29 1.416
19 1.767 15.20 11.17 8 29 1.416
20 2.491 14.05 11.17 10 44 1.406
21 2.990 13.69 11.15 37 59 1.387
22 2.748 13.72 11.14 37 74 1.398
23 2.748 13.72 11.14 37 74 1.398
24 2.573 13.84 11.13 36 76 1.404
25 3.022 13.81 11.11 38 37 1.381
Calculation
Run 1
 Average CO = 0.687% vol
 Average CO2 = 15.24 % vol
 Average O2 = 11.56 % vol
 Average HC = 14.8 ppm vol
 Average NO = 13.52 ppm vol
 Average Lambda = 1.492
Run 2
 Average CO = 1.672 % vol
 Average NO = 19 ppm vol
Run 3
 Average CO = 0.942 % vol
 Average NO = 18.04 ppm vol

CO, O2, CO2
20.
16.
12.
8.
4.
0.
Run 1 Run 2 Run 3
Average CO (%vol) Average O2 (%vol) Average CO2 (%vol)
Figure 6
HC, NO
30.
24.
18.
12.
6.
0.
Run 1 Run 2 Run 3
Average HC (ppm vol) Average NO (ppm vol)

Figure 7
Data Interpretation
The percentage volume of carbon monoxide (CO) is increasing as the speed of car
increasing. As the speed of the car increase, the percentage volume of carbon dioxide
(CO2) is decreasing. The volume of oxygen (O2) almost remains the same throughout the
experiment. The amount of hydrocarbon (HC) is increasing with the speed of the car. The
value of lambda is slightly reducing throughout the experiment.
4.1 DISCUSSION
It is scientific law of physics that to travel we need energy, same goes to our
vehicle. Most cars and trucks use fossil fuels to provide this energy. We all know that fossil
fuels emit carbon dioxide and carbon dioxide contributes to much bigger problem- global
warming. Therefore, our main objective was to do everything we can to getting know about
how tire pressure could effectively limit the harmful emission from vehicle.
When we intend to reduce the fuel consumption of a vehicle, it means lowering the
impact of forces that move the vehicle. Generally, there are five of these forces, which the
first one is inertia where it is the act of changing the velocity of a given vehicle. Secondly,
gravity. This is inescapable as it is the link to the weight of the vehicle.
Next is the aerodynamic force. This is becoming widely recognized and vehicle
designs are being adapted to start overcome it. Fourthly, also the effect of mechanical
friction, the moving components of the engine and drive shaft. Lastly, this fifth force, which
is hidden and difficult to understand, where it is responsible for nearly one third of the fuel
consumption of the vehicle - the drag force from the tires. This is what our experiments all
about - to discover how significant the effects of tires state of being towards the whole fuel
economy and next, the emission products.
As to explain how tire pressure could give notable effects towards fuel consumption,
first we have to look on the state of tire under the weight of load. When tire is loaded, a tire
is distorted every time the wheel turns. This distortion causes flexing, compression and
shearing. Although it is essential for the grip and comfort but as result it will cause rolling
resistance in return.
Distortion causes
the emergence of
rolling resistance
Figure 8
Tires are made from viscoelastic materials. Once these materials are being
distorted, they will only regain their shape after a short period of time. All the energy taken
to distort the tire, is not fully restored. Based on the law of physics, some of these energy
is transmitted and loss in the form of heat and warms up the tire. And this loss is a good
example of the major component of the rolling resistance. The energy loss which comes
both from the deflection of the sidewall of the tires and the compression & deformation of
threads at road surface. These combinations of deformations combine into a drag force
which can be accurately measured and is significantly affected by inflation pressure.
Figure 9
The lower tire pressure would experience far more distortion compared to the
correctly inflated one on the right. As a result, the under inflated tire consumes more fuel
and release significant amount of harmful emission. This was due to under inflated tire
flexes and distorts more when it is rolling - causing greater drag force applied on it,
Although these whole experiments only tested on the higher inflation pressure (from
the recommended) effects on the fuel economy, we could still found out that even a little
decrease or increase of the tire pressure from the recommended pressure will eventually
gave impact to the fuel economy - even a little. However, increasing the tire pressure on
the vehicle to the over-inflation value might cause greater consequences
to the vehicle or even the driver itself. The tires could damage more easily when passing
through the potholes or debris on the road. Over inflation also might give the driver worse
traction, particularly in the rain. Also, blowout of the tire might also occurred when over-
inflated as the pressure keep on increasing when travelling on the road - as constant
heating from friction on tire might increase the tire pressure to the unsafe level.
The volume of carbon monoxide as the emission product is increasing because
more incomplete combustion occurs in the combustion chamber as the engine revolution
become higher. In contrast, the amount of carbon dioxide will reduce as complete
combustion is decreasing. When O2 appears in the flue exhaust, it usually means that
more air was supplied than was needed for complete combustion to occur. However, the
combustion takes place at short period of time preventing complete combustion from
happening.
Lambda is the ratio of the actual air/fuel ratio with the stoichiometric (ideal) air/fuel
ratio. The fuel is rich if the lambda value is lower than one. The meaning of rich is less
efficient but produced more power and burn cooler. Meanwhile, the fuel is lean if the value
of lambda is higher than one. Lean mixture is more efficient but can easily damage the
engine and produce higher amount of nitrogen oxide which is critical to our environment.
Since the average of lambda value is higher, thus this car produces lean mixture.
5.1 MODIFICATION
This research work is a study to evaluate the effect of tire pressure primarily from
fuel consumption point of view. We use two type of methods to test the effect of tire
pressure on fuel consumption which are dynamometer test and road test. In this study, we
use Proton Suprima 6 Speed Manual Turbo as the model to test three tire pressures which
is 210kPa, 280kPa and 340kPa. From the study, we realize that some changes need to be
done to get more accurate results on future study.
First use a better equipment to get precise results. From this study, we use On-
board diagnostics (OBD) tool to get the logging data from the car engine control unit
(ECU). The delay on data transfer using Bluetooth to the laptop is one of the reasons that
can affect the results. We also make some comparison between the OBD and car
odometer to test the precision of the OBD sensor. However there slightly a little different
from the result shown by both device.
Next always make sure the tire, road and ambient temperature always constant
before begin every run. This because temperature can influence tire pressure. If the
temperature increase the pressure also will increase. We also need to contact first person
to know more detail about the study. It will make work faster and precise so that we can
stick to the schedule.
Other than that, these experiments also need a really careful plan in order to make
sure any other variables or factors that might affect the whole fuel consumption to stay
constant for example, the aerodynamic force (air resistance to vehicle) and road condition.
The need of guidance from more experience person is also essential for this study be
more precise.
There will be a need of conducting this experiment again, with lower pressure of tire
inflation in order to prove the relation of correct tire inflation and fuel efficiency. As the
experiments repeated, all the modifications are hopefully can be done.
Lastly use some survey from the user about the tire pressure that they always use.
From the survey, we can make comparison between the tire pressure they always use and
the manufacturing tire pressure. This will make the study become more beneficial to the
user in their daily life about the importance of tire pressure on fuel consumption.
6.0 CONCLUSION
Tire with lower pressure or under-inflation is a more common and serious problem.
Reducing inflation pressure will cause in increase of tire's rolling resistance which induces
whole system to consume fuel more. Plus, an under-inflated tire also flexes more, which
leads to increased and uneven tread wear. However, the results of this study conclude that
although higher tire pressure might increase the vehicle capability of consuming less fuel,
but there was a bigger problem might emerge from over inflation of tire regardless where
the vehicle travel. The team already planned of conducting another set of experiments to
test the significance of lowering the tire pressure effects towards fuel economy. Where
then, we can see much clearly the whole picture of tire pressure effects towards the fuel
economy particularly towards the academician, students and staffs of the university.
Drivers and vehicle owners need to have proper education through media campaigns on
how to select, check and maintain the tires.
7.0 REFERENCE
Barr and J., Boker J. (2008): Reducing Tire Rolling Resistance to save fuel and
lower Emissions. SAE International, Paper No. 2008-01-0154, pp 10.
Gibson P., (2006) "Tire Maintenance Tips - Tire Pressure”, EzineArticles.com
Website: Yokohama tyres.

http://global.yokohamatire.net/technology/tirecareandsafety/rolling_resistance.html
Website : Proton Edar

http://www.proton-edar.com.my/en/Models/Suprima
8.0 APPENDIX

Tire Pressure Test On Suprima 6MT

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Tire Pressure Test On Suprima 6MT

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Centre For Automotive Research and Electric Mobility

Effect of Tire Pressure on Vehicle Fuel Consumption and Gas Emission

Md Hafiz,M.F.U, Mohd Shah,M.I.F, Hizaddin,M.A, Rosli,M.H, Mohd Mazlan,M.A.N

Vehicle Type Proton Suprima S 6MT

Number of Test Vehicle(s) 1

Engine Capacity 1600cc

Speed travelled 40km/hr

Route refer route1

Distance Travelled 10.5km

Table 1: Car and test specifications

FCT001 : Suprima 6MT Fuel Consumption Dynamometer Test

3) Record the ambient, road and tire temperature.

4) The odometer/OBD is set to zero.

Vehicle Type Proton Suprima S 6MT

Dynamometer type Focus Applied Technology DC5

Engine Capacity 1600cc

Distance travelled 10.5km

4) Record the ambient, road and tire temperature.

5) The odometer/OBD is set to zero.

Vehicle Type Proton Suprima S 6MT

Number of Test Vehicle(s) 1

Engine Capacity 1600cc

Speed travelled 40km/hr

Route refer figure 1

2. The second point of interest is an important intersections road as students and

FCT001 : Suprima 6MT Fuel Consumption Dynamometer

CASE 1: Manufactured Tire Pressure – 210 kPa

Test Temperature (°C)

Run 3 41.2 49 32.6 31

Test Average Trip per Litre (km/l)

Run 2 14.26 12.84

Run 3 14.01 12.86

Average 14.13 12.68

Reading Percentage Difference: 11.43%

Test Temperature (°C)

Run 3 41 49.7 35.9 33

Test Average Trip per Litre (km/l)

Run 2 14.05 12.34

Run 3 13.77 13.67

Average 13.73 12.81

Reading Percentage Difference: 6.7%

Test Temperature (°C)

Run 3 37 48.3 34.3 32

Test Average Trip per Litre (km/l)

Run 2 13.02 12.98

Run 3 13.94 13.11

Average 13.29 12.79

Reading Percentage Difference: 3.76%

Average Temperature (°C)

210 12.68 39.2 49.46 31.2 31

280 12.81 38.5 48.9 35 33

340 12.79 36.2 47.2 33.3 32

CASE 1: Manufactured Tire Pressure – 210 kPa

Tire (front left) 37.8 45.5

Tire (front left) 37.0 48.7

Tire (rear right) 36.5 42.8

Tire (front left) 38.2 47.3

Trip Average (km / l): 7.143

Tire (front left) 34.0 43.8

Ambient 29.0 31.0

Tire (front left) 37.5 45.7

Tire (rear right) 36.6 40.9

Tire (front left) 35.8 50.7