Truck, bus and coach tires Basics to optimize your tire performance

Basics to optimize your tire performance

Contents
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The content of this publication is provided for information only and without responsibility. Continental Reifen Deutschland GmbH makes no representations about the accuracy, reliability, completeness or timeliness of the information in this publication. Continental Reifen Deutschland GmbH may, in its sole discretion, revise the information contained herein at any time without notice. Continental Reifen Deutschland GmbHs obligations and responsibilities regarding its products are governed solely by the agreements under which they are sold. Unless otherwise agreed in writing, the information contained herein does not become part of these agreements. This publication does not contain any guarantee or agreed quality of Continental Reifen Deutschland GmbHs products or any warranty of merchantability, fitness for a particular purpose and non-infringement. Continental Reifen Deutschland GmbH may make changes in the products or services described at any time without notice. This publication is provided on an as is basis. To the extent permitted by law, Continental Reifen Deutschland GmbH makes no warranty, express or implied, and assumes no liability in connection with the use of the information contained in this publication. Continental Reifen Deutschland GmbH is not liable for any direct, indirect, incidental, consequential or punitive damages arising out of the use of this publication. Information contained herein is not intended to announce product availability anywhere in the world. The trademarks, service marks and logos (the Trademarks) displayed in this publication are the property of Continental Reifen Deutschland GmbH. Nothing in this publication should be construed as granting any license or right to the Trademarks. Without the express written consent of Continental Reifen Deutschland GmbH the use of the Trademarks is prohibited. All text, images, graphics and other materials in this publication are subject to the copyright and other intellectual property rights of Continental Reifen Deutschland GmbH. Continental Reifen Deutschland GmbH owns the copyrights in the selection, coordination and arrangement of the materials in this publication. These materials may not be modified or copied for commercial use or distribution. Copyright 2011 Continental Reifen Deutschland GmbH All rights reserved

Truck tires technical basics ......................................................................... From the very beginning ................................................................................ Today more than ever: tires optimized for specific uses ................................. Global tire development ................................................................................. Truck tire components and their functions ..................................................... Tire production ............................................................................................... Legal and standardized markings used on the tire sidewall ........................... Units of measurement and definitions ............................................................

4 4 6 8 10 12 14 16

Unlock your truck tires potential retreading and regrooving ....................... 18 Maintenance and care of truck tires repair, inflation, tread depth and storage ........................................................ 22 Damage to truck, bus and coach tires caused by external factors ................. Tread .............................................................................................................. Sidewall ......................................................................................................... Bead .............................................................................................................. 26 28 34 38

Contents

Basics to optimize your tire performance

Truck tires technical basics From the very beginning

Weve been partners of the transportation industry ever since tires have been around. Weve set technological milestones and furthered the development of our products. As a company, weve grown at an amazing pace. But one thing has always stayed the same: The needs of our customers set the standard for everything we do.

In the 1950s In the Continental 1950s In the Continental 1950s already Continental offers already specialized offers already specialized offers tires for specialized different tires fortires different types for of different types of types of trucks and trucks for buses and trucks for and buses and communicates for and buses communicates and segment-specifi communicates segment-specifi c segment-specifi benefits. c benefi c ts. benefits.

The Continental story is a success story in German engineering. From the very beginning our company has been interwoven with the transportation industry. The result is a broad range of innovations such as the tubeless tire and a full line of products tailored to meet the needs of various sectors within the transportation business.

But all that is possible only because we have always based the development of our products on a simple, yet demanding standard: The needs of our customers. And because these needs are as different as the various sectors of the transportation industry themselves, we still look at things first through the eyes of our customers . . .

Trucks

Trucks Buses Buses Buses Construction Construction Vehicles Construction Vehicles Vehicles As early as the 1950s, Continental was already offering specialized tires for various kinds of trucks and buses and tailoring its communication of specific benefits segment. Segment-specific Segment-specific Segment-specific communication communication communication of of of products products products for for for trucks, trucks, trucks, buses buses buses and and construction construction construction 1870s 1910s 1870s 1920s 1910s 1870s 1920s 1910s 1930sto each 1920s 1930s 1940s 1930s 1940s 1950s 1940s 1950s 1960s 1950s 1970s 1960s and 1980s 1960s 1970s 1990s 1980s today 1970s 1990s 1980s today 1990s today

Trucks

vehicles vehicles vehicles continues continues continues in in in the the the 1960s. 1960s. 1960s.

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Tires Engineered in Tires Germany. Engineered Tires in Germany. Engineered in Germany.

30.10.2007 12:33:39 Uhr 30.10.2007 12:33:39 30.10.200 Uhr

In the 1960s, tailored product communication for different segments continued and construction vehicles. 1870s 1870s 1870s 1910s 1910s trucks, 1910s buses 1920s 1920s 1920s 1930s 1930s 1930s 1940s 1940s 1940s 1950s 1950s 1950s

1960s 1960s 1960s

1970s 1970s 1970s 1980s 1980s 1980s 1990s 1990s 1990s today today today

20 20 20 / 21 // 21 21
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From the very beginning

Basics to optimize your tire performance

Today more than ever: Tires optimized for specific uses

As partners of the global logistics and transportation industry, we are deeply familiar with the various sectors of this industry. Thats why we know: costefficiency makes all the difference. Our solution: Tires optimized for specific conditions for every need.

Motorway Regional On/Off

Today, transporters are part of an ever more efficient global logistics network. As a close companion for our partners and customers in the global transport and logistics industry, we understand markets as well as we understand streets and roads all over the world. We also know: The bottom line is cost-efficiency.

But all streets are not made alike. Nor are various types of transport. Thats why we have always continued to develop our product lines for the customer segments Goods, People and Construction. The result? Tires that are tailor-made for the specific conditions faced by the various sectors of the transportation industry. This leads to an increase in the profitability of entire fleets considerably.

Coach Intercity Urban

Regional On/Off Off

Construction

People
7

Goods

Basics to optimize your tire performance

Global tire development

Tire engineering is driven primarily by global economic development. This overview shows the main aspects resulting from this trend. India China South America/Turkey Europe/NAFTA Europe

Main customer needs Main tire characteristics

Load capacity High durability

Load capacity/Mileage High durability/Optimized mileage performance

Mileage/Load capacity Optimized mileage performance/ High durability

Mileage/Fuel savings Optimized mileage performance/ Rolling resistance optimalization

Fuel savings/Mileage Rolling resistance optimalization/ Optimized mileage/Low section tires

Main road characteristics

Off

On/Off

Regional

Regional/Motorway

Motorway/Regional

Main fleet structure Main tire fitting device Main tire type Main tube type Main rim type

Single owners Basic tools BIAS tire Tube type tire

Single owners Basic tools BIAS tire/Radial tire Tube type tire

Cooperations Basic tools/Tire mounting device Radial tire Tube type tire/Tubeless tire

Fleets Tire mounting device Radial tire Tubeless tire

Fleets Tire mounting device Radial tire Tubeless tire

inner tube flap

inner tube flap sealing ring

multi-part Typical tire sizes 11.00 20 12.00 20

multi-part 11.00 20 12.00 20 11.00 R 20 12.00 R 20

multi-part/one-part 11.00 R 20 12.00 R 20 11 R 22.5 12 R 22.5

one-part 11 R 22.5 12 R 22.5 315/80 R 22.5 295/80 R 22.5

one-part 315/80 295/80 385/65 315/70 315/60 R 22.5 R 22.5 R 22.5 R 22.5 R 22.5 9

Global tire development

Basics to optimize your tire performance

Truck tire components and their functions

Truck tire components and their functions

Component
1

Material Rubber compound

Function The tread strip must provide high wear resistance and good grip under all road conditions. Sometimes the tread strip consists of two different materials (cap and base). In that case, the base minimizes tread temperature and rolling resistance. Enhances driving stability, reduces rolling resistance and gives the tire its long service life. Restricts casing growth and increases the tires structural strength. Gives the tire structural strength and deflection characteristics, substantially enhances driving comfort. Prevents diffusion of air and moisture in tubeless tires. Protects from lateral scrubbing and the effects of weather. Secures the end of the steel cord ply to the bead core. Reinforces the bead against high shear forces. Ensures firm fit of the tire to the rim.

Tread strip

Multi-ply steel belt

Steel cords embedded in rubber compound

1 3 5 2

Steel casing

Steel cord

Inner liner

Rubber compound

5 3 6

Sidewall

Rubber compound

Bead reinforcement

Nylon, aramide, steel cord

7 4

Bead core

Steel wire embedded in rubber compound

6 7

Materials that go into a truck tire

Structural components: core wire (6 %) nylon fabric (1 %) steel cord (17 %) Compound: natural rubber (30 %) synthetic rubber (5 %) halogen butyl rubber (4 %) other chemicals (37 %)

10

Truck tire components and their functions 11

Basics to optimize your tire performance

Tire production
Supplier industry
Various sectors supply the basic materials needed to manufacture tires.

Compound production
Natural and synthetic rubber are mixed with additives, following pre-defined formulas. Many different rubber compounds, each optimized for its specific function, are used in modern tires.

Manufacture of semi-finished products

Steel cord Pre-treated steel cord is embedded into one or more layers of rubber on a roller and cut to the proper length for the tire size.

Building
All these components come together onto the tire building machine. They are assembled in two stages casing and tread/belt assembly into what is known as a green tire.

Vulcanization
Before vulcanizing the green tire, it is sprayed with a special fluid.

Quality control*
After vulcanization the tires undergo visual inspection and x-raying.

The steel industry supplies high strength steel cords and wires primarily for the manufacture of steel belts and the casing (steel cord) as well as materials used in the bead cores (steel wire).

rubber portioning steel industry (steel cord, steel wire)

steel cord spools

steel cord calendering

cutting steel cord to size

building the casing

pre-treating the green tire

final visual inspection

Tread The kneadable mix of materials is formed into an endless strip by means of a screw-like extruder. The strip is cooled and then cut to size. The green tire takes its final form by being vulcanized in a curing process for a certain period of time under pressure. The raw rubber undergoes a physical change and becomes vulcanized rubber. The tread pattern and sidewall markings of tires originate in the mold.

The chemical industry mostly supplies synthetic rubber and materials that improve the grip and durability of tires.

portioning of raw materials and supplies chemical industry (synthetic rubber, additives)

tread extruder

control of weight per meter

tread cooling

cutting the tread to size

control of unit weight

x-ray control

Textile cord Many individual textile threads are fed into the calender (large roller) via a special winding device and are embedded in a thin layer of rubber. This endless sheet is then cut to the desired width and rewound for further processing.

Uniformity checks are performed.

Natural rubber (latex) is extracted by tapping rubber trees grown in large plantations in the tropics.

production of master batch rubber extraction (natural rubber)

cord fabric on rollers

textile cord calendering

cutting textile cord to size

building the tread/ assembling the belt

vulcanization

check for imbalances

Steel bead The core of the tire bead consists of several individual rubber-coated steel wires formed into rings.

The textile industry supplies fibers made of rayon, nylon, polyester etc. for the manufacture of textile cord, a reinforcing material, for example bead reinforcements. making up of production compound unwinding of bead wire coating of bead wire rewinding of bead wire bead ring applying the apex force variation control

Sidewall/Inner liner Sidewall sections cut to suit the particular tire size and in various contours are made with the extruder. A calender forms the inner liner into a wide, thin layer. textile industry (various cords) * Each individual stage of production from the inspection of the raw materials through to delivery of the finished tire is subject to ongoing quality control.

shaping into transportable units

sidewall extrusion

calendering of the inner liner

12

Tire production 13

Basics to optimize your tire performance

Legal and standardized markings used on the tire sidewall

Legal and standardized markings

Manufacturer (brand name or logo)

TWI (Tread Wear Indicator) Recommended application only Continental Truck Tires

8 1a 2

Tread pattern reference Size designation 315 = tire width in mm 80 = aspect ratio (section height to section width) = 80 % = radial construction
10 9

Regroovable the manufacturer has designed the tire for regrooving Tubeless, tube type E = tire complies with value set forth in ECE-R 54 4 = country code for the country in which the approval number was issued (here: 4 = Netherlands)

22.5 = rim diameter (code)

3

11

10

5a

13

9 1a 3 17 11

Service description consisting of 156 = load index for single fitment 150 = load index for dual fitment L = code letter for speed rating
12

DOT U. S. Department of Transportation (responsible for tire safety standards)

4 5

Country of manufacture Data as per US safety standard on inner construction or number of plies, in this case tread: under the tread there are five steel cord plies (including carcass) sidewall: viewed from the side there is one steel cord ply (in this case the carcass ply)
14 15 13

14 12 15 16 2 8

M+S Mud and Snow. The manufacturer has designed the tire for an improved grip/traction performance under mud and snow conditions. Identification for Brazil Manufacturer code date of manufacture (week/year)

5a

Load range in accordance with US standard

US load designation of single/dual fitment and indication of max. inflation pressure in kg/kPa (lbs/psi) 1 pound (lbs) = 0.4536 kg 1 pound per square inch (psi) = 6.895 kPa

16

Rotation recommended direction of rotation

17

Single Point Alternative load and speed

The most important markings e.g. 315/80 R 22.5 156/150 L 315 80 R 22.5 tire width in mm cross-sectional ratio H : W in % radial design nominal rim diameter of 15 tapered rim (code) 150 L (
156 150 154 150

M tubeless 156 4000 kg tire load capacity S (single tire fitment) 3350 kg tire load capacity D (dual tire fitment) speed 120 km/h (75 mph) M) alternative permitted operating code

Speed index
Speed in km/h Speed in mph

F
80 50

G
90 56

J
100 62

K
110 68

L
120 75

M
130 81

N
140 87

Load index
Load capacity (kg/tire)

147
3075

148
3150

149
3250

150
3350

151
3450

152
3550

153
3650

154
3750

155
3875

156
4000

tubeless tubeless type 14 15

Legal and standardized markings used on the tire sidewall

Basics to optimize your tire performance

Units of measurement and definitions

As a matter of principle the technical data in the tables always complies with the international standards as specified by ISO and the ETRTO. Further details such as other tire sizes or designs, plus the static radius and the rolling circumference comply with DIN/WdK guidelines.

W tire width

rim width

Lengths Lengths are given in millimeters. Rim width The linear distance between the flanges of the rim. Section height Half the difference between the overall diameter and the nominal rim diameter. Tire width The section width of an inflated tire mounted on its theoretical rim and indicated in the tire size designation. Overall diameter The diameter of an inflated tire at the outermost surface of the tread. Nominal diameter It is a size code figure for reference purposes only, as indicated in the tire and rim size designation. Tire pressure Tire inflation pressure is given in Bar based on cold tire.

Max. outer diameter in service Max. outer diameter in service is the maximum diameter permitted in the tread center as a result of permanent growth during tire use. Dynamic deformations are not included.

Dual-tire spacing Maintaining the minimum spacing distance ensures that the two tires in a dual fitment arrangement function without violating ETRTO standards, provided the tires are not fitted with chains. In the course of development, a variety of designations for tire dimensions have been introduced, some of which are used concurrently. The following combination is most frequently used: Tire width in mm H : W (height : width) in % Codes for tire construction (e.g. R for radial and for crossply and nominal rim diameter When planning vehicle wheel space, automotive designers must proceed on the basis of the maximum values for tire width and outer diameter, taking into account the tires static and dynamic deformation. In this way they ensure that all standardly approved tires will fit in all cases. If this is not possible in exceptional cases, appropriate measures are to be taken to exclude any possible risk to safety.

W and new when using the measuring rim

Cross-section width new* Cross-section width is a nominal size referring to the smooth tire wall.

Max. operational width Max. operational width is the maximum permitted width. This includes scuff ribs, decorative ribs, lettering and permanent growth during use. Dynamic deformations are not included.

Static radius Static radius is the distance from the tire center to ground level. Measurements are checked on fitted tires inflated to the tire pressure specified in DIN 70020 Part 5.

PR The ply rating, or PR for short, is an internationally used standard for the structural strength of the tire substructure. The term stems from the time when cotton was still used for the fabric sub-structure. In those days PR actually referred to the number of plies. When materials with greater strength were introduced, the same structural durability was achieved with fewer plies. PR now therefore refers to a load capacity category and is increasingly being replaces by the load index.

A = outer diameter on the tire r = static radius f = deflection under load

Rolling circumference Rolling circumference is the distance covered by one revolution of the tire.

Load capacities Outer diameter new* Outer diameter is a nominal size which refers to the tread centre. Load capacities are given in kilograms (weight = mass).

* construction size 16

M = dual-tire spacing

tire new A

rim d

Units of measurement and definitions 17

Basics to optimize your tire performance

Tread area
Unlock your truck tires potential retreading and regrooving

Unlock your truck tires potential retreading and regrooving

Continental truck tires are designed to give you maximum economy throughout the entire life of the tire and long after that. The following options show how you can best maximize this potential. Tire costs are a substantial factor in overall operating costs in the transportation industry. Purchasing a retreaded tire helps to reduce this factor considerably. The benefits of Continental truck tires are not just for one life. Thanks to professional retreading, they can be given a new lease of life and deliver the same quality as a new tire. In order to further extend the service life, a truck tire with the word regroovable on its sidewall can also be regrooved. This option is suitable for fleets which run their own tire service and have a stock of replacement tires. If the companys staff have been specially trained in regrooving tires, vehicle downtimes can be optimized.

18

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Basics to optimize your tire performance

Retreading
Like new. Allround. Continental truck tires are certainly well worth the investment. Their performance benefits last not only the entire life of the tire; they can also be used a second time round after the Continental retreading process all that in the undiminished quality of a new tire, and under warranty. Our ContiRe retreading process gives your worn tires a new life, maximizing their economic efficiency.

Regrooving
All Continental tires approved for regrooving have the word REGROOVABLE on both sidewalls, in accordance with ECE regulation 54.

Production of a ContiRe retread is carried out in the same way as production of our new tires. We use ultramodern inspection techniques and latest manufacturing methods to guarantee a consistently high level of product quality. A standardized quality system with endurance and safety testing ensures that ContiRe retreads meet superior quality standards. Not only are our manufacturing methods, quality systems and inspection techniques comparable to those used in the production of new tires; we even use the same tread patterns and compounds. And of course, we only use carefully inspected, perfect casings with the C2 casing guarantee for our ContiRe retreads. Indeed, there is no question that the product characteristics of a ContiRe retread fully comply with those of our new tires. Continental casings incorporate first-class quality and technological sophistication, making them an extremely valuable raw material and indeed it is the casing that forms the basis for retreading. By purchasing a retread, you are not only easing your tire budget, but also making an active contribution towards protecting the environment. Reusing the casing helps save energy and raw materials. Whats more, maximum utilization of tire casings means you are helping to reduce the number of scrap tires and to keep pollution down.

Manufacturing processes
There are two methods that can be used for tire retreading: hot retreading and cold retreading. Only carefully selected and properly inspected casings are employed for both of these methods. The manufacturing process itself is also identical for both methods, up to the point of applying the tread material and performing the vulcanization. During hot retreading, the process of applying the tread material is virtually identical to the production of a new tire. The tread material is taken directly from the extruder and applied to the buffed casing. Afterwards the tread/casing assembly is cured in a vulcanization mold with the required tread pattern. The pattern on the tread is formed during the vulcanization process, just as it is when a new tire is made. Hot retreaded truck tires from Continental are retreaded from bead to bead. The main advantage of this principle is that the sidewalls are renewed, ensuring that the quality of the hot retreaded tire is comparable with that of a new tire. Using the cold retreading method, a patterned and prevulcanized tread is applied to the buffed casing. Under constant tension, this tread is placed along with an unvulcanized bonding ply onto the buffed casing. Even prior to vulcanization, pre-tensioning ensures that the tread adapts optimally to the contour of the tire and that the parts are optimally bonded together when the tire is in the autoclave. Then the prepared tire is packed into a curing envelope and vulcanized under pressure in an autoclave.

As part of their design, all-steel truck tires have a socalled tread stock between the upper edge of the belt and the tread grooves. This tread stock is intended to prevent stones and the like from penetrating into the steel belt and the casing. In order to further increase the service life, all-steel truck tires can be regrooved. A tread stock of 2 mm must remain underneath the additional tread depth gained by regrooving. Although tires can be retreaded after reaching the legal wear limit, regrooving is not always advisable. The tread stock thickness is reduced and stones etc. can more easily penetrate and damage the steel belts, leading to rust formation. This has decidedly negative effect on the tires suitability for retreading. The best time for regrooving is when the tread is worn down to about 3 mm. The tire must then be checked to make sure the wear is even all round. Attention should be paid to local or uneven wear patches. Regrooving should be carried out by an expert, in order to avoid premature failure as well as any reduction in the tires suitability for remolding. Regrooved tires must not be used on drive axles of coaches or buses with an extended speed limit of 100 km/h. The increased tread depth of up to 4 mm achieved through regrooving means substantially improved performance.

tread profile additional tread available as a result of regrooving 2.0 mm of under tread

casing

steel belt

additional steel belt

20

Unlock your truck tires potential retreading and regrooving 21

Basics to optimize your tire performance

Maintenance and care of truck tires repair, inflation, tread depth and storage
The correct choice of tire according to the recommendations of the tire manufacturer is the key to successful maintenance and care. The high-quality standard of tires assured by the recommendations in this chapter can be maintained only by regularly checking all the factors for example by regularly checking tire pressure and conducting external inspection of the tires (including the inner and outer sidewalls and between dual tires). For that reason, pressure checking devices and small replacement parts such as valve inserts, caps and extensions should always be on hand.

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Maintenance and care of truck tires repair, inflation, tread depth and storage 23

Basics to optimize your tire performance

Tire repairs
Tire damage may initially be just a question of damage to the outer rubber. However, this apparently superficial damage can eventually extend down to, or into, the tires reinforcing materials (casing/belt). Therefore no time should be lost in taking the tire to a specialist for assessment as soon as any external damage is detected. Damage to the reinforcing materials, for instance due to a nail puncture or a deep cut, is particularly dangerous because dirt and moisture may penetrate during the time between when the damage occurred and when it was detected. This may even result in more serious damage to the reinforcing materials. Damage causing the reinforcing materials to leak will result in slow loss of inflation pressure. The tire is then driven underinflated and consequently subjected to excessive strain. All these factors can render a tire irreparable by the time the damage is finally discovered. If repair is attempted, even by a reputable tire specialist, it is possible that tire failure can still occur as a result of an overstrained area other than that originally damaged. This is why each tire must be carefully inspected by a tire expert before it is repaired. For only a specially trained person can decide whether it is possible to repair the tire and whether the tire will be capable of delivering safe performance after the repair. Repairs must be carried out by an authorized workshop, which is then responsible for inspecting the tire and for doing the job properly. Repairs to wheels are not permitted.

Tread depth
The following requirements are law in the majority of European countries: q Pneumatic tires on trucks and trailers have to feature tread grooves or sipes round their entire circumference and over the whole width of the tread area. q The main grooves on truck tires have to have a tread depth of at least 1 mm, 1.6 mm or 2 mm, depending on the law in each country. The limit in the UK is 1 mm. The depth of the tread pattern is to be measured in the grooves or sipes; bridge-like protrusions or reinforcements in the tread base should be ignored in this context. q On tires with wear indicators (TWI = Tread Wear Indicators), the tread depth should be measured in the grooves where the wear indicators are located. Wear indicators on commercial vehicle tires are bridge-like protrusions 1.6 mm high, which show whether the tire has reached the wear limit. The tread depth should therefore never be measured on the wear indicators, but next to them. N. B. Consult your local Continental office for legislation regarding specific countries.

Tire inflation
One of the most important causes of excessive tire wear and damage is incorrect tire pressure. Service manuals produced by the vehicle manufacturers and technical documentation from the tire manufacturers provide information about correct tire pressure. These values apply without exception to the cold tire, as the inner pressure of the tire increases during operation. Tire pressure should be checked every two weeks, at the latest every four, on the cold tire. Spare tires must also be checked. When checking tire pressure, be sure to conduct an visual inspection of the tire for external damage, e. g. by embedded nails or screws. Missing valve caps and leaking valves should be replaced immediately.

Storing tires
Tires should be stored in cool, dry, dark and moderately ventilated rooms. Tires which are not fitted on rims should be stored standing up. Avoid contact with fuel, lubricants, solvents and chemicals. Tires age more quickly if exposed to direct sunlight or heat.
100

80

Underinflation leads to
Tire life in %

60

q increased flexing, which makes the tire overheat and may cause tire failure q increased wear, leading to shorter service life q higher rolling resistance and subsequently increased fuel consumption q irregular wear

40

20

0 120 100 80 60 40

Tire pressure in % of recommended pressure

24

Maintenance and care of truck tires repair, inflation, tread depth and storage 25

Basics to optimize your tire performance

Damage to truck, bus and coach tires caused by external factors

Damage to truck, bus and coach tires may be caused by a variety of external factors. For example, improper axle alignment or incorrect storage can damage a tire, as can driving with insufficient tire pressure. The following chapter describes common damage to the tread area, the sidewall and the bead caused by external factors, and gives recommendations that will help you to prevent avoidable damage.

26

Damage to truck, bus and coach tires caused by external factors 27

Basics to optimize your tire performance

Tread
Abnormal one-sided wear Abnormal one-sided wear on both sides in shoulder area
Cause Abnormal one-sided tread wear arises as a result of tire constrainment caused by wheels being inclined to the direction of motion. Scale-like or feather-edged wear is often seen at the shoulders. This wear pattern comes about by excessive toe-in/ toe-out values or crooked axles. It also occurs if corners are regularly taken at excessive speeds. Cause Wear patterns of this nature are caused by high lateral strain, for example by fast cornering and by underinflated tires. A high center of gravity on the vehicle further increases this tendency toward pronounced wear.
Scale-like roughening

Recommendation Ensure sufficient tire pressure to stabilize the tire cross-section for the load condition.

Recommendation Correct axle and wheel alignment

Burr formation

Abnormal center wear

Cause Tire pressure too high or high proportion of journeys without load or only with partial load.

Recommendation

Abnormal one-sided wear in shoulder area

Adjust the tire pressure to the load situation.

Cause Occurs predominantly with trailer tires as a result of q high center of gravity of vehicle q unsteady loads q one-sided load distribution q bent trailer tow-bar q play in the trailer coupling ring Recommendation When wear patterns of this sort occur, the vehicle should be checked to see if any of these possible causes apply. In order to stabilize the tire cross-section, be sure to maintain maximum permitted tire pressure. Cause Strain caused by slip is a result of high circumferential or lateral forces and is increased by excessive tire pressure or insufficient wheel load.

Scale-like wear

Recommendation Adjust the tire pressure to the load situation.

28

Damage to truck, bus and coach tires caused by external factors 29

Basics to optimize your tire performance

Tramline wear

Circumferential damage

Cause Unfavorable combination of various vehicle vibrations in low wear use, e. g. on motorways. Only occurs on tires on non-driven axles (front axle or trailer). Free-wheeling grooves have no influence on the structural durability of the tire.

Cause Cuts caused for example by bent or protruding vehicle parts or by foreign objects trapped in the wheel house. Recommendation Regular inspection of the vehicle and its tires for such causes.

Recommendation In the case of tractor tires: continued use on driven axle.

Exposed steel cords Spotty wear

Cause Regrooving too deep and going to the belt. Damage of this nature, combined with the effect of dirt and moisture, causes the steel cords to rust. This may render the tire unsuitable for retreading. In the final stages this can even lead to premature tire failure. Recommendation Remove the tire immediately and retread it if possible. The tire manufacturers instructions regarding regrooving should be followed under all circumstances.

Cause Difference in diameter on dual tires. Varying tire pressure on dual tires. The tire running on lower pressure is subject to excessive slip. Irregularities on the vehicle, e. g. too much play in bearings or joints or defective suspension. Recommendation Only fit dual tires of approximately the same diameter. Keep both tires in dual arrrangement inflated to specified pressure level. Remove any play in bearings and/or joints or repair the suspension (springs, shock absorbers).

30

Damage to truck, bus and coach tires caused by external factors 31

Basics to optimize your tire performance

Flat spot

Cuts

Cause Localized wear of the size of the ground contact patch, caused by: q excessive sharp braking (emergency stop) q brakes locking, for example as a result of incorrect adjustment of the trailer brakes or defective brakes Recommendation q Avoid unneccessary harsh braking. q Check brakes and braking system and have adjusted where neccessary. q Install automatic anti-lock brake system.

Cause Effect of sharp-edged objects (stones, glass, metal, etc.) Recommendation If tires with deep localized cuts can be repaired or retreaded, this should be done by a tire expert.

Break up of the tread due to impact break

Cause Break in the casing caused by sudden sharp deformation of the tire, e.g. when driving over an angular object at high speed. This is exacerbated by overinflation or overloading.

Stressed tread area, cuts caused by spinning, cuts

Cause Spinning of the drive wheels on stony ground can be exacerbated by moisture and overinflation. Recommendation Adjust the tire pressure to the load situation. Use special tires if necessary.

Recommendation q If obstacles cannot be avoided, they should be passed slowly. q Tire pressure should be adjusted to the load situation.

Inside of the tire

Outside of the tire

32

Damage to truck, bus and coach tires caused by external factors 33

Basics to optimize your tire performance

Sidewall
Cuts Casing rupture due to fatigue
Cause Effect of sharp-edged objects (stones, glass, metal, etc.) Cause Temporarily driving with insufficient tire pressure or on a flat tire, e. g. due to a nail puncture.

Recommendation If tires with deep localized cuts can be repaired or retreaded, this should be done by a tire expert. Recommendation q Tires which must be removed prematurely due to damage should be checked with particular care for further usability. Often it is very difficult or impossible to establish initial damaged to the casing, which may lead to premature tire failure. q If a tire in a dual arrangement fails, stop the vehicle as soon as possible to prevent the second tire from being dammaged as well. q Adjust the tire pressure to the load situation.

Casing rupture due to impact Casing rupture due to foreign object trapped between twin tires

Cause Rupture in the casing caused by sudden, sharp deformation of the tire following forceful impact by an obstacle or object. This is accentuated by excessively high tire pressure or overloading.

Cause If stones etc. remain trapped between dual tires, this may lead to severe sidewall damage or to a break in the casing.

Recommendation q If obstacles cannot be avoided, they should be passed slowly. q Tire pressure should be adjusted to the load situation. Recommendation Regularly check for and remove any trapped foreign objects. To do this, tires must be deflated and in some cases the outer wheel removed.

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Damage to truck, bus and coach tires caused by external factors 35

Basics to optimize your tire performance

Rupture damage

Destruction of the casing

Cause A sharp-edged foreign object penetrates in a localized area and causes the casing to rupture.

Cause Driving with insufficient tire pressure. Excessive flexing and the heat then produced may cause complete of loss of tire pressure: q penetrating nails or similar sharp objects

Nail

Recommendation Tires damaged in this way cannot normally be repaired; they must be replaced.
Track of damaged area

q leaking valves q defective tubes and bead flaps q hairline cracks in the rim (for tubeless tires)

Recommendation q Check tire pressure regularly. q Establish cause of loss in tire pressure and rectify. q Use only new tubes and bead flaps.

Chafing

Cause Frequent bumping into and scraping along curbs. Sometimes carcass damage may result.

Recommendation q Check the sidewalls regularly. q If the tire shows excessive wear, fit the wheel to a less endangered position or rotate the tire on its rim. q Replace the tire when the damage goes as deep as the casing. q Use a special tire if necessary, e. g. for buses.

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Damage to truck, bus and coach tires caused by external factors 37

Basics to optimize your tire performance

Bead
Scorched bead Bead damaged due to mounting
Cause Excessive warmth on brakes and rims as a result of sustained braking or malfunctioning brakes. Cause q Using incorrect or sharp-edge fitting tools. q Fitting without the aid of lubricants. Note Excessive warming of the brake drums, leading to hardening of the beads, can set the stage for this type of damage. Recommendation Follow fitting instructions.

Recommendation q Regularly check the brakes and the braking system. q Use retarder or constant throttle.

Bead damage due to rim

Cause Locally deformed rim or corrosion of the rim flange.

Recommendation q Check the rim for damage and replace if necessary. q Remove any rust from the rim and renew protective coating before fitting. q Use suitable fitting lubricants (e. g. CONTIFIX).

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