On the chance of non-sarcasm :) You get into the limits of being able to transfer the rotation of the axle to the tire patch. Mental picture time, if you will

On the chance of non-sarcasm :) You get into the limits of being able to transfer the rotation of the axle to the tire patch. Mental picture time, if you will: 1. Axle spins, which rotates the metal wheel |> since the metal wheel is metal to metal with the axle, we will consider it to be one unit, even though technically, it is not 2. Metal wheel rotates the part of the tire near the rim |> There is only so much force which can be applied to join the tire's bead to the metal of the wheel. "Bead locking" can be done, but this is esoteric and, at least in the US, is mostly not legal for road-going vehicles. Also, the amount of space necessary for bead locking components is a complex challenge for the passenger car wheels, and is usually reserved to far larger wheels found in off-road-like vehicles. 3. The tire rim has to transmit the rotation to the tire contact patch, which happens via the tire sidewall. |> This sidewall has to stay flexible otherwise the ride would be nigh impossibly jarring. Check videos of sidewall flex of drag tires for a practical example of this, a-la https://youtu.be/rw3LE78gwhg https://youtu.be/rw3LE78gwhg There are plenty of other things in play, top, but these are the big limiting factors.