60 minute read
Clearing the
from Modern Tire Dealer - May 2014
by EndeavorBusinessMedia-VehicleRepairGroup
Clearing the air about flters
An examination of the components that keep vehicles running cleaner
By Bob Weber and Dan Pike
To operate at peak efciency, vehicles need clean flters to prevent contaminants from entering fuel, engine or air conditioning systems. Particles can cause poor performance and shorten the lifespan of the vehicle.
When these flters should be replaced depends on many factors, such as vehicle maker’s recommendations and the environment in which the flter operates. Terefore, routine inspection of the flters’ condition is crucial.
Te following article on flters was compiled by Bob Weber, a contributing writer for our sister publication, Auto Service Professional, and writen by Dan Pike, group executive, Filter Manufacturers Council (FMC) and vice president, membership and members services, Automotive Afermarket Suppliers Association.
It’s time to clear the air about flters — those automotive components which keep your customers’ vehicles running clean. Here is a brief overview of motor vehicle fltration products, which include flters for the engine, oil, cabin air and transmission.
Filters: It’s what’s inside that counts
Any discussion of motor vehicle flters begins with flter media — the material inside the flter which captures dirt and foreign particles.
Filter manufacturers use many diferent types of media for various fuids and environmental extremes. Te most common used flter media are cellulose-based and glass.
Cellulose media is manufactured with fbers of various sizes. On the top layer of the media, the fbers are fufed up, rather than compacted down. When fuid and contaminants pass through the media, many particles collect on the fufy fbers on the surface and don’t travel further into the flter.
Glass media was developed to be utilized in hydraulic systems because it has low fow restriction at high fltration efciencies. Tese low-fow resistance properties are benefcial in hydraulics where cold oil is being forced through the media and when fltration in the 3 to 5 micron range is desired.
Glass media has a drawback regarding capacity. Typically, glass media has the same pore size and same fber diameter through the entire sheet. Te media can be manufactured to be very efcient, but then it is so tight that it has very litle life or capacity.
Synthetic media is making inroads in replacement flters. In most lube, fuel and air flter applications, cellulose media remains the beter choice. As with glass, the reason largely relates to capacity, or flter life. A brief description of the
There’s more to a flter than meets the eye. The type of media used substantially affects the flter’s performance.
fltering process illustrates this. Te process of fuids and contaminants collecting on the fufy fbers of cellulose flter’s surface is called “adsorption.” Te particles adhere to the surface fbers and don’t travel farther into the flter.
The more adsorption a media applies, the more small particles can be separated before they reach the small pore spaces on the screen side of the media. Tis keeps these small particles from plugging the media.
Cellulose media typically is thicker than synthetic. Te thicker the media is, the more time the particles spend traveling through it.
Each time the fuid changes direction around a fber, the momentum keeps particles traveling in the same direction they were going and they are driven into the fbers.
Tis particle separation is called “impingement.” As with adsorption, the more impingement that a media applies, the more particles are separated without plugging the tight pore space on the screen side.
Synthetic media does separate some particles with adsorption and impingement, but the smooth fbers can’t hold the particles in place. Ofen they are washed of with the fuid traveling through the media.
Synthetic media primarily uses the particle separation technique called “direct interception.” Direct interception is simply separating particles by passing the fuid through pore spaces that are small enough to catch them. However, once all pores are flled with the contaminant, the flter is plugged and its life is over.
Because cellulose media is beter at adsorption and impingement, it can remove more contaminants than glass or synthetic media without plugging pore spaces.
Can a synthetic media be created with the benefts of cellulose
media? Tis remains to be seen. For now, both cellulose-based media and glass media have a place in today’s flter market.
Of all the many flters on their vehicles, car owners are most familiar with the oil flter. To become your customer’s valued partner in keeping his or her vehicle in top condition, it’s important that you educate them on the importance of regular oil and flter changes.
You probably will encounter some common questions from your customers regarding their cars’ flters. Te most common among new car owners is likely to involve the car’s warranty.
Many consumers mistakenly believe that installing an afermarket flter on their new car will void its warranty. Tis is your opportunity to inform your customers about their right to have their vehicle serviced at the repair facility of their choice and about the federal laws, such as the Magnuson-Moss Warranty Act, which protect their right to choose. (You can learn more from the FMC Technical Service Bulletin 85-1R2.)
Another common question is about the quality of afermarket flters, and whether they are as good as original equipment (OE) flters. You can assure your customers the full service manufacturers who make name brand, quality replacement flters design and manufacture their products to meet or exceed the requirements for OE flters. Te use of an afermarket flter will not afect the service intervals recommended by the carmaker.
Knock-off products infest the global marketplace, and flters are no exception. The flter on the left is a “fake,” constructed with less media and of lower quality, compared to the “original” on the right.
Breathing easier in the car: Cabin air flters
Less familiar to most consumers are cabin air flters — another opportunity for you to educate your customers. Inform them that these important flters ofer protection from outside air for the occupants by stopping allergens, dust, soot and bacteria from entering their car.
Cabin air flters should be changed every 12,000 to 15,000 miles or once a year. Your customers will like the fact that cabin air flter replacement generally takes less than 15 minutes and can easily be scheduled along with other regular maintenance tasks.
You also can inform your customers about “combi cabin
air flters,” which contain activated charcoal. Not only do they capture airborne contaminants, combi flters also prevent outside odors from entering the passenger compartment.
Educate your customers that cabin air replacement should be a regular part of their vehicle maintenance routine. Clean cabin air flters help keep their vehicle’s heating, venting and air conditioning systems running efciently by keeping these systems free from contaminants. Replacing these flters is also important to your customer’s health and the health of their passengers. Let your customer know that contaminates inside a vehicle can be as much as six times higher than the levels outside the vehicle — so a clean cabin air flter will help them breathe easier in their car!
Filter replacement aids vehicles and drivers
According to the Car Care Council, of the vehicles inspected during last year’s National Car Care Month, air flters were one of the top three problem areas. Seventynine percent of vehicles inspected were in need of service or repair, and the top problem areas were engine oil (22%), brakes (20%) and air flters (17%). Results of this year’s National Car Care Month (April) are pending.
Website www.fueleconomy.gov reports, “Replacing a clogged air flter on an older vehicle with a carbureted engine can improve both fuel economy and acceleration by a few percent under normal replacement conditions.
“On fuel-injected, computer-controlled gasoline engines — such as those manufactured from the early 1980s to the present — or diesel engines does not improve fuel economy, but it can improve acceleration.”
As for cabin air flters, the Car Care Council urges consumers to have them replaced every 12,000 to 15,000 miles, or per the owner’s manual. “A dirty or clogged cabin air flter can cause contaminants to become so concentrated in the cabin that passengers actually breathe in more fumes and particles when riding in the car than when walking down the street,” says Rich White, executive director.
“A restricted cabin air flter can cause musty odors in the vehicle and impair airfow in the heating, ventilating and air-conditioning (HVAC) system, possibly causing interior heating and cooling problems,” White points out. “Over time, the heater and air conditioner may also become damaged by corrosion. In addition to trapping pollen, bacteria, dust and exhaust gases, the cabin air flter prevents leaves, bugs and other debris from entering the HVAC system.”
Non-serviceable transmission flters Te transmission case consists of two pieces split vertically.
Automatic transmissions have become more complex. For any internal repairs (including flter replacement) the Once controlled by vacuum, modern transmissions have transmission needs to be removed and disassembled into been transformed into computer command centers made the two halves. up of various solenoids and other electronics that control the Te second style has a primary flter located internally and operation of the transmission. one or more secondary flters acces
New technology brings changes to sible through a gasket sealed pan. transmission flter service maintenance. Replacing the primary flter would Some manufacturers require literally require partial or total disassembly no scheduled maintenance. of the transmission.
Several auto manufacturers have Te third style has the primary no scheduled maintenance until the flter located internally, and an exvehicle has 100,000 miles on the drive ternal accessible flter. Two examples train. would be either an external spin on would be either an external spin on
Non-serviceable transmission flters or a cooler line style flter. Replacing were introduced in the 1970s. Almost the primary filter, would require every manufacturer now has a transmispartial or total disassembly of the partial or total disassembly of the sion that is non-serviceable. Caution transmission. and care must always be taken when Not all oil flters are of equal design or mateTe fourth style also contains a pan replacing any transmission flter. Te rial construction. Notice the number of pleats in this high quality flter’s media package. and gasket. Special circumstances are non-serviceable ones require extreme atached to this flter replacement. scrutiny. Almost every automatic transmission has a flter that A valve body or other parts may need removal with the flter. could be replaced. Sometimes this type may appear simple to an inexperienced
Te term non-serviceable means that a partial or total disasindividual trying to change the flter. sembly of the transmission and other related internal parts is Many problems could occur when atempting to change the required for flter service. Non-serviceable transmission flters flter. Loose nuts, mis-adjustment, and internal component typically consist of four diferent styles. damages are just a few of the problems associated with servic
Te frst style is one that does not have the traditional pan. ing this type of transmission. Atempting to change the flter
on this type of transmission could lead to a shorter life of the transmission, a premature break down, or a major overhaul.
Before changing any transmission flter, (especially late models) always refer to the instructions when included in the kit or the manufacturer’s service manual for proper flter service. Te ‘big stuf:’ Heavy-duty flters
Heavy-duty or commercial vehicles contain many more flter applications than passenger vehicles, each with their own criteria and service intervals. Te FMC Web site includes resources for these heavy-duty applications. Included is information, technical service bulletins and frequently asked questions about heavy-duty air flters, diesel fuel flters, oil flters, coolant flters and hydraulic flters. Filters and the environment
Keeping used oil flters out of landflls protects the environment and provides a valuable resource for recycling.
Te FMC website includes used oil flter recycling resources. Information includes:
• Environmental and educational resources: information about choosing a flter management service, plus proper methods for recycling flters at the shop and at home. • Recycling equipment: contact information for oil flter recovery system, crusher, spinner and shredder businesses. • Recycling flters at the shop: recycling used oil flters in an professional shop seting. • Choosing a flter management service: detailed information about choosing a flter management service. • Step-by-step instructions for proper hot draining. ■
Cabin air flters are often overlooked from a service standpoint. You need to remind customers of this need.
About the Filter Manufacturers Council
Since 1971, the Filter Manufacturers Council (FMC) has represented North American manufacturers of vehicular and industrial filtration products. Its website, www.filtercouncil.org, has a wealth of information for you as a service professional. You not only will fnd information to assist you in diagnosing and repairing flter-related problems, you’ll also fnd materials to help you educate your customers about their cars’ flters as well as resources to help you recycle used oil flters.
Te power of a simple demonstration
All you need is one tire and three minutes
Sales is a fascinating profession, and tires are a say, “No.” Don’t waste time on a demo if you’re fascinating product. Most consumers don’t unsure of a potential positive outcome. understand the complexity of tires, and as a result, fnd a simple explanation and simple • Demonstrations should be a little special. demonstration both interesting and helpful. Your reason for giving a demonstration must be Like I’ve said in previous articles, I am a reader. clear; don’t make the customer think too hard I have literally read hundreds of leadership, to fgure out the beneft. For example, I would motivational, public speaking, business and say to a customer, “I notice you sell a lot of tire sales-type hardback books, and I’ve listened to blah, blah, blah. If you were to substitute these hundreds of tapes and CDs. By Wayne Williams in place of blah, blah, blah, you would make an
One of my favorite stories was about a territory extra $30 per set.” (I never met a tire dealer who salesman who sold glass; tempered glass was his specialty. wasn’t interested in a simple shif that generated extra As a new salesman, he decided to perfect a demonstration gross proft.) technique that would make him and his product more interesting and memorable. • Don’t try to use a sales presentation or demonstration Having recorded record sales in his terto simply create interest. Save the best for last using the ritory, others began to notice and ask demo as a closer. Don’t try to make too many points how he was achieving such success. His with the demo; use it to drive home one or two points simple demonstration was to take a piece that close the sale. of sample glass and a small hammer and hit the glass to demonstrate the strength I visit tire stores all the time, and I’m always looking of his product. Because he captured the for success to share with others. Several weeks ago I was atention and imagination of his clients, undercover. I had 30 minutes to kill before an appointment he also captured a greater percentage of so I stopped into a nearby, company-owned outlet. I’m not their sales. going to mention names, but the company has a blimp for Te following year his sales continued a mascot and supposedly sells “just tires.” I was hanging to soar and, again, others noticed. When out in the background watching a sales person who is new asked if he was still hiting glass with a to our industry. I couldn’t help but overhear the exchange. hammer, he said, “No, this year I’ve Finally, I couldn’t take it anymore and jumped in. I pulled given the hammer to my clients. I’m a tire out of the display rack and demonstrated two simple allowing them to hit the glass until features that seemed important to the potential customer. it breaks.” First he performed the demo, and then he engaged his clients • I showed him the country of origin; the sidewall read in the demo. “MADE IN THE USA.” BAM! I was a territory salesman at the time selling tires, wheels and shock • Ten I demonstrated the varied shoulder pitch designed absorbers (before struts came along). to reduce road harmonics to ensure a quieter ride. I immediately began puting a sample BAM! BAM! tire or wheel in my company truck on a weekly basis. I would say to my customers, • Lastly, I explained the tire comes with a nationwide “Can I show you a potential opportunity?” or, warranty. BAM! BAM! BAM! “I have something to show you that may be of interest.” It’s interesting how a simple statement can generate such I had overheard the customer’s comment indicating he interest and additional sales. was leery of the “inexpensive, imported tires” he had “seen
I’ve learned a few things along the way that I would like online,” and he didn’t want a “noisy tire.” to outline here. What else do you need to know to deliver a demo? One • Don’t waste a customer’s time on a demonstration until Te power of a simple demo — fascinating! ■ you have established the potential need. As a territory tire and three minutes later, it’s over. BAM!! salesman, I realized that if I were to continually show Wayne Williams is president of ExSell Marketing Inc., a a customer products they were not interested in, then “counter intelligence” frm based in La Habra, Calif. He can it would become easier and easier for the customer to be reached at exsellmkting@gmail.com.
A pothole crisis in Europe
It’s time for action before conditions get worse
All over the world, damage to the surface which could also indicate a deterioration in their of roads has always been an absolute tires or wheels. thorn in the side of drivers. But in recent It is generally considered that the average cost years, the growing emergence of potholes has for repairing cars afer hiting a pothole is around become an even more serious problem because 240 euros (U.S. $335), which underlines just of the dramatic damage they can cause to tires. how serious pothole damage is becoming for
Following yet another harsh winter in Europe tires. Tousands of motorists have already fallen with record rainfall recorded in some countries, victim, which has kick-started this awareness the situation has now reached epidemic proporcampaign which I expect to grow in momentum tions in some European countries. It is now to the By John Stone quite quickly. Te general mood of the average point where various tire organizations are actively European motorist is not good, with many victims embarking on special safety campaigns centred around the starting to win court claims from councils for the damage urgent need for drivers to make regular (meaning daily) to their vehicles. inspections of their tires and wheels for any damage or Personally, I have not sufered any damage to my vehicle afer every journey. when travelling around Europe, but probably this is more
Recent reports indicate that although some countries’ luck than judgement as (when safe) I go out of my way to governments have pledged to inject substantial funds to perform steering maneuvers to miss the potholes. I also help fx the potholes and other road damage as quickly as drive a 4x4 vehicle with larger, more robust tires which may possible, it is individual towns’ and regions’ councils who well put me in a more fortunate position than some drivers. are ultimately responsible to ensure the much-needed work However, I frmly expect this issue to become even is carried out as a mater of extreme urgency. more active before there is a predicted rise in deaths on
I have been tracking this situation for a while now, and the roads due to tire failures. ■ it seems that with most of Europe still recovering from a deep and lasting recession, many councils have had their John Stone has been working within the global tire industry overall annual budgets reduced, meaning they are either for the past 20 years. In 2004 he launched his own company, reluctant to spend funds on road repairs or they simply do Sapphire Media Services, as a business media consultant not have the money to carry out such a campaign. with clients around the globe. Stone also writes for tire and
In fact, lack of fnance seems the most obvious reason, automotive-related publications in Europe, South Afica and there has been a steady stream of reports that some and Asia. repairs are being carried out on potholes but with inferior products to act as a stop-gap. Of course this means the potholes with defnitely return sooner rather than later. Terefore, any drivers who cannot be bothered to take the time out for regular checks face an increasingly growing risk of eventually becoming involved in a tire-related accident.
What is even more alarming is that most drivers seem to be completely unaware of the untold damage that can be inficted on a tire that hits a pothole at speed. Even at quite moderate speeds a tire driving over a pothole can result in a buckled wheel or a lump in the tread or sidewall which are considered the most obvious signs of damage. However, other hidden problems also can occur such as hairline cracks in alloy wheels which will allow air to gradually escape leading to under-infation. So if tires are then driven in an under-infated condition, it will ultimately lead to overheating and in some cases rapid defation plus suspension problems and poor alignment.
Terefore, it makes a lot of sense for drivers to carry out a thorough inspection of the whole tire and wheel for any cuts and bulges if they hit or drive over a pothole. It is also strongly advised that atention should be focused on any obvious changes to a vehicle’s overall handling performance
Bridgestone introduces an all-season replacement run-fat line
Ride comfort is comparable to a premium touring tire
By Ann Neal
Bridgestone Americas Inc. has launched a line of allseason tires that combines run-fat capability with the smooth ride of a conventional tire. Te company says DriveGuard tires are the frst full line of mass-market replacement tires available for coupes, sedans and wagons not originally equipped with run-fat tires. “We’re marketing this as a touring tire,” says Robert Saul, senior product manager. Bridgestone is using the Turanza Serenity Plus, a premium touring tire, for comparison purposes. Because the two tires share the same tread compound, they have similar wet, dry and snow performance. “DriveGuard, even though it’s a run-flat tire, will deliver comparable ride comfort to the Turanza. It doesn’t mean it’s as quiet and comfortable and serene as the Turanza because that’s what the Turanza excels at, so there’s still a reason to have both of those products in our portfolio. But this run-fat tire can run toe-toBridgestone says toe with the touring tire, and a lot of people the DriveGuard would have a hard time telling the diference.” line has overAdvancements in Bridgestone’s run-flat come the rapid wear, harsh ride, technology are responsible for the smooth high price and ride, according to Jamie McNut, manager of limited availtire development and engineering. Proprietary ability of earlier nanopro-tech technology manipulates molecules run-fat tires. to create a stronger, heat-resistant material and reduce heat generated when driving on tires that have lost air pressure. Engineers also added an innovation called cooling fns to the tire’s exterior to disrupt the fow of air and carry away heat. Finding ways to reduce heat enabled engineers to make the DriveGuard lighter and more fexible so it rides like a conventional tire.
Te run-fat technology was perfected in Japan, where the tires will be manufactured at frst. “Because so much of the demand is here compared to the rest of the world, we have plans to resource a lot of the production into facilities here in North America in the next few years,” says Saul.
DriveGuard tires can travel up to 50 miles at maximum speeds of 50 mph if a puncture or loss of pressure occurs. Te company says DriveGuard tires may be repaired in certain circumstances depending on tire damage, amount of pressure loss and vehicle operating conditions.
DriveGuard tires are available in the U.S. and Canada with tire pressure monitoring systems in 32 sizes, 15- inch to 19-inch rim diameters and 35 to 65 series. Te sizes cover two-thirds of new passenger cars equipped with TPMS. DriveGuard tires come with a 50,000-mile tread wear warranty (W-rated) or 60,000-mile warranty (H- and V-rated).
Bridgestone says the benefts of a run-fat tire resonate with consumers in the safety segment, defned as one in four consumers. According to the company’s market research, 88% of consumers in the safety segment say they are likely or very likely to buy the tire.
Te DriveGuard tire will be priced comparably to the Turanza tire in a similar size and speed rating. ■
New premium tire for the CUV, SUV and LT segments has an 80,000-mile warranty
Bridgestone Americas Inc. says its newest highway luxury tire offering, the Dueler H/L Alenza Plus, gives drivers of premium SUVs, CUVs, and light trucks a longer lasting luxury driving experience. The company improved some features of the original Dueler H/L Alenza, which it introduced in 2004, without sacrifcing performance and other capabilities, according to Justin Hayes, consumer tire product manager.
The new tire has an 80,000-mile limited tread wear warranty on 33 T-, H- and Vrated sizes compared to the 65,000-mile warranty of its predecessor. Bridgestone also boosted the tread wear warranty on the W-rated size to 55,000 miles versus 40,000 miles of the earlier generation Alenza.
The Dueler Alenza Plus has 10% lower rolling resistance compared to its predecessor. The tire’s new tread compound contains 5% recycled rubber. The improved rolling resistance and recycled materials helped the tire earn Bridgestone’s ecoproduct designation.
Bridgestone is targeting the Dueler H/L Alenza Plus for the luxury CUV, SUV and LT segments.
Vendors and vending
Myers Tire Supply hosts an event for its salespeople
By Bob Ulrich
Fifty-one suppliers were on hand to showcase their wares at the Myers Tire Supply Sales Meeting and Vendor Fair, held in Cincinnati, Ohio, in March.
Te purpose of the event was to make sure Myers Tire Supply (MTS) salespeople were up-to-date on what the company ofers to tire dealers, automobile dealerships, retreaders and commercial feets. Tat includes the MTS private brand line of tools and equipment.
Last year, MTS introduced the most SKUs in the company’s history: some 300 to 400, says Marketing Manager Larry Edgell. Te company also added 20,000 non-inventory items to its catalog.
On the suppliers side, featured products included new Coats tire changers (including the ProGuard Plus) and wheel balancers; Hofmann and Perfect wheel weights; and Bartec tire pressure monitoring system tools. There were retreading tools from B&J Manufacturing and tire repairs from Patch Rubber Co. (a division of Myers Industries Inc.).
Te company also unveiled the MTS vending machine. Geared to the automotive aftermarket, it is manufactured by Apex Supply Chain Technologies LLC.
According to Brian Henderson, vice president of North American sales for Apex, the inventory management system tracks high-cost, high-use and “mission critical” items in the shop.
Two years ago, MTS completed the consolidation of its 36 distribution centers into four. Vice President and General Manager Todd Smith, who helped orchestrate the strategy, said the move allowed the company to increase its SKUs, centralize purchasing and track demand history, all “to beter service the customer.” Future plans call for automating the D/Cs. ■
The most popular Myers SKU is the V2B Double Seal Infate Thru Valve Cap. It is used in the trucking industry.
Vice President and General Manager Todd Smith showed off the star of the new MTS Xpress vending program. Right: Myers has its own MTS private brand line of foor and bottle jacks, TPMS sensors and other tools and equipment.
Below: Wayne Dyer, SE regional sales manager for Wegmann automotive USA Inc., provided training to Myers salespeople.
Focus on industry In Iceland, Falken reveals plans to expand
Company will increase truck tire operations, sales network and tire lines
By Greg Smith
Modern Tire Dealer had the opportunity to sit down and talk with Richard Smallwood, president of Falken Tire Corp.; Andrew Hoit, new vice president of sales; and Rick Brennan, executive director of marketing; during Falken’s recent dealer trip to Iceland.
It is clear the company is positioning itself for expansion. Smallwood says in the past, the company has concentrated on the United States market, but now views both Canada and Mexico as areas of great opportunity.
In addition, Smallwood is looking to expand Falken’s medium and heavy truck tire operations. “Medium and heavy truck is an area where we are going to revitalize things. In the past, we had one foot in and one foot out, but now we are going to make a bigger push.”
Te frst push with the medium and heavy truck tires will be to the owner-operators and smaller regional feets “because we don’t have a wide network yet and can’t go afer the large feets,” says Smallwood.
Hoit says he intends to expand the direct sales operation to almost twice its size in the next two years to 40 people. Currently there are three sales divisions but that will expand to fve, with dedicated Canadian and Mexican divisions along with a medium and heavy truck division being added.
One of the key reasons for the expansion is, “We need more people to get with the regional retail and wholesale customers,” says Hoit.
Smallwood says the company will have strong winter tire lines by 2015 that will help its growth in the Canadian marketplace.
Near term, Falken is expanding its lines in broad line to cover 93% of the market and increase its high performance line to hit 80% of the market.
“We are working to strengthen our stocking network with a reorganization on the sales network, not only to expand numbers, but to increase our ability to cover a larger geographic area,” says Hoit.
Brennan points out, “We’re going to grow the traditional channel.”
Hoit says Falken is looking to expand in the low penetration areas and wants to focus on the regional retail and wholesale dealers, noting, however, that Falken has done well with the national retailers.
In looking at the Ohtsu brand, Brennan says it was brought in to compete “in the low end of the market to help us maintain volume. Ohtsu helps us solidify the Falken price point.”
Falken is poised to enter the OE market in the second half of this year. Te Falken executives could not discuss details, but already photos of the new Jeep Renegade have appeared with Falken-branded tires on it. Te company also is working with Volkswagen for ftments.
Falken also is looking to expand its Fanatic dealer program. “We want it to help connect the marketing message with the sales message to smaller dealers,” says Brennan.
Brennan says the Falken marketing programs have been traditional in the past, and he’s looking to improve them.
“Tere’s a lot of ‘good enough’ — we must be a real asset for business development,” says Brennan.
Te overall marketing of Falken is something Brennan intends to
Falken dealers were treated to volcano and river expeditions during their incentive trip to Iceland.
Richard Smallwood (left) enjoys the scenery with Richard Barron, COO of Barron’s Wholesale Tire Inc. in Jacksonville, Fla.
(Left to right) Andrew Hoit, Falken vice president of sales; Rick Brennan, executive director of marketing; and Richard Smallwood, president, discussed future plans for the company during its dealer trip to Iceland.
expand. “We can still be edgy, we still need the performance, but we need to put an everyday favor to it.”
Te dealer meeting
Falken announced plans to expand its Ziex, WildPeak, Sincera and Ohtsu lines to help it compete in a larger segment of the market during its dealer meeting.
Brennan says the CUV growth in the vehicle feet has caused a signifcant shif in market complexity. He said the CUV segment at OE was 4.163 million vehicles in 2013 and should hit 4.490 million by 2015, clearly making it the largest segment of vehicle types.
Tis segment uses tires ranging from LT names and paterns to passenger HP tires to specifc CUV touring tires. Tis factor, coupled with growing numbers of higher speed rated tires at OE and consumers who are holding onto vehicles for long periods of time, puts dealers and manufacturers in a position for more SKUs to stay competitive, says Brennan.
Currently, consumers are keeping new cars for an average of over 72 months and used vehicles for 50 months.
Brennan says vehicles 10 years and older have increased by 19 million units from 2009 until 2012. Using a Toyota Camry as an example, he showed dealers how the vehicle has gone from an OE tire of 205/65R15, to 215/60R16, to 215/55R17 to today’s 225/45R18 size. In the meantime, consumers still want mileage, comfort and low noise but now higher performance from their tires.
To address these needs, Falken launched its Ziex ZE950 A/S that it says is delivering 63% beter mileage than the original compound in the Ziex ZE912. Te company is including 18 new sizes for its WildPeak H/T line, with June production and August availability. Tat will give the new line 80% coverage in the LT/SUV/CUV market.
Te Ziex STZ05 line will receive six new sizes in the 18-inch to 20-inch category, with fve sizes coming in now and the last size to hit the market in October.
Falken’s Sincera SN211 will have four new T-rated sizes coming in September and October: one 16-inch size, two 17-inch sizes and one 18-inch size.
Later this year, Falken will be introducing the WildPeak M/T tire. Tree sizes, a 37x12.50R17 in load range D; a LT265/75R16 in load range E; and a 38x13/50R17 in load range C are being launched this year; 23 other sizes will come out in 2015.
Te company is also adding six sizes to its Ohtsu FP7000 line late this year. Te H- and V-rated sizes will range from 16 to 19 inches.
Brennan adds that the company will have consumer rebate programs this year. Te Sincera SN211 will have a $50 rebate for a set of four tires in June and July, while the WildPeak H/T will have an $80 rebate for a set of four during the same time period.
Te Ziex ZE950 will have an August and September rebate of $50 for a set of four tires. ■
Sailun promotes value
Hands-on experience helps dealers develop the brand in the U.S.
By Greg Smith
Sailun is not yet a high-profle tire brand. It is currently distributed exclusively by TBC Corp. in the United States and Mexico and Dynamic Tire Corp. in Canada, and has only been around for the last 11 years.
According to Brian Mielko, vice president of sales, corporate accounts for Dynamic Tire, the brand competes in the “value tier” for tires, but performs “at a level at least as high as a Tier Two tire, but at a lower price point.”
Mielko believes the value tier and Tier Two tires represent slightly over 50% of the total market for tires, which allows him to target consumers “who are open to listening to my message.” More than 70% of Sailun sales are placed on compact, economy, standard and intermediate vehicles.
Te goal for Sailun is to show tire dealers and their salespeople it has a quality product that the company supports. Tis is a key reason Sailun showcased two tires from its Atrezzo and Terramax lines at a recent
Jon Vance, senior director of product planning for TBC Wholesale, says his company has been the exclusive distributor of Sailun tires in the U.S. and Mexico for the last 10 years.
Brian Mielko, vice president of sales, corporate accounts, for Dynamic Tire, uses the Sailun Challenge to compare his “value-tier” tires against name brand tires.
ride-and-drive event for ride-and-drive event for dealers. Te latest Sailun
Tire Challenge was held at the Auto Club Raceway in Pomona, Calif.
Organized by National
Tire Warehouse (NTW), which is part of TBC, the event allowed Sailun to ofcially introduce the tires it is bringing to the U.S. and Canadian markets. Tis was the second event held by TBC Wholesale, although Sailun has held similar events in Canada for its winter tire line.
Jon Vance, senior director of product marketing for TBC Wholesale, reports TBC has been the exclusive distributor of Sailun tires in the U.S. for the last 10 years. TBC also has partnered with Sailun in the development and growth of TBC’s domestic programs. He says Sailun is in the top 2% to 3% for low rate of return of products.
“From the TBC Wholesale perspective selling to large wholesale distributors and multi-unit retailers, Sailun is considered one of our ‘core brands,’ meaning that it had the product portfolio and segment coverage to be marketed as a full high-value program that dealers can proftably and competitively utilize in both sell-up opportunities from OPP (opening price point) products and sell-of OPP (opening price point) products and sell-of opportunities from higher tier brands. It’s the same opportunities from higher tier brands. It’s the same opportunity that we ofer dealers with our other opportunity that we ofer dealers with our other core brand programs such as Multi-Mile, Eldorado core brand programs such as Multi-Mile, Eldorado and Cordovan.” and Cordovan.” “By providing our dealers with hands-on experience, they gain complete confdence in the product ence, they gain complete confdence in the product and convey that confdence to the consumer,” says and convey that confdence to the consumer,” says
Mielko. “Nothing is more powerful than to be able to Mielko. “Nothing is more powerful than to be able to say — ‘I tested those tires and I recommend them.’”say — ‘I tested those tires and I recommend them.’” During the driving event, tire dealers drove Ford
Escapes and Audi 4s fted with Sailun tires and a “major Escapes and Audi 4s fted with Sailun tires and a “major brand tire” for back-to-back comparisons. Te dealers brand tire” for back-to-back comparisons. Te dealers were asked not to look at the tires and then give their were asked not to look at the tires and then give their opinions afer driving on both.opinions afer driving on both.
Afer the event, the results were tabulated and showed very comparable results for the tires, something that very comparable results for the tires, something that
Mielko says plays right into his company’s strategy. Mielko says plays right into his company’s strategy.
Sailun’s customer base is looking for a good tire but is Sailun’s customer base is looking for a good tire but is very price aware. very price aware.
Mielko believes that afer the event, dealers are more Mielko believes that afer the event, dealers are more apt to recommend Sailun to their “average customer who puts tires on the vehicle to get back and forth to work. Tese customers just want a good tire and they are very cost-aware.”
Vance agrees. “Te key dealer takeaway from these events is without question a real appreciation of the Sailun value of equal performance to top tier brands at half the retail price. Tere is also an appreciation for the ‘blind’ format of these events and desire for an honest assessment of the driving experience.”
Although the “high-level” goal is to deliver subjective test results that can be used on a larger scale to promote
TPMS technology roundup
Companies ofer the next generation of diagnostic tools
By Bob Bissler
Examples of the latest tire pressure monitoring systems (TPMS) were on display at the Specialty Equipment Market Association (SEMA) Show and the Automotive Afermarket Products Expo (AAPEX) in Las Vegas.
Te Smart Sensor Pro+ from 31 Inc. is easy to learn and ofers a complete TPMS solution. It requires only two sensor part numbers for 90% industry coverage. It can program a Smart Sensor in a mater of seconds, and can copy the original OE sensor’s ID into a Smart Sensor.
Te company also ofers its Pro+ TPMS scan tool, which is updateable online at www.smartsensorupdate.com. Group 31 also ofers a complete line of TPMS products and services, including X-tra Seal TPMS service kits, a full array of TPMS tools and accessories, and the company’s new MULTIPRO multiapplication TPMS sensors.
Autel Intelligent Technology Co. Ltd. says the MaxiTPMS TS401 is a new generation TPMS diagnostic and service tool with unparalleled sensor coverage and an easy-to-use interface. Te tool is
Bartec USA LLC showcased the Tech500 TPMS tool and CEO Scot Holloway offered SEMA Show attendees a free Tech200 Counter tool with the purchase of a Tech500 Master Kit.
ergonomic and provides quick access to faulty TPMS sensors.
Te tool can activate and decode all magnetic-, frequency- and tire defationtriggered sensors on all vehicles sold worldwide, notes Autel. It receives both 315MHz and 433MHz signals and interprets data including sensor ID, tire pressure, temperature and batery condition.
Te MaxiTPMS TS401 provides visual and audible responses to confrm sensors are working properly. Intuitive navigation and step-by-step on-screen instructions guide techs through procedures, and a pre-selection process ofers faster activation and diagnostics. Autel will provide one year of free updates via USB port, and multilingual support is available. It comes with a limited one-year warranty.
Continental Commercial Vehicles & Afermarket added a multi-application TPMS sensor to its VDO Redi-Sensor Multi-application TPMS sensor line. The sensor offers coverage for Audi, Mercedes-Benz, GM light truck, Subaru, Volkswagen, Volvo and late model Toyota and Nissan vehicles.
Te VDO Redi-Sensor Multi-application TPMS sensor program currently covers over 85% of all vehicles in North America with only three sensor SKUs, and replaces over 140 OE sensors, says the company. It installs right out of the box and is designed to follow standard OE vehicle relearn procedures.
The company says no sensor programming or cloning is required. VDO Redi-Sensor has a faster TPMS scan tool hunt mode and works with all major TPMS scan tools.
The Schrader EZ-tire sensor from Schrader International Inc. is enclosed in a small, circular, rubber ftment package that adheres to the inner liner of the tire. Given its location, the EZ-tire solution expands the benefts of TPMS (including enhanced tire performance data) to a wide range of new applications in addition to traditional passenger cars and light trucks that are federally mandated to include TPMS.
Schrader notes that like its valve
Paul Wise, director, product management and marketing for Schrader International, said the EZ-tire sensor expands TPMS applications.
mounted EZ-sensor, EZ-tire is programmable across diverse TPMS protocols and vehicle platforms, saving installation time, cost and inventory requirements.
Bartec USA LLC highlighted the Tech200 and Tech500 TPMS tools as well as its Web-based TPMS support sofware called TPMS Hub.
Te Tech200 TPMS Activation Tool features wireless Bluetooth. Techs using the product can transmit sensor information to a computer or printer, show customers their sensor condition and start the record-keeping process, according to the company.
Te Tech500 TPMS tool builds on the quality and function of the company’s Tech400 tool. Rugged and ergonomic, the Tech500 has an all-in-one design, with the OBD functionality built in, not in a separate connector. Te Tech500 has wireless Bluetooth and Wi-Fi technology and the Bartec Menu Flow system interface.
Te TPMS Hub sofware provides easy access to sensor look-ups and cross references, service pack information, TPMS tool work instructions, TPMS re-learn procedures, TIA repair information and exclusive Bartec Tech Tips. ■
Altima warning control unit can detect a system malfunction
An antenna receives transmitted air pressure signals
SUBJECT VEHICLE: 2007-13 Nissan Altima. RELEARN PROCEDURE? Yes, see reset procedures. SPECIAL TOOLS NEEDED? Yes. To register a new tire pressure sensor, a Nissan Signal Tech II scan tool or Consult scan tool can be used. A Transmiter Activation Tool ( J-45295) is used in the wake-up procedure and can aid in the registration procedure.
During driving at speeds above 25 mph on 2007-13 Nissan Altimas, the tire pressure monitoring system (TPMS) receives the signal transmited from the transmiter installed in each wheel, and gives alarms when the tire pressure becomes low. NOTE: When a spare tire is mounted, or a wheel, tire pressure sensor or BCM is replaced, the tire pressure sensor must be registered. See reset procedures.
A sensor-transmiter integrated with a valve (installed on each wheel) transmits a detected air pressure signal in the form of a radio wave. An antenna located in the passenger-side front pillar receives the air pressure signal transmited by the transmiter in each wheel. Te low tire pressure warning control unit reads the air pressure signal received by the antenna, and controls the warning light. It also has a judgment function to detect a system malfunction.
Tire pressure monitor warning light
When the low tire pressure warning system detects low infation pressure or another unusual symptom, the warning light in the instrument cluster comes on. If the system detects that air pressure is less than 27 psi (190 kPa), it will also sound a buzzer for 10 seconds and a “fat tire” or “check tire pressure” warning message will appear in the instrument cluster display (if equipped).
Te instrument cluster display unit displays the air pressure of each tire (except the spare tire). Afer the ignition switch is turned on, the pressure values will not be displayed until the data of each wheel is received. NOTE: Pressure indication in “** psi” on the screen indicates that the pressure is being measured. Afer a few driving trips, the pressure for all four tires will be displayed. Order of tire pressure fgures displayed does not correspond with actual order of tire position.
When the tire pressure warning light comes on, immediately check the air pressure of all tires and adjust to the specifed pressure. Make sure the warning light goes of. Te warning light does not automatically turn of when the tire pressure is adjusted. Afer the tire is infated to the recommended pressure, the vehicle must be driven at speeds above 25 mph to activate the TPMS and turn of the low tire pressure warning light. If the warning light stays on or fashes, there is a malfunction in the TPMS. See appropriate manufacturer service information.
Reset procedures
When performing tire pressure sensor registration, note that if the tire pressure sensor was replaced, the new sensor will be in a sleep mode. To wake up the sensor, see transmiter wake-up operation.
To register a new tire pressure sensor, a Nissan Signal Tech II scan tool or Consult scan tool can be used. A Transmiter Activation Tool ( J-45295) is used in wake-up procedure and can aid in registration procedure if using the Consult tool system. Sensor registration and wake-up methods in this article reference Consult type scan tool procedures.
If a Consult-II is used without also using the Consult-II Converter, a malfunction might be detected during self-diagnosis, depending on which control unit carries out CAN communication. Te Signal Tech II Tool ( J-50190) can be used to perform the following functions:
• activate TPMS transmiters; • display TPMS transmiter IDs; • display tire pressure reported by the
TPMS transmiter; • read TPMS DTCs; and • register TPMS transmiter IDs
ID registration with activation tool 1. With the ignition switch in the OFF position, connect Consult scan tool to the Data Link Connector (DLC). Turn ignition switch to the ON position. 2. Select “START (NISSAN BASED VHCL).” 3. Touch “BCM” on the “SELECT SYSTEM” screen. 4. Select “AIR PRESSURE MONITOR” on the “SELECT WORK ITEM” screen.
5. Select “WORK SUPPORT” on the “SELECT DIAG MODE” screen, and select “ID REGIST.” 6. With the Transmiter Activation Tool ( J-45295) pushed against the front-lef transmiter tire air valve; press the buton for fve seconds (see Figure 1).
NOTE: Be sure to register the IDs in the specifed order, or the self-diagnostic results display will not function properly. 7. Register the IDs in the following order: lef-front; rightfront; right-rear; lef-rear. When ID registration of each wheel has been completed, a buzzer sounds (or a chime, in 2004 models) as indicated in the table, the hazard warning lights or turn signal indicators fash twice, and the indicator light on the activation tool goes from red to green. 8. Afer completing all ID registrations, press “END” to complete the procedure. ID registration without transmiter activation tool 1. With the ignition switch in the OFF position, connect the Consult scan tool to the DLC. Turn the ignition switch to the ON position. 2. Select “START (NISSAN BASED VHCL).” 3. Touch “BCM” on the “SELECT SYSTEM” screen. 4. Select “AIR PRESSURE MONITOR” on the “SELECT WORK ITEM” screen. 5. Select “WORK SUPPORT” on the “SELECT DIAG MODE” screen, and select “ID REGIST.” 6. Adjust the tire pressure to the values specifed in the appropriate sensor ID registration tire pressure specifcations table, and drive the vehicle at 25 mph (40 km/h) or more for a few minutes. 7. Afer completing all ID registrations, press “END” to complete the procedure. 8. Infate all tires to specifcation. Transmiter wake-up operation
NOTE: New replacement transmiters are provided asleep and must frst be woken up using transmiter activation tool J-45295 or Signal Tech II Tool J-50190 before ID registration can be performed. Use the following procedure when using the transmiter activation tool J-45295. 1. With the ignition switch in the OFF position, connect scan tool to the DLC. Turn ignition switch to the ON position. 2. Display “WORK SUPPORT” screen, and select “ID REGIST.” 3. With the Transmiter Activation Tool ( J-45295) pushed against the lef-front tire air-valve, press the buton for fve seconds (see Figure 1). Sensor activation must be performed in the following order: lef-front; right-front; right-rear; lef-rear. As each sensor ID is activated, the hazard warning lights and the TPMS warning light fash four times, and the scan tool indicator light changes from red to green. 5. Check that the transmiter wake-up procedure for all wheels is completed using the scan tool. 6. Afer completing wake-up of all transmiters, make sure the TPMS warning light goes out.
Demounting/mounting procedures
Te tire should be demounted from the wheel using the tire changer manufacturer’s instructions. Ensure there is no metallized flm or any metal parts (antenna, etc.) on the windows, as this may cause poor reception of the signals from sensors, and the TPMS will not function properly.
Figure 1: Identifying transmitter activation tool (J-45295).
Figure 2: Positioning the tire on the turntable.
Removal 1. Defate tire. Unscrew transmiter retaining nut, and allow transmiter to fall into tire. 2. Gently bounce tire so that transmiter falls to the botom of the tire. Place wheel and tire assembly on tire changing machine and break both tire beads. Ensure that the transmiter remains at botom of the tire while breaking the bead. 3. Turn tire so that the valve hole is at botom, and gently bounce tire to ensure transmiter is near valve hole. Carefully lif tire onto turntable, and position valve hole (and transmiter) 270 degrees from mounting/demounting head (see Figure 2). 4. Lubricate the tire well, and remove the top side of the tire. Reach inside the tire and remove the transmiter. 5. Remove the second side of the tire as normal.
Installation 1. Place the frst side of the tire onto the rim. NOTE: Afer every disassembly, use a new seal. 2. Apply suitable silicone lubricant to new seal, and then install seal on sensor. Ensure no burrs exist in the valve stem hole of the wheel. 3. Mount transmiter on rim and tighten nut to 71 in.-lbs. (8.0 N.m). NOTE: Do not touch the transmiter with the mounting head. 4. Place the wheel on the turntable of the tire machine. Ensure that the transmiter is 270 degrees from the mounting/ demounting head (see Figure 2). 5. Lubricate the tire well and install the second side of the tire as normal. Ensure that the tire does not rotate relative to the rim. 6. Infate the tire. Balance the wheel and tire assembly. 7. Install the wheel and tire assembly in the appropriate wheel position on the vehicle. 8. Register tire pressure sensor. See reset procedures. ■
Information for this column comes fom Mitchell 1’s “Tire Pressure Monitoring Systems Guide” for domestic and import vehicles through 2013. For more information, visit www.mitchell1.com.
Venezia Crusade SUV tire
American Omni Trading Co. says the Venezia Crusade SUV tire offers a unique sidewall and an all-season M+S unidirectional design for optimal performance and ride comfort. Other features include a solid center rib, a variable pitch tread pattern and optimized sipe distribution for quiet and comfort. Large shoulder blocks improve handling and lower noise, and a special silica compound promotes wet and dry grip. It is available in 15 sizes in 20- to 26-inch rim diameters. AMERICAN OMNI TRADING CO. Quik-Link: (800) 687-1557, ext. 16170 www.mtdquiklink.com/16170
Goodyear Assurance AllSeason
The Goodyear Tire & Rubber Co. says the new Goodyear Assurance AllSeason is a practical tire for consumers who want all-season traction and long tread life. It’s also a great value and an easy sell thanks to its competitive price and 65,000-mile tread life limited warranty. With sizes to cover 84% of the commuter/touring segment, the Assurance All-Season is a must-have tire in your winning Assurance family lineup, says Goodyear. For more information, visit toolkit.goodyear.com/MTD. GOODYEAR TIRE & RUBBER CO. Quik-Link: (800) 687-1557, ext. 16171 www.mtdquiklink.com/16171
KYB adds to MonoMax line
KYB Americas Corp. has expanded the coverage of its truck and SUV MonoMax shock absorber lineup. New part numbers for this release cover nearly 12 million pickup trucks and SUVs on the road today, including the most popular late-model Ford, General Motors and Dodge applications. KYB MonoMax shock absorbers are heavy-duty, large bore monotube shock absorbers built to handle the demands of working trucks, vans and SUVs. KYB AMERICAS CORP. Quik-Link: (800) 687-1557, ext. 16172 www.mtdquiklink.com/16172
Hunter introduces Revolution tire changer
Hunter Engineering Co. says its Revolution tire changer uses a fully automatic process and features a touchscreen interface that indicates the operator’s current step and monitors progress throughout the procedure. The Revolution’s touchscreen also stores 15 helpful on-board videos. The leverless tool head demounting hook automatically deploys to catch and lift the bead and the mount head is designed to work with clad, raised spoke and other unique wheel designs. HUNTER ENGINEERING CO. Quik-Link: (800) 687-1557, ext. 16173 www.mtdquiklink.com/16173
Bridgestone Blizzak WS80 winter tire
Bridgestone Americas Inc. says its Blizzak WS80 winter tire for passenger cars and minivans features a proprietary hydrophilic (water-loving) coating that allows the tire’s multi-cell compound to attract water, drawing it away from the road to combat slippage on ice. Bite particles in the multi-cell compound act as microscopic studs for road grip and improved braking on ice. A new tread pattern has 20% more block edges and higher edge/ block density to channel snow, slush and water away from the contact area for added control. The WS80 is available in 48 sizes in 15-inch to 18-inch rim diameters, 35 to 70 series, and speed ratings T and H. BRIDGESTONE AMERICAS INC. Quik-Link: (800) 687-1557, ext. 16174 www.mtdquiklink.com/16174
Giti extreme summer performance tire
Giti Tire (USA) Ltd.’s GT Radial Champiro SX2 extreme summer performance tire has a dual block design with extra wide shoulder blocks which increase cornering stability and grip on all road surfaces. An advanced tread compound provides excellent adhesion to dry and wet roads. Three wide circumferential grooves provide wet traction. The Champiro SX2 is available in six sizes ranging from 195/50ZR15 to 265/35ZR18. GITI TIRE (USA) LTD. Quik-Link: (800) 687-1557, ext. 16175 www.mtdquiklink.com/16175
Hankook Ventus S1 evo2 UHP SUV tire
The Ventus S1 evo2 UHP SUV tire from Hankook Tire Co. Ltd. combines sport-dynamic driving performance with suspension comfort, low rolling noise and limited rolling resistance. The company says a state-of-the-art high-grip styrene-polymersilica mixture not only enables optimized wet grip, but also reduced rolling resistance with more environmental compatibility. The Ventus S1 evo2 SUV will be available in the U.S. starting the second half of 2014 in 30 sizes from 17 to 22 inches. HANKOOK TIRE AMERICA CORP. Quik-Link: (800) 687-1557, ext. 16176 www.mtdquiklink.com/16176
To request free product information by phone, call 800-687-1557, enter the extension number listed below, and you will be immediately transferred to the company you want to talk with — it takes only seconds.
To request information online, log on to www. mtdquiklink.com/ plus the corresponding Quik-Link number. You’re just a click away from receiving free information on the new products that interest you.
Advertiser 31 Incorporated Afac Aftermarket Auto Parts Alliance Inc. Akebono Brakes American Omni Trading Company Bartec USA BKT Tires USA Inc. Bridgestone Tire Continental Tire the Americas LLC Continental Tire the Americas LLC Continental Tire, Commercial Vehicle Tires Falken Tire Hankook Tire America Corporation Horizon Tire Inc. Independent Tire Dealers Group Independent Tire Dealers Group Ken-Tool Kenda USA Kumho Tire USA Inc. Marangoni Tread North America Inc. Maxxis International—USA MOOG Steering & Suspension Nexen Tire America Inc. NitroShield Nitto Tire U.S.A. Inc. Pirelli Tire North America Plombco Inc. Raybestos Brakes Reliable Int’l Exhibition Services Co. Ltd. SEMA Show Sentury Tire Americas Standard Motor Products Inc. TBC Wholesale Trelleborg Wheel Systems Americas Inc. Page 63 13 35 44 62 61 11 15 19-24 43 46 17 9 7 49 59 28
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Technology provides tools to assist in being responsible about tire aging
In a recent blog on www.moderntiredealer.com, MTD Editor Bob Ulrich wrote about “Tire aging: 6 years? 10 years? It’s time to make a decision.”
He reported that ABC afliate Channel 5 in Cleveland, Ohio, ran a sensationalized segment on tire aging on Feb. 26, 2014, that followed true to similar reports ABC has been running across the country for years. Te TV segment made several erroneous claims, all disputed by facts spelled out by Ulrich. One point centered on the care of tires and how they are treated can afect longevity.
A reader responded:
Tose who don’t live in hoter areas of the country may not relate too well to old tires and failures. I live in Yuma, Ariz., where we have some of the highest tire failure rates in the country. Te frst questions are why tires age and what factors contribute to failure due to age? So here is the short story.
It takes about 300 degrees and 30 minutes to take gummy uncured (green) tires and turn them into the highly durable tires on the road today.
What you don’t know is the curing process does not stop. Tire rubber compounds continue to harden and change with age. Tese compounds will deteriorate or degrade based on use and environment. Heat is what turned green rubber into the durable rubber of a modern tire.
In the “use” category tires are broken up into slow-speed, stop-and-go and high-speed constant driving — and combinations of each.
High-speed driving allows the tire to reach maximum operating temperatures based on load and speed. Rubber compounds will “cure” or harden faster in those conditions as they heat soak and remain at those temperatures for long periods. Add to that environmental conditions like 140 degree Fahrenheit road surface temperatures and casing life diminishes rather rapidly. To compound the situation is the hardening of the rubber itself. As it hardens it loses some of its fexibility or an increase in resistance to fexing which leads to higher operating temperatures. Tat leads to faster degradation of materials and bonding properties until air pressure “wins.”
When looking at a tire statically, not moving, it has tremendous amounts of pressure trying to force the fat steel belts into a round form. In other words, it is only the bonding of the rubber to steel that maintains the fat shape of a modern steel belted radial tire.
Air pressure is trying to make it round. When the bonding breaks down where air pressure wins, we see a tire failure and tread all over a vehicle or on the side of the road.
Trying to store tires is just as bad as the curing process continues.
Chemical compounds reacting to the air and ozone creates a drying out, so to speak, of the rubber. Again the hardening process continues, and as before factors of temperature, sunlight and ozone play into the equation as to “how long” they can be stored before being placed into service. In Yuma’s climate, puting on tires that are over two years old is a guaranteed warranty claim waiting to happen.
So how can one tell when to remove a tire without guessing? Currently you can’t, but that doesn’t mean some standards can’t be applied.
Time limits based on industry warranty rates by tire type could be enacted. We know for certain that S- and T-rated tires have an increased failure rate afer three-and-a-half to four years of service. Performance tires H and above, fve to six years. Light, medium and heavy truck is another issue all together, as they have their own set of variables and histories.
But here is a suggestion: a specially compounded rubber patch atached to a tire that changes color depending on temperature and age. Tire gets run low, indicator turns color. Run tires too low or at very high speed, indicator changes color. Tire gets old and operating temperature increases, indicator changes. Indicator changes color tire is unft for service as it has been compromised for safe operation. So now age is taken out of the equation, it’s now a mater of operating environment.
For warranty purposes the customer is now, and should be, responsible for the upkeep and operation of their tires. If the indicator has changed, no warranty. No change, the tire is warrantied. No question.
So botom line, for the short term, let the warranty data put forth time lines based on empirical data. Long term let technology provide the tools to assist all parties in being responsible — manufacturers, retailers and customers. Dennis R. Franklin , Technical Consultant Interco Tire Corp. Yuma, Ariz.
Who is crying sour grapes?
In Ulrich’s recent blog on “When car dealers recall vehicles, it’s a loss-win for them. Here’s why,” he wrote that while vehicle recalls can cost carmakers a lot of money, write-ofs help ofset a litle of the cost — and geting those vehicles into the car dealerships has the
potential to ofset a great deal more of the costs. He quoted Barry Steinberg, CEO of Direct Tire and Auto Service in Watertown, Mass., concerning car dealers’ tactics. A Web reader responded:
I fnd Mr. Steinberg’s comments interesting. I spent many years working for independent tire dealers and now I am in the service department at a car dealership.
I’ll start with Mr. Steinberg’s frst comment: “I know that when John Q. Public goes into one of the car dealers for their ‘free recall’ that very well-trained and paid-on-commission service writers are going to sell them that oil change, wiper blade, cabin flter, drive belt, transmission service and oh, I forgot, that set of tires.”
How is that diferent from a well-trained, paid-on-commission service advisor at an independent tire dealer selling brakes, shocks, scheduled maintenance, etc., when the customer comes in for that “free tire rotation” or “free brake inspection”?
Or are you implying that the service advisors at the car dealership are beter trained than yours?
He also says: “It may come across as sour grapes, but they are stealing those customers they never wanted when the dealers were making a fortune on selling cars,” he says. Tell the car owners just to be careful, and be ready for the sales pitch, he adds.
Yes, it does come across as sour grapes.
For the most part, car dealers weren’t too interested in tires, until independent tire dealers decided to get into the scheduled maintenance and repair business. I worked in tire stores for years that had absolutely no interest in oil changes, transmission services, timing belts, etc. Ten Costco and Sam’s Club got in the tire business and took the proft out of selling tires.
So we looked for other revenue streams and we found LOFs (lube, oil and flters)and scheduled maintenance. Where did most of that business come from? Car dealerships.
So who cast the frst stone?
And as for this: “Steinberg has a solution for all of you: Take out full-page ads in your local newspapers or buy a radio campaign warning the public about this sales process.”
Before you take out any ads “warning” people about a car dealer’s sales process, take a good look in the mirror. It’s likely no diferent a process than you fnd at Big O, Les Schwab, Jify-Lube, or any other independent repair shop.
Tere are plenty of customers with vehicles that have needs. If you are not identifying those needs and recommending solutions then you have done the customer a disservice. If you are properly and fairly servicing your customers you have litle to worry about.
I’d start with that and then worry about the fat screen and lates in the waiting area. Eric Petersen Car dealership company name withheld upon request
Steinberg responded to Petersen’s comments with:
I am glad I woke you up a litle. Te comment about car dealers not being interested in tires is bogus. You guys didn’t even want to see a car that was of warranty for the longest time because you were busy making a fortune on warranty “claims” to the manufacturer. Well guess what, they started to 1) wise up and, more importantly, 2) they started building beter cars that last longer.
Costco and Sam’s? Oh, please. We and most of the tire dealers I know have been in the complete auto repair sector forever.
You guys just aren’t making money selling cars, so fxing them was the next best thing.
Who is crying sour grapes now?
Barry Steinberg, CEO Direct Tire & Auto Service Watertown, Mass.
Great article on millennials
Great article by Wayne Williams in the April issue about how to market to millennials. Te baby boomer generation, or today’s owners and managers in a lot of cases, simply don’t get these so-called “kids,” and it might cost them their business inside the next decade if they don’t wake up. Te old way of doing things is exactly that — old. Gregory Parker, Marketing Manager Wegmann automotive USA Inc. Murfeesboro, Tenn.
Question of the month
Each month we ask members of our National Advisory Council a question on a current hot topic. Tis month, we asked about a problem a reader had alerted us to. He told us he has seen problems with the tire pressure monitoring system (TPMS) sensors on certain Chrysler vehicles, specifcally Dodge Rams and Journeys. He has noted a larger than normal amount of TPMS sensors rusting out due to road salt, failing and causing fat tires. He says the cause is cracked, failed nuts on the TPMS sensor. He was worried it was a growing driver safety concern.
We asked our advisors if they had noticed this problem with Chrysler vehicles coming into their shops.
Here are some of their responses: 1. We have seen what we believe is our “fair share” for our market of these hex cap nuts for this style TPMS sensors on Chrysler products fail either due to cracking or excessive corrosion. In all cases, due to experience, we have moved customers over to the type of TPMS valve that has a rubber valve stem — eliminating what we feel is the source of the problem. 2. We live and work in south Louisiana. Salt is something to eat when we cook crawfsh and crabs. We never put it on our roads, so I can’t help you on this one. 3. We have not seen this problem, of course we are in the
West, with lots of sunshine and no salted roads! 4. We have not identifed this issue. ■
Join Modern Tire Dealer’s National Advisory Council Each month, Modern Tire Dealer is guided and infuenced by a select group of readers — members of our National Advisory Council. Tese members’ opinions are the heart of the monthly Your Marketplace column, compiled by industry analyst Nick Mitchell. If you’d like to join this prestigious group, please let us know. We’d love to hear from you. Contact Editor Bob Ulrich at Bob.Ulrich@bobit.com or call (330) 899-2200, ext. 11.
