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New technology is enabling tire manufacturers to reduce tire rolling resistance, leading to reduced fuel consumption and greenhouse gas emissions in the transportation sector. This project analyzed current relationships between the environmental and safety performance of commercially-available light-duty tire models in North America. Performance data was rated using the EC No. 1222/2009, and compared against tire price, uniform tire quality grading standards (UTQG), and other attributes. A random selection of tire models was tested, consisting of: 108 all-season, 23 studless winter, and 5 all-weather tire models. All test results were blinded for the purpose of confidentiality. Tire rolling resistance coefficients were measured using the single point ISO 28580 standard, and wet grip index values were measured according to UN-ECE Reg.117. Rolling resistance and wet grip indicators were measured using dynamic mechanical analysis (DMA).

Alternative fuels and power trains are expected to play an important role in reducing emissions of greenhouse gases (GHGs) and other pollutants. In this study, five light-duty vans, operating on alternative fuels and propulsion systems, were tested on a chassis dynamometer for emissions and efficiency. The vehicles were powered with Tier 2 gasoline, low blend ethanol (E10), compressed natural gas (CNG), liquefied petroleum gas (LPG), and an electric battery. Four test cycles were used representing city driving and cold-start (FTP-75), aggressive high speed driving (US06), free flow highway driving (HWFCT), and a combination of urban, rural, and motorway driving (WHVC). Tests were performed at a temperature of 22°C, with select tests at -7°C and -18°C. Exhaust emissions were measured and characterized including CO, NOX, THC, PM and CO2. On the FTP-75, WHVC, and US06 cycles additional exhaust emission characterization included N2O, and CH4.

Tailpipe emissions, fuel consumption, and wheel torque data were measured for three pairs of vehicles tested over four drive cycles at the Emissions Research and Measurement Section of Environment and Climate Change Canada in Ottawa, Ontario. Each pair of vehicles included identical vehicle models; one vehicle was equipped with an AWD drivetrain and one vehicle was equipped with a FWD drivetrain. The AWD vehicle was tested on a double-axle chassis dynamometer. The amount of AWD activity was heavily dependent on driving behavior and AWD system design. During periods of torque delivery, the percentage of AWD activity ranged between 32% and 57% for the FTP-75 drive cycle, between 3% and 8% for the HWFCT drive cycle, and between 21% and 29% for the US06 drive cycle. The fourth drive cycle was the FTP-75 driven at -7°C. AWD distributions did not show sensitivity to temperature for the first and second vehicle models.