The theory behind Continental's approach is that tires are more puncture-resistant with a third ply. Furthermore, the method produces only a single seam. Vredestein's approach is based on the belief that the lighter casing gives it a more supple quality and allows the tire to inflate in a uniform round shape, improving its cornering. To improve durability, Vredestein adds another strip of harder rubber under the tread for puncture resistance without robbing compliancy and adding rolling resistance. Vulcanizing The green tire, though completely assembled, cannot be ridden, since the rubber is so soft.
Vulcanization is the step that turns a conglomeration of rubber, wire and thread into a tire.
Both Continental and Vredestein perform this task virtually identically. Heavy, two-piece steel tire molds have steam pipes running through, heating them to the desired temperature. The shape, tread pattern and logo and size information is machined into the molds. There is a rubber two-piece bladder inside of the mold over which the green tire is placed by hand. Silicon and water is sprayed inside as a mold release.