HANDBOOK 2025
Pro tips for mounting and balancing HP/UHP tires and wheels
HANDBOOK 2025
How to navigate light truck tire/wheel service
Ride height and ADAS
It’s all in the R.I.S.T.
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Follow the right procedure to
Everything you need to know about plus-sizing, ADAS, liability and more
Experts advise to use the right equipment and take your time
Vehicle modifications require recalibration
Miller tailors products to light truck tire customers’ preferences
WIt’s all in the R.I.S.T.
FOLLOW THE RIGHT PROCEDURE TO PROTECT YOUR EMPLOYEES, CUSTOMERS AND BUSINESS
Mike Manges By
hen installing expensive, high-diameter tire and wheel packages, the stakes are high. The consequences of failure are even higher. Take it from Kevin Rohlwing, chief technical officer of the Tire Industry Association (TIA). Rohlwing is the author of TIA’s Automotive Tire Service (ATS) program — the gold standard of tire service training — and one of the world’s foremost experts on tire and wheel installation.
He’s seen the good, the bad and the ugly of tire and wheel service during his 40-plus year career. And one thing he’s learned is that successful tire and wheel installation begins with adherence to the R.I.S.T. procedure.
Translated, the “R” in R.I.S.T means removing debris from a wheel’s mating surfaces. “I” means inspecting all tire and wheel assembly components. “S” refers to snugging lug nuts. And “T” stands for “torque.” Easy? Not necessarily.
Your technicians need to understand and master the nuances of each step in the R.I.S.T. process — for their safety, the customer’s safety and the
safety and reputation of your business, according to Rohlwing.
When prepping a wheel and tire for mounting, balancing and installation, first remove any and all debris from all mating surfaces, even after pulling brand new wheels from the box, he says.
Then perform a visual inspection. That includes all wheel components.
Moving to the next step in the R.I.S.T. process, make sure you’re using the right fasteners. And always, without deviation, snug in a star pattern — starting at the 12 o’clock position, says Rohlwing.
“If the wheel is seated on the hub at 12 o’clock, it’s going to be seated everywhere else. The wheel manufacturers and engineers are going to say, ‘Start at 12, all the time — no exceptions.’
From there, “snug top-bottom-leftright and cross at the center” of the wheel. “Don’t go in a circle.”
Always inspect the lug nuts. “If the nuts don’t have a cap on them, you can check the number of threads that protrude from the end of the stud,” says Rohlwing. “You can also spin it. If it wobbles, it isn’t seated right. Make sure the center hole is evenly seated all the way around.”
When it comes to torque — the final stage in the R.I.S.T. process — “you have to get to the torque value that’s specified by the vehicle manufacturer. There are manual torque wrenches. There are cordless torque wrenches. You want to use something that can be calibrated and something you can have a calibration certificate for.
“The traditional torque wrench is probably the most cost-effective tool, but you have to maintain it and get
it calibrated on a regular basis, so if you ever have a wheel-off situation, you can produce a certificate that says, ‘Yes, this device was properly calibrated when I installed the lug nuts,’ which is always good” if you find yourself mired in a lawsuit.
Lawsuits can — and do — happen, says Rohlwing, who has testified as a tire and wheel installation expert in many courtrooms.
“Any time you can produce any kind of documentation in a legal situation, it’s going to be a big help. You need to use something that can be calibrated.”
Finally, after installation of the tire and wheel package has been completed, recommend that customers return to your location for a torque check “within the first five to 50 miles” of leaving your lot, says Rohlwing.
Above all, take your time. “One of the biggest problems we have is technicians sometimes feel like they’re on a pit crew at the Daytona 500. If I’m mounting an expensive set of tires and wheels, I’m going to do everything as slowly and deliberately as possible to make sure nothing can go wrong.”
Hopefully, the above information serves as a refresher for your technicians. If not, share it with them immediately. Contact TIA at www. tireindustry.org for more guidance. If your technicians haven’t gone through TIA’s ATS program, you should strongly consider enrolling them. It’s never too late to master the process of tire and wheel installation. You won’t regret it. ■
Feel free to email me at mmanges@endeavorb2b.com.
It’s never too late to master the process of tire and wheel installation.
PHOTO: MILWAUKEE TOOL
How to navigate light truck tire/wheel service
EVERYTHING YOU NEED TO KNOW ABOUT PLUS-SIZING, ADAS, LIABILITY AND MORE
Installing a big, aftermarket tire and wheel combination on my Chevy Silverado — or any truck, for that matter — could impact a wide range of vehicle dynamics that must be correctly addressed.
PHOTO: KEVIN ROHLWING
My first new vehicle was a 1994 Toyota T-100 SR5 four-wheel-drive (4WD) with 31x10.50R15 tires. I always wanted a pickup and loved every mile I put on that truck. A few years later, my son was born, so I had to say goodbye to the T-100 because it was a standard cab with no place for a car seat. It’s still one of my first real grown-up decisions.
Fast-forward 30 years later and I’m back in a pickup truck after recently purchasing a 2019 Chevrolet Silverado. It’s a crew cab so there’s room in the back seat for the boy and it came with the factory two-inch lift.
I had some steps added because I’m not a fan of running boards or jumping into and out of the cab.
In all honesty, my Silverado is a glorified grocery-getter that’s loaded, loud and fast. Suburban Baltimore is not exactly the perfect setting for a four-wheel-drive off-road pickup truck, but I did get to have a little fun after a recent snowstorm that left about five inches of the fluffy white stuff on the ground.
The original equipment (OE) tire on my Chevy is a 275/60R20 with a 114 load index. That size is 32.99 inches in diameter, according to the Tire and Rim Association (TRA), and
mounted on a 20 x 8.0-inch rim. At 35 psi, the tire can support 2,601 pounds, which is the recommended inflation pressure for the rear tires. The recommended inflation pressure for the front tires is 32 psi, which can support 2,502 pounds. According to the placard found on the truck’s door jamb, the maximum weight of the occupants and cargo is 1,685 pounds.
I seriously doubt I will ever come close to that.
If I wanted to install a larger tire on the same rims, then the maximum diameter of the new tire would be 3% of 32.99, which is 33.98 inches. Again, according to TRA, the 285/60R20 at
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33.46 inches and the 295/60R20 at 33.94 inches are both within 3% of the OE diameter and the 8.0-inch rim width is acceptable for both tires.
The 285 and 295 have a load index of 116, which is greater than the 275. At the placard pressures of 32 psi and 35 psi, both tires carry more weight than the original size, so there is no need to adjust the tire pressure monitoring system (TPMS). From the legal perspective, it would appear that every box would be checked if I opted for larger tires in those sizes on the same rims.
The truck’s OE tires happen to be passenger tires. However, there are more LT-metric tires available in larger sizes, which changes the rules. The U.S. Tire Manufacturers Association (USTMA) publishes a document called “Care and Service of Passenger and Light Truck Tires,” which is the primary authority for replacing passenger tires with light truck tires.
According to the USTMA, the passenger tire load-carrying capacity must be reduced by dividing by 1.10 when replacing a passenger tire with a light truck tire. The USTMA also points out that a higher inflation pressure is often required — more on that later!
When you divide 2,601 pounds by 1.10 you get 2,365 pounds for the rear, while 2,502 divided by 1.10 is 2,275 pounds for the front. The TRA Yearbook shows that the LT285/60R20 is a Load Range E tire, with a maximum pressure of 80 psi and maximum load of 3,640 pounds in a single application.
At 45 psi in a single application, the LT285/60R20 LRE will carry 2,410 pounds, so the new rear inflation pressure would be 45 psi. At 40 psi, the LT285/60R20 only carries 2,220 pounds, so the new inflation pressures for the front and rear tires would be 45 psi.
The LT295/60R20 in a single application carries 2,530 pounds at 45 psi and 2,330 pounds at 40 psi, so the inflation pressures would be 40 psi in the front and 45 psi in the rear. In order for the TPMS to operate as designed, the underinflation thresh-
The original equipment (OE) tire on my Chevy is a 275/60R20 with a 114 load index. That size is 32.99 inches in diameter, according to the Tire and Rim Association, and mounted on a 20 x 8.0-inch rim. At 35 psi, the tire can support 2,601 pounds, which is the recommended inflation pressure for the rear tires. The recommended inflation pressure for the front tires is 32 psi, which can support 2,502 pounds. According to the placard found on the truck’s door jamb, the maximum weight of the occupants and cargo is 1,685 pounds.
PHOTO: KEVIN ROHLWING
‘In the SUV, pickup truck and Jeep world, many vehicle owners believe that bigger is better. The safest approach is to follow the 3% rule for diameter and make sure the rim width is approved for the tire size.’
olds would need be reprogrammed to reflect the higher inflation pressures.
The USTMA warns drivers that higher inflation pressures when replacing passenger tires with light truck tires may exceed the capacity of the rim, so the manufacturer should always be consulted.
According to TRA, the minimum rim width for the LT285/60R20 and the LT295/60R20 is 8.5 inches, so I would need to purchase new rims if
I opted for the larger sizes in a light truck tire as opposed to the passenger tires currently on the truck.
I have no plans of changing my truck’s tire size, so it isn’t a concern for me. But it could be a concern for the tire dealer who would potentially install larger light truck tires. While the 3% rule for diameter change is within industry-approved limits and the TPMS underinflation threshold can likely be reprogrammed to reflect the higher inflation pressures, the rim width would become an issue if the larger light truck tires were installed on my truck’s original rims.
When the rim is too narrow, the tire footprint is changed and more wear should be expected in the middle of the tread. In a courtroom situation, a plaintiff’s expert could argue that the change in footprint resulted in less tread-to-road contact, so any loss of control would be at least partially attributed to the fact that the original rims were too narrow for the light truck tires, according to the TRA Yearbook.
When I inquired, a local custom truck shop recommended that I step up the 275/65R20 to fill the wheel well better. They thought the OE tires are too small with the two-inch factory lift, so the 65 series tires, in their opinion, are the way to go. However, at 34.09 inches, the passenger and light truck tire versions of the 275/65R20 are just outside the industry-approved 3% limit, so neither are recommended. While you’re only talking about a difference in diameter of just 0.11 inches, it’s over 3%. I was involved in a legal case years ago with a similar difference in diameter outside the correct 3% limit and it was enough to file the lawsuit and extract a settlement.
In the SUV, pickup truck and Jeep world, many vehicle owners believe that bigger is better. The safest approach is to follow the 3% rule for diameter and make sure the rim width is approved for the tire size. The primary risk of a lifted vehicle is the increased potential for a rollover due to its higher center of gravity. Tests have shown that when the tire diameter changed by more than 3%, there is a greater risk of losing control of the vehicle. The USTMA’s guidance on changing diameter when plus-sizing is this: “Check to be sure that the overall diameter of all four tires is within the accepted tolerance of the vehicle manufacturer.”
‘Every vehicle modification that changes the tire size or vehicle height should be accompanied by a clear and strong liability waiver that includes a customer signature stating they have received the waiver and understand the risks they assume as a result of their decisions.’
The Tire Industry Association (TIA) also continues to publish the 3% limit because that was the last published guideline.
But this is where it starts to get tricky. In my opinion, there’s a difference between an installer who makes the switch to a larger tire size by changing the fitment and the installer who relies on someone else’s fitment decision when selling replacement tires.
It’s a legal standard-of-care quagmire because I believe there can be a different standard for a company that installs a lift kit with larger tires and another company that is asked to pro-
vide replacement tires for a vehicle that has already been customized by someone else. When you’re the expert advising the customer on what tire and wheel package works best with which lift kit, then it’s reasonable to expect that manufacturer and/or industry guidelines are followed.
On the other hand, when you’re a tire dealer who’s been asked to install replacement tires on a vehicle that has already been outfitted with a lift kit and/or custom tires and wheels, it’s not reasonable for the customer to expect you to reverse-engineer everything to determine if something like the 3% guideline was followed or not.
I would say the same thing about any replacement tire situation if the size is different than the placard, with a few caveats. One caveat is that the replacement tire cannot have a load index that is less than what is listed on the placard. Number two, the speed rating should be equal to or greater than the OE fitment. I also have some concerns about rim width if the tire is excessively too wide for the approved rims. But as long as the load capacity and speed rating are in line with the OE fitment, it should be acceptable to replace the tires on the vehicle.
The guidelines for plus-sizing are pretty clear. As long as the diameter doesn’t change by more than 3% and the load index and speed rating are equal to or greater than the OE tire,
A replacement tire cannot have a load index that is less than what is listed on the vehicle’s placard.
PHOTO: KEVIN ROHLWING
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there isn’t much to worry about. If the diameter is over 3% with the load index and speed rating equal to or greater than, there will be some concern regarding vehicle stability. How much concern depends on how much greater. On the other hand, if the replacement tire diameter is over 3% with a load index and/or speed rating that is less than the OE fitment, the risk is going to increase significantly.
Speedometer accuracy also has a role in plus-size tires. Vehicle speed is determined by the tire circumference since there is a set distance that a tire will travel in one revolution. If the tire has a larger circumference, then it will travel further in one revolution and cause the speedometer to read under the actual vehicle speed. Even with a 3% increase in diameter, the difference in circumference would result in the vehicle traveling at over 63 mph even when the speedometer reads 60 mph.
Again, the bigger the difference in diameter/circumference, the bigger the difference in speedometer accuracy. Within the 3% guideline, the difference is negligible, but the inaccuracy of tires outside the limit should be a cause for concern, so speedometer recalibration should be performed or at least recommended.
Another factor that must be considered in the lift kit, monster truck market is the amount of lift that is allowed and the height of the bumper. According to RealTruck, some states have strict restrictions, like Georgia, which limits suspension lifts to two inches, while the maximum frame and bumper height are determined by the gross vehicle weight rating (GVWR) in states like Florida, Hawaii, Idaho, Illinois, Maine, Maryland, Michigan, Missouri, Nevada, Ohio, Pennsylvania, Tennessee, Utah, Virginia and Washington. Alabama, Arizona, Arkansas, Iowa, Kansas, Kentucky, Louisiana, Mississippi, Montana, Nebraska, New Mexico, North Carolina, Oklahoma, Oregon, South Carolina, South Dakota, Texas, Vermont and Wyoming have no restrictions for body lifts or suspension systems.
Changing my truck’s tire size could pose a concern for the tire dealer that would potentially install larger light truck tires. While the 3% rule for diameter change is within industry-approved limits and the TPMS underinflation threshold can likely be reprogrammed to reflect the higher inflation pressures, the rim width would become an issue if the larger light truck tires were installed on my truck’s original rims.
PHOTO: KEVIN ROHLWING
Any business making the lift kit fitment decision and installation must abide by state laws for the amount of allowable lift and bumper height. If the driver gets a citation, then the installer may have to make some adjustments. If the driver is involved in an accident and the illegal vehicle/ bumper height contributed to the injuries or fatalities of another driver or vehicle occupants, then the installer can be sure that they will be named in any future litigation.
There is an implied warranty that accompanies every product and service that cannot be denied. It’s reasonable for a customer to expect that the lift kit installer followed the manufacturer guidelines for installation and the vehicle is compliant with state and local laws regarding vehicle/bumper height.
The newest monkey wrench in this discussion is the next generation of advanced driver assistance systems (ADAS) and the sensors and cameras that help detect obstacles and correct driver error. Forward collision warning, automatic emergency braking, adaptive cruise control and lane departure warning/assistance are just a few examples of ADAS in late-model passenger vehicles.
ADAS is not new to the automotive market. Federal Motor Vehicle
Safety Standard (FMVSS) 49 CFR 571.126 has required electronic stability control (ESC) on new passenger vehicles with a gross vehicle weight rating of 10,000 pounds or less in the U.S. since the 2012 model year. Anti-lock braking systems (ABS) have also been required in the U.S. since 2011, per FMVSS 126, and both technologies are under the ADAS umbrella. As it stands today, they are the only two types of ADAS on new vehicles that are required by federal law. Therefore, they fall under the “make inoperative provision” in 49 U.S.C. 30122(b), which prohibits a motor vehicle repair business from knowingly disabling a motor vehicle safety system that is required by an FMVSS. The most well-known 30122(b) violation in the tire industry is related to the intentional disablement of the TPMS, but it applies to all safety systems.
If any vehicle modifications cause a required safety system to become inoperative, then a violation of 30122(b) exists. Any tire dealership or auto repair business that knowingly makes a required motor vehicle safety system inoperative is playing with fire. In the event of an accident, the liability will fall squarely on the shoulders of the business that disabled the system or made it inoperative.
One can make the case that ineffective and inoperative are one in the same.
Modifications that make ESC or ABS less effective or accurate could essentially make the system inoperative because it is not functioning as designed within the performance requirements outlined in FMVSS 126. There’s no gray area when it comes to 30122(b).
If the motor vehicle safety system is required by an FMVSS and the intentional actions of the repair business make it inoperative, a violation is easy to prove in a court of law.
‘If the motor vehicle safety system is required by an FMVSS and the intentional actions of the repair business make it inoperative, a violation is easy to prove in a court of law.’
When the Infrastructure Investment and Jobs Act was passed in 2021, Division B was called the Surface Transportation Investment Act of 2021. This portion of the legislation included a number of safety improvements for passenger vehicles that include ADAS. One particular area that got a lot of attention was automatic emergency braking (AEB). The National Highway Traffic Safety Administration (NHTSA) issued FMVSS 127 to set the performance and testing standards for AEB systems on all passenger and multipurpose passenger vehicles with a GVWR of 10,000 pounds or less. After Sept. 1, 2029, all passenger vehicles must have a compliant AEB, but small-volume manufacturers and final-stage manufacturers have an extra year to become compliant with a Sept. 1, 2030, deadline.
AEB systems use sensors to detect when the distance between
the vehicle and another vehicle or pedestrian is insufficient and apply the brakes if the driver fails to act. NHTSA projects that this technology will save 362 lives and mitigate 24,321 non-fatal injuries each year. Pedestrian AEB performance must detect a pedestrian during daylight and darker conditions at night. FMVSS 127 requires all passenger vehicles to stop and avoid contact with a vehicle in front up to 62 mph and apply the brakes automatically up to 90 mph when a collision is imminent and up to 45 mph when a pedestrian is detected.
The Specialty Equipment and Marketing Association (SEMA) has been focused on vehicle modifications and ADAS for years. In May 2022, SEMA published an article that included a case study on lifted pickups. According to SEMA, if the vehicle has a radar system, it must be set at a specific level, typically +/0.1-0.3 degrees or to bubble level. When a two-inch lift kit is installed on a truck, the sensor could be off by 0.5 degrees. A sensor that’s off by even one degree limits the effective range of the radar by 10% and a twodegree misalignment limits it further by 25%. If the sensor is off by three degrees, then the misalignment limits the effective range by 50%.
If onboard cameras are used as part of the ADAS, they are also affected by lifting or lowering the vehicle. In order for an onboard camera to estimate the distance between the vehicle and an object, the height and pitch angle must be precise. The camera uses the horizon line to calculate the distance so any changes to the angle of the camera are going to affect the ability to read the horizon line accurately. SEMA indicated that “a camera pitch error of only two degrees can result in an inaccurate reading of up to 16 meters. A pitch error of minus-two degrees can lead to (a) wrong reading of up to 90 meters — the length of a football field.”
The passage of FMVSS 127 creates another gray area for the vehicle
customizer. Prior to the new safety standard, any inoperative claims would be associated with the standard of care. Now that FMVSS 127 is the law, that changes. Does it mean that 30122(b) now applies to AEB or does the “knowingly make inoperative” provision only apply after Sept. 1, 2029, when all vehicles are covered? I don’t have an answer to that question, but I’m fairly confident when I say the best practice is to make sure a lifted or lowered vehicle with an AEB is recalibrated to ensure it is compliant with federal law.
That being said, there will be no questions regarding AEB on the 2030 model year moving forward when it’s mandatory on all new passenger vehicles sold in the U.S.
But it’s not just lifting or lowering the vehicle that can have a negative effect on ADAS performance. Body modifications and custom bumpers may block or obscure a sensor. Manufacturers have specific areas where sensors can and cannot be relocated. In some cases, relocation may create problems for proper ADAS functioning, while in others it simply will not work as designed.
As if all of this was not complicated enough, it’s important to remember that sensors vary by manufacturer — sometimes in the same model year — and there are always software updates lurking to drive technicians crazy when everything is done by the book, but the system still won’t recalibrate.
The calibration process itself has its own set of rules and conditions. One is that the floor must be almost perfectly level: +/- 7 millimeters, according to SEMA. It’s also important to have enough space in the shop to properly position a target to calibrate the ADAS. If the target is too close, the ADAS can be “spoofed,” which results in inaccurate readings.
SEMA has taken the lead in testing and training to prepare aftermarket vehicle customizers for the current and future changes in technology, so the industry has the answers and guidance needed to ensure vehicles
are compliant and the motoring public is protected.
Accident and injury lawyers are well aware of the risks associated with lifted vehicles. One firm points out that lifted SUVs and light trucks are more prone to rollover and “they have farther to fall than a normal vehicle.” The raised vehicle height or higher bumper “would destroy some lower-profiled vehicles at worst and cause significant damage at best.” They go on to say that the raised height increases the number of blind spots and height of the headlights can be problematic for the driver and other motorists.
We live in a very litigious society, so someone has to be at fault in the event of an accident. There’s always something that could have been done to prevent it from happening or some warning that could have been given that would have made the injured party aware of the risks. Liability waivers are used to shift the responsibility for any injuries from the company to the customer. Another law firm provides five reasons why liability waivers may not hold up in court:
• Enforceability. Every state and local jurisdiction has different enforceability requirements for liability waivers;
• Types of liability. Waivers are more effective in cases of simple negligence or ordinary risks, but situations involving gross negligence or intentional misconduct can invalidate a waiver depending on the jurisdiction;
• Clear and unambiguous language. Waivers should be clearly written, using plain language that is easy to understand;
• Voluntary and informed consent. In order for the waiver to be enforceable, the party signing it must do so voluntarily with a full understanding of what it implies;
• Professional advice and risk awareness. Adequate warnings, proper employee training and following the standard of care improves waiver enforceability.
Do you see what I did there? The legal firm was focused on why waivers were not enforceable and I used it to provide a nice little checklist what to look for in a quality liability waiver. I’m not a lawyer, but I’ve been involved in enough civil litigation to know that failure to warn is easy to prove when the customer is not warned about any potential risks related to a product or service.
Every vehicle modification that changes the tire size or vehicle height should be accompanied by a clear and strong liability waiver that includes a customer signature stating they have received the waiver and understand the risks they assume as a result of their decisions.
I also strongly believe it should be drafted by an attorney that understands the nature of the products and services, so they can create defendable language that protects your business. This isn’t something you draw up after work for the above reasons.
Customers who want larger tire and wheel packages and/or lifted SUVs and pickup trucks must understand that the decisions they make are going to affect how the vehicle handles. In a perfect world, the customer who wants a four-inch lift with tires that are +10% of the OE diameter should assume all of the liability in the event of an accident, if the installer followed the standard of care for tire replacement outside the change in diameter. If the lift kit was installed according to the manufacturer specifications by a trained technician and the ADAS was recalibrated in the same manner, then there shouldn’t be any liability if the customer understands that despite the steps taken to ensure proper operation, the vehicle has been altered at their direction and therefore handles differently.
Likewise, if the tires are outside the +3% limit but the load index and speed rating requirements have been satisfied, that decision by the customer is going to affect braking and handling so the customer should assume the liability. Every product
and service creates risk for a tire dealer. The level of risk depends on a wide variety of factors that are both defined and undefined. Customers who want the larger tires and lift kits on their pickup trucks and SUVs have the right to do whatever they want, as long as the modifications are compliant with state and local laws regarding vehicle and bumper height.
As an expert in civil litigation, it’s frustrating to see businesses held liable for providing the product or service requested by a customer who accepts zero responsibility. As long as the installation of modifications is consistent with industry best practices and guidelines, there shouldn’t be additional risk when customers want tires that are over the 3% limit if they sign a waiver and all other criteria for plus-sizing tires are met.
As we enter a new era of vehicle safety technology, the automotive aftermarket must adapt. For the more than 90% of retailers that stay within the industry guidelines and the TIA-recommended specification of +/-3% when changing tire diameter, nothing should change. I say “should” because 3% is still 3% and the difference will have an effect. It’s uncharted territory for technology like AEB because it’s still on a pretty small number of vehicles compared to the total in operation.
Without a doubt, the best and safest practice is to follow the vehicle placard when replacing tires. If the size, load index and speed rating are a match to the OE tire, there are no risks related to any form of ADAS. The vehicle should perform as designed. When adjustments are made to the tire size that ultimately change the diameter, there is additional risk that one or more types of ADAS will not function properly. The best the installer can do is follow all of the published guidelines for whatever modifications are made. ■
Kevin Rohlwing is chief technical officer of the Tire Industry Association.
He can be reached at krohlwing@tireindustry.org
Pro tips for mounting and balancing HP/UHP tires and wheels
EXPERTS ADVISE TO USE THE RIGHT EQUIPMENT AND TAKE YOUR TIME
Mounting and balancing tires may be the bread and butter of most tire dealerships, but that doesn’t mean it’s easy. Certain tire/ wheel combinations present unique challenges. High-diameter, high performance (HP) and ultra highperformance (UHP) tire and wheel packages are no exception.
Packed with on-the-road features and benefits like higher speed ratings, better responsiveness and improved stopping power, these tires present several caveats for technicians — caveats that when ignored or misunderstood can cost a dealership big in profits.
We turned to automotive service equipment industry experts Dave Wiederschall, national accounts manager at BendPak Inc.; Greg Meyer, engineering senior product manager for wheel balancers at Hunter Engineering Co.; and Jim Hudson, product manager for tire changers at Hunter Engineering, for tips, recommendations and best practices for mounting and balancing HP/UHP tire and wheel combinations.
MTD: Does the nature of expensive, high-diameter HP/UHP tire and custom wheel combinations create unique situations or considerations during the mounting and balancing process? Can you describe some situations and/or considerations inherent in mounting and balancing these types of tire and wheel
“There are certainly considerations that must be examined when working with UHP and custom wheel/tire combinations,” says Dave Weiderschall, national accounts manager at BendPak Inc.
PHOTO: BENDPAK INC.
packages? What are some key lookouts for technicians?
Wiederschall (BendPak): There are certainly considerations that must be examined when working with UHP and custom wheel/tire combinations. Things like carbon fiber wheels and low-profile, run-flat tires are becoming likelier to encounter when working with high- performance applications.
Technicians must evaluate wheel construction, sidewall construction and drop center location, to name a few, before determining best practices for mounting/demounting and balancing.
Hudson (Hunter): Large-diameter custom wheels often have reverse drop centers. This means clamping them on the tire changer upside down, so drop center verification is critical before you even get started. A leverless, center clamp tire changer is preferred for maximum wheel protection, combined with a flange plate. The tires themselves service in much the same way as any other low-profile fitment. Use plenty of bead lube and pay attention to mount directional tires properly.
Meyer (Hunter): By their nature, appearance is very important, so there are often no provisions for applying clip weights to the outside and sometimes the inside of the wheel edge. This means tape weights are used, but even this space can be significantly restricted, which means tape weights can be placed very close to each other. This limits the amount of couple force that is corrected with these weights and therefore makes balancers with intelligent algorithms very important. This ensures that only the necessary weights are applied to get a superior balance, which prevents large weight applications and technicians being frustrated by “chasing weights.”
MTD: What are some best practices for achieving that perfect HP/UHP tire and custom wheel mounting and balancing job?
Wiederschall (BendPak): Ultimately, this comes down to using the right tool for the job, plus knowing how and when to implement the tools, when necessary. Many modern tire changers feature assist towers, bead rollers, bead press tools or any number of features designed to help technicians. Not to say they’re always necessary, but when working with specialty applications — these are a lifeline!
Kim Klimas By
MOUNTING AND BALANCING
For example, using a traveling bead press tool when working with a low-profile or run-flat tire will make a world of difference. Not only is it much easier for the technician, but it certainly mitigates the risk of damaging the wheel or tire during mounting/ demounting operations.
When it comes to balancing, it’s all about the adaptors. Often times, using a standard cone mounting technique with UHP applications can result in poor balance and damage the hub bore of the wheel. A properly set up lug-centric adaptor can drastically improve results and virtually eliminate the risk of wheel damage when implemented in these situations. Again, it all comes down to recognizing these specialty situations and selecting tools based on the specific wheel/tire combination.
Hudson (Hunter): Bead massage after mounting the tire is a quick way to reduce road force by an average of seven pounds. It requires the center clamp machine, but only takes a few extra seconds to complete. Doing this on every assembly ensures the beads are seated properly over the entire circumference of the wheel. If a road force problem is found on the balancer, the tire machine makes the force matching correction an easy task.
Meyer (Hunter): Since these assemblies are often going onto premium vehicles with more particular customers, proper balance, as mentioned above, is important, but so is road force. An assembly can be perfectly balanced and still leave an unhappy customer due to excessive vibrations. To ensure every customer is happy, a perfect balance includes a road force measurement as well.
MTD: Do mounting and balancing techniques/procedures differ between P-metric HP/UHP tire and wheel combinations and LT-metric tire and wheel combinations for pickup trucks, etc.? If so, can you list some of the differences?
“Taking a little extra time goes a long way,” says Jim Hudson, product manager for tire changers at Hunter Engineering Co. “Slowing down on expensive or difficult assemblies saves damage, saves tech effort and does a better job overall.”
PHOTO: HUNTER ENGINEERING CO.
Wiederschall (BendPak): While the procedure stays largely the same with P-metric HP/UHP when compared to LT-metric tire and wheel combinations, the difference comes in the technique — particularly what assist tools or adaptors may be necessary to ensure a smooth process.
In my experience, the components that determine technique and tools would be the sidewall of the tire, tire load rating and ply count and the wheel’s construction. For instance, many LT-metric, even 10-ply or equivalent load range E (tires) can be easier to work with. The sidewall height will often determine what additional assist tools may be needed when working on LT-metric tires, whereas a short sidewall — HP/UHP tires with shorter or smaller aspect ratios — can be much more difficult to work with.
That said, the handling of LT-metric tires, which are generally larger in overall diameter, can present
their own unique challenges. When it comes to balancing, it all comes down to mounting and as mentioned, generally, I find the best results in both LT-metric and HP/UHP tire/ wheel combinations when using a lug-centric adaptor.
Hudson (Hunter): For tire changing, the basics are the same. However, higher ply counts will be more challenging on a standard, levered machine. A leverless tire changer really levels the playing field in terms of the physical effort required. Assist devices like wheel lifts, bead breaker rollers and press arms make it much easier on techs to do heavier LT fitments.
Meyer (Hunter): Generally speaking, the LT-metric assemblies do not have the weight placement restrictions that are common with the HP/UHP assemblies. Proper balance and road force measurement are still important on these assemblies. It’s just a bit easier to get there.
MTD: Is there a “golden rule” of mounting and/or balancing highdiameter HP/UHP tire and custom wheel combinations?
Wiederschall (BendPak): In my experience, the golden rule is simple: take your time. Realizing the importance of quick turnaround times in our industry — for both the client and business —taking a few moments to analyze the specifics of that wheel/tire combination can ultimately save time and prevent potentially costly errors.
Hudson (Hunter): Taking a little extra time goes a long way. Slowing down on expensive or difficult assemblies saves damage, saves tech effort and does a better job overall.
Meyer (Hunter): I don’t know if there’s a golden rule when it comes to balancing these assemblies. It just takes a bit more attention paid to the details to get a good result. ■
Ride height and ADAS
VEHICLE MODIFICATIONS REQUIRE RECALIBRATION
Large wheel and tire fitments are continuing to grow in popularity — especially for light trucks — causing tire dealers to consider how these modifications will impact advanced driver assistance systems (ADAS).
In this exclusive, ADAS experts explain how lift kits, oversized tires and other changes can affect ADAS functionality, what dealers need to know to keep their customers’ vehicles operating safely and more.
MTD: We know the installation of plus-size tire and wheel packages on sedans can impact ADAS. Does that also apply on light trucks when large tire and wheel packages or different modifications are installed?
Josh Cascanet, field operations manager, AirPro Diagnostics: The installation of plus-size tire and wheel packages — along with other modifications, such as leveling and lift kits — demonstrably impacts the functionality of ADAS in light trucks. This effect is not limited to plus-sizing and lift kits. Lowering kits also introduce alterations that can compromise ADAS calibration and performance, mirroring the observed effects on sedans.
Chris Gutierrez, product and training academy director, Autel North America: Reading case studies and articles written by several different authors within the automotive industry, the consensus is the same. Modifying what the manufacturer has set
“Aftermarket modifications that change the vehicle’s ride height can impede calibration success, often resulting in persistent dashboard warning lights and messages that remain until the vehicle is returned to its stock configuration and recalibrated,” says Josh Cascanet, field operations manager, AirPro Diagnostics.
PHOTO: AIRPRO DIAGNOSTICS
‘Modifying what the manufacturer has set as the stock specification will have an impact on the response and action of the designed outcome of ADAS systems.’
–
Chris Gutierrez, product and training academy director, Autel North America
as the stock specification will have an impact on the response and action of the designed outcome of ADAS systems. No matter the margin of error, making modifications transfers the liability and removes the original equipment manufacturer’s (OEM) responsibility.
Installing large tire and wheel packages or making modifications like lift kits on light trucks can impact a vehicle’s ADAS. Just like any other vehicle, light truck ADAS systems rely on cameras, radar, lidar and other sensors that are calibrated to the vehicle’s factory ride height and wheel specifications. Any changes to these factors can lead to misalignment of ADAS components, potentially affecting safety and performance.
Madison Gehring By
ADAS
Scott McKinney, senior product manager, Bosch Mobility Aftermarket: The installation of large tire and wheel packages on light trucks can impact the vehicle’s ADAS technology and the technician’s ability to recalibrate them. Many ADAS features, including lane-keeping assist and automatic emergency braking, rely on sensors that are calibrated to a vehicle’s original ride height and tire size. However, recent research has shown some really interesting conclusions, suggesting that changing a vehicle’s ride height might not affect ADAS technology as much as we thought. Even so, it’s important for vehicles to stay within OEM guidelines because that’s how most calibration tools are designed to work best.
Jeff Deskin, director of vehicle technology, Car ADAS Solutions: The same principle applies to trucks as it does to cars. If the sensor’s installation height, angle or pitch changes due to modifications or damage, this can have detrimental effects on the ability of the sensor to see the world properly.
The sensor’s algorithm to understand the signals it sees is based on a specific mounting location on the vehicle and specific mounting angles. For example, installing a leveling kit or lift kit on a truck would change the vertical angle of the front radar, potentially causing the radar to be looking too high or too low — causing the automatic emergency braking or forward collision warning system to not react as fast as it should.
Ryan Gerber, ADAS product specialist, Hunter Engineering Co.: Whenever a modification — even a subtle or minor modification, like replacing worn tires or suspension components — is made to ride height, service documentation must be referenced. Manufacturers will specify when calibrations are required or recommended.
Haakan Light, USA training and development manager, Topdon USA: Aftermarket modifications to
‘Whenever a modification — even a subtle or minor modification, like replacing worn tires or suspension components — is made to ride height, service documentation must be referenced.’
– Ryan Gerber, ADAS product specialist, Hunter Engineering Co.
the vehicle typically do not come with any information or specifications that allow you to tell the ADAS systems that there are changes to the vehicle’s geometry. That creates a problem with ADAS systems and can prevent them from functioning safely and correctly.
By contrast, there are some vehicle manufacturers who make upfit kits or factory accessories like lift kits. Toyota is an excellent example. They make a performance lift kit for the Tacoma. Those kits come with all necessary hardware to modify the vehicle, including all of the programming information you need to give to the vehicle’s ADAS systems in order for them to work correctly and safely with that lift kit. Original equipment-supplied lift kits and modifications often
are going to be perfectly safe because the OEM understands how the vehicle has to be modified and they have accounted for all those things.
MTD: What are some of the effects on ADAS when installing large wheel and tire packages?
Cascanet (AirPro Diagnostics): The repercussions of installing larger wheel and tire packages on a vehicle’s ADAS are multifaceted and vary depending on the specific systems, features and manufacturer. These modifications can lead to delays or failures in critical functions, including lane-keeping intervention, forward collision warning and pedestrian mitigation. Additionally, variations in blind spot and cross-traffic alert distances are common.
Industry testing — conducted under controlled conditions adhering to National Highway Traffic Safety Administration and New Car Assessment Program standards — consistently reveals changes in ADAS functionality with changes to ride height. Specifically, these tests demonstrate that systems like lane keeping assistance, forward collision warning, collision mitigation and pedestrian mitigation activate later than in a stock set-up, resulting in closer proximity to the target during activation.
Gutierrez (Autel): Camera and sensor misalignment could happen. ADAS systems — such as lane departure warning, adaptive cruise
Jeff Deskin, director of vehicle technology, Car ADAS Solutions, says if “a sensor’s installation height, angle or pitch changes due to modifications or damage, this can have detrimental effects on the ability of the sensor to see the world properly.”
PHOTO: CAR ADAS SOLUTIONS
control and automatic emergency braking — depend on cameras and radar positioned at specific angles and heights. Changing the tire and wheel size alters the vehicle’s stance and can misalign these sensors, causing inaccurate reading.
Speedometer and odometer errors could occur because larger tires increase the rolling circumference, which can lead to incorrect speed and distance measurements. Since some ADAS functions rely on speed input, miscalculations could occur.
Many ADAS features work in conjunction with (the) electronic stability control system. So the steering and stability control could have issues because the larger tires or altered ride height can affect steering response and traction control, potentially reducing system effectiveness.
McKinney (Bosch): Changing a vehicle’s height with larger tires or wheel packages can impact the accu-
racy and effectiveness of the sensors that ADAS technology relies on. For instance, larger tires can alter the effective gear ratio of the vehicle, which can affect the accuracy of the wheel speed sensor and impact traction control and stability control.
Deskin (Car ADAS Solutions): There have been studies by several thirdparty companies (about) the effect vehicle modifications have on ADAS. The results clearly showed that the higher the lift kit or the more you change the radar/camera pitch causes the sensors to not properly detect road markings and vehicles in front of it.
Gerber (Hunter): In the case of modifications, ADAS sensors will not remain in their originally intended place. Additionally, in the case of repair or service, they’ll have moved from their learned place. Both conditions will cause the sensors to be out of calibration or specification.
Light (Topdon): Large wheel and tire packages change the geometrical angles of the ADAS sensors and how they are aligned to the traffic in front of them or to the sides. It’s physically altering the three-dimensional geometry of the sensor in relation to the objects it’s attempting to detect. That means it could be compromising it.
MTD: What are some complications that could arise with ADAS when putting lift kits or large tire and wheel fitments on light trucks?
Cascanet (AirPro Diagnostics): Significant complications arise when lift kits or larger tire and wheel fitments are applied to light trucks. Notably, OEMs typically do not endorse ADAS calibrations on vehicles with altered ride heights. Aftermarket modifications that change the vehicle’s ride height can impede calibration success, often resulting in persistent dashboard warning lights and
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ADAS
messages that remain until the vehicle is returned to its stock configuration and recalibrated.
For instance, a recent observation involved a truck with a pronounced front rake, which triggered a “front camera unavailable” warning. Diagnostic scanning revealed a diagnostic trouble code for camera misalignment, as the camera angle fell outside of factory specifications. Repair facilities commonly refuse to perform ADAS calibrations on vehicles with altered ride heights and OEM procedures necessitate specific calibrations following repairs, such as front-end work and alignments, further complicating matters.
Gutierrez (Autel): This could cause radar and lidar displacement. Forward-facing radar and lidar sensors used for adaptive cruise control and collision avoidance are calibrated at a precise height. Lifting a truck raises these sensors, potentially leading to
miscalculations in detecting obstacles or vehicles ahead. If a truck is lifted, the angle of rear-facing radar sensors used for blind-spot detection may be altered, resulting in false positives or missed warnings.
There may be lane-keeping and lane departure warning calibration issues because the position of cameras mounted in the windshield or front grille may no longer align properly with road markings, causing these systems to function incorrectly or disengage, or there could be an impact on suspension and ride dynamics. Modifications like lift kits change suspension geometry, affecting the way the vehicle handles and responds to inputs. ADAS systems may struggle to compensate for these differences.
McKinney (Bosch): Installing a lift kit or large tires can create a number of issues for ADAS technologies on a light vehicle. Some of the more common issues include:
• Miscalculated lane-keeping assist. If the sensors are not calibrated to the altered height of the vehicle, they may not be able to accurately detect lane markings.
• Issues with automatic emergency braking. If the automatic emergency braking system is not recalibrated after installing larger tires, it may not be able to accurately detect a potential collision.
• Adaptive cruise control problems. The adaptive cruise control system may not accurately detect a potential collision if the system isn’t properly calibrated.
Deskin (Car ADAS Solutions): Any truck lifted more than two inches has typically had problems calibrating and is not recommended until returned to stock condition. It seems during calibration the sensors are looking at the signals they are seeing with more scrutiny. During calibration, you can also discover other
issues, such as misalignments or natural wear on the sensor.
Gerber (Hunter): We can group the complications into three high-level categories. None are ideal if not addressed:
Nothing happens. In this case, the changes are small and the sensor relearns as the customer drives the vehicle. That’s the best case. Worst case is the changes are large and the system is operating, but cannot validate or calibrate. The driver won’t know this until it’s too late.
Little happens. The customer may feel or notice some irregularities with the driving performance, lane keep, adaptive cruise or other ADAS systems. Again, the changes were not meeting the threshold for outright failure.
Warning light or system failure. The ADAS is rendered inoperative and a warning light illuminates on the dash.
Light (Topdon): It has the potential to either cause the ADAS to not perform correctly or potentially not function at all. Depending on how severe the lift kit is, it may completely fail to detect objects in its path, which in turn defeats the purpose of the system in the first place.
MTD: What are some general things that tire dealers and other tire/wheel installers need to know about ride height and its effect on light truck ADAS?
Cascanet (AirPro Diagnostics):
Tire dealers and wheel installers must prioritize adherence to OEM tire specifications to ensure the integrity of the vehicle’s ADAS operability. Modifications to tire size, speed rating, load index, traction and handling ratings can alter vehicle handling characteristics, potentially affecting ADAS operability. Consulting OEM service information is para
mount before attempting any ADAS calibration.
Calibration prerequisites — including level ground, proper lighting and sufficient workspace — must be strictly followed. Under no circumstances should targets be manipulated to force a calibration. Instead, a thorough inspection for damage, misalignment or unsecured components is essential.
It is crucial to recognize that there are no OEM-approved methods for adjusting ADAS calibrations for ride height changes. Furthermore, ride height parameters are often critical for successful static calibrations, particularly for forward-facing cameras. In the event of a calibration failure, OEM service information should be consulted for updated procedures, including potential control module updates.
ADAS
recalibrating the vehicle’s ADAS is critical. This typically requires specialized equipment and software.
Use the OEM service information for the recalibration. Some OEMs provide specifications on allowable changes before ADAS recalibration is required. Exceeding these limits may cause system malfunctions.
Dealers should be aware of customer complaints and system warnings. Customers may report ADAS warnings or performance issues after modifications. Educating the end user on the implications for the modification and the need for recalibration can prevent misunderstandings.
Dealers should also avoid excessive changes without professional input. While minor modifications might not have drastic effects, extreme lifts, oversized tires or drastic wheel offsets can significantly impact safety and system functionality.
Tire and wheel modifications on light trucks can substantially affect ADAS performance. Installers must understand the impact of ride height changes, ensure proper ADAS calibrations when necessary and educate customers on potential safety concerns. Even though modifications of these ADAS systems may not appear to be significant at the time of installation, you need to understand that you are introducing variables and could be accepting responsibility of the end result and actions. Being proactive in addressing these issues can help prevent system malfunctions and liability risks.
McKinney (Bosch): Ride height is a critical factor for ADAS, as it affects the angle and field of view of the sensors. Any change in ride height — either due to tire and wheel modifications or suspension modifications — can impact the accuracy and performance of ADAS.
Technicians should consider performing a diagnostic scan after performing a recalibration to make sure the job is done properly and there are no codes or alerts associated with the ADAS technologies. ADAS recalibra-
tions should be performed by qualified automotive technicians to ensure that the system’s features operate correctly and safely.
Deskin (Car ADAS Solutions):
There are a few instances of factoryapproved lift kits available from Toyota and General Motors. After installing these kits, there are special methods to calibrate and or reprogram radars and cameras using the factory scan tool following a special procedure. Toyota even has a technical service bulletin regarding modified/lifted vehicles that come into the dealer without an approved lift kit. (Technicians are) instructed to disable the pre-collision system as a precaution and safety for the driver, as the system will not behave as it was designed to due to the modifications. This shows that modifications such as oversized tires and lift kits can affect ADAS sensors and there
is some amount of liability in modifying a vehicle with ADAS without using factory-approved lift kits with factory-approved ADAS calibration methods, so all the vehicle’s ADAS features function as designed.
Gerber (Hunter): Ride height plays a critical role in properly functioning ADAS technology. Workshops can address situations with some easy-toaccess information and tools. Many service information providers have reference guides for ADAS, making the path to find when to service and what to service very clear. Many scan tools, like Hunter’s ADASLink, have built-in capabilities to address dynamic (driving) calibrations.
There are also resources available from organizations that help provide guidance for modification outside of the service and repair arena. The best part is that ADAS provides another path for revenue through the needed services and the customer is provided a properly modified vehicle.
Light (Topdon): There are potential liability issues. At this point in time, it’s best recommended to decline servicing the ADAS on vehicles with aftermarket lift kits and oversize wheels and tires. A shop can say., “We are unable to provide service on this vehicle because it has been modified away from the factory configuration and we cannot attest that this vehicle can be operated with the ADAS intact and safely performing as a result of these modifications.” ■
“Large wheel and tire packages change the geometrical angles of the ADAS sensors and how they are aligned to the traffic in front of them or to the sides,” says Hakaan Light, USA training and development manager, Topdon USA.
PHOTO: TOPDON USA
Light says there are potential liability issues when aftermarket lift kits and oversized wheels and tires are installed on ADASequipped vehicles and service is needed.
PHOTO: TOPDON USA
‘Stand out and be unique’
ADAM MILLER TAILORS PRODUCTS TO LIGHT TRUCK TIRE CUSTOMERS’ PREFERENCES
Joy Kopcha By
When Adam Miller fi rst started working in the tire industry 23 years ago, the highlight of his day was helping a driver customize his or her vehicle with a new tire and wheel package.
“The most exciting part was taking a standard vehicle and putting a six-inch lift and bigger wheels and tires on it — just doing the upgrades and seeing the instant gratification when it was done. And then I got
the excitement from the customer. It was the pure excitement and fun of the transition and seeing the completed project.”
That excitement has endured as Miller has gone from employee to owner of his business, Miller Tire Commercial, Ag and OTR Point S.
Don’t let the name of his company fool you, though. Even though its name points heavily to the commercial tire world, that’s been a recent addition. Passenger and light truck tires, wheels and lift kits have been
Miller Tire Commercial, Ag and OTR Point S outgrew its original standalone facility where it showcased wheels and installed most of its lift kits, so the company relocated that portion of the business to its larger commercial tire service property.
PHOTO: MILLER TIRE COMMERCIAL, AG AND OTR POINT S
a steady component of his business in Grand Island, Neb., since day one.
The business has grown over time and this winter the team moved from what had been a standalone building dedicated to wheels, lift kits and other accessories into its commercial store that sits on eight-and-a-half acres. The location offers a larger showroom, additional service bays and “a very large tire storage area.”
Miller has found a captive audience of customers who want their vehicles to “stand out and be unique.”
Grand Island is a city of 50,000plus people in central Nebraska. Some might not think of it as a hot market for wheel and tire upgrades, but Miller says, “we pull from all around the state of Nebraska.”
Miller Tire Commercial, Ag and OTR Point S typically stocks 150 sets of passenger and light truck wheels. Miller says his business is Wheel Pros’ “largest purchaser in the Midwest.” (Editors note: Wheel Pros rebranded as Hoonigan in late-2023 and later filed for bankruptcy. The company emerged from bankrupty protection in late-2024.)
Unique but understated
Miller says the bulk of his company’s wheel work is tied to light truck fitments for pickups and SUVs.
“The vehicle of choice in Grand Island is a SUV or a pickup truck,” he notes. And in the last five or six years, those customers have transitioned to preferring a new look.
Factory Wheel Replacement Experts
Adam Miller says he typically keeps 150 sets of wheels in stock in his Grand Island, Neb., store, and that black and machined custom wheel designs have replaced the busy chrome wheel styles of the previous decade.
PHOTO: MILLER TIRE COMMERCIAL, AG AND OTR POINT S
Customers are still investing in custom wheels, tires and lifts for their pickup trucks, but Miller says the trend has moved from flashy wheels with six- or eight-inch lifts to a more understated design with a two- or three-inch lift.
“The chrome wheel movement was really, really good in the mid2000s. From 2015 to 2020, chrome was what everybody was going for — the flash and the shininess.” But the style has since “switched over to black and machined.”
Preferences for certain wheel styles and finishes ebb and flow.
“It goes in cycles,” Miller says.
The popular look has gone from busy to understated, with a preference for a black and milled finish, he says. At the same time, there’s been a slight adjustment in tire size preferences.
“It was big in the 22s and 24s. A lot of people put those big wheels on. It’s kind of settled in on the 20- to 22-inch market.”
Peak season is here
Miller is gearing up for another big season of wheel and tire upgrades, as well as lift kit installations. The arrival of tax refunds fuels sales each spring, he says.
“Winter is the slowest time. Not very many people are really interested in going out and putting on a $4,000 or $5,000 set of wheels with six
inches of snow on the ground,” Miller says. “They’d much rather wait until the snow is gone and at least they get nine months of being able to drive without any impact from the weather on their new investment.”
And just like preferences for wheel styles and tire sizes have shifted a bit, so has the choice in lift kits.
“The big wheels and the big lifts were a big thing for a while. Everyone wanted to see how large they could get, so there were six- or eight-inch lift kits and 22- and 24-inch wheels. It’s kind of settled in now on the 20- to 22-inch wheel and then a moderate lift — a two- to three-inch lift.”
He knows that preference will likely change, too. “I’m sure the bigger lift kits will come back in style and be very popular. That’ll definitely happen. It’s just a cycle.”
Miller says a typical pickup truck driver looking to invest in larger tires, new wheels and a lift kit is spending $5,000 to $6,000.
Many of those customers want to upgrade and style the look of their vehicles, but they don’t want to lose the comfortable drive that was originally created by the original equipment
manufacturer. Miller says lift kits from BDS Suspension have become especially popular “because (BDS) keeps all the steering angles the same as the factory. Everybody wants to go up (in size) and be bigger and more aggressive, but nobody wants to have the impact and adjustment to their ride. We try to do our best to make sure that they maintain that factory ride quality.”
Miller says lift kit suppliers have made improvements to match that original equipment ride and feel. “The industry has really evolved.”
Overall, Miller thinks consumers’ preferences for a specific look have merged with other requirements that are far more utilitarian. They tell him, “I want the look to be unique. I don’t want my truck to look like anybody else’s in town, but I still want to be able to pull it in the garage and I still want to be able to drive it down the interstate.”
Customers shopping for these stylized options don’t fit into a single category,
“We do lift kits for all ages, from 18-year-olds all the way up to 80-yearolds — everybody across the board.”
PHOTO: MILLER TIRE COMMERCIAL, AG AND OTR POINT S
Tire styles matter
Miller gives tire manufacturers credit for putting added focus on the looks of their products’ sidewalls.
“The tire companies have done a really good job of getting out there and understanding what the customer wants,” he says. “What the customer wants is an aggressive aesthetic from the sidewall appearance.”
It has boiled down to combining “a mud-terrain look” on the sidewall with “the ride quality of an all-terrain tire,” he explains.
Miller says if could give tiremakers any advice, he’d have them always consider the look of tire sidewalls and invest more there.
“More design on the sidewalls is going to be really important for that customer that’s looking for the wheel and tire (package). The way the tire handles and the traction of the tire are incredibly important, but the initial response that (tire buyers) have is the look of the sidewall.
“Really making sidewalls stand out is a big buying piece. It’s definitely one that can steer somebody” when making a buying decision.
If customers are so focused on the look, when does the conversation turn to price?
“I think the price is important. The
features or benefits though outweigh the price,” says Miller.
“If you understand from a sales perspective and an installer perspective the quality that’s going into it and you can relay that to the customer to gain their interest, the price point becomes (less) existent in their decision-making process.”
Miller Tire Commercial, Ag and OTR Point S sells light truck tires at every price point, with its top brands being Nitto, Michelin, Cooper and Blackhawk.
The Blackhawk tire is the lowest price. Miller credits that to being a result of Point S buying it direct from the manufacturer as part of its membership in the Tire Alliance Group.
“It has been outstanding for us. They do a really good job of building (and) filling the areas across the product screen, from the highway (terrain) to all-terrain (AT) to that rugged-terrain tire. The AT tire is the most popular mover in that lineup.” ■
Expert tips for large tire/wheel installation
WOODS CROSS POINT S TIRE & AUTO SERVICE OFFERS HARD-EARNED ADVICE
Madison Gehring By
Casey Gubler, owner of Salt Lake City, Utah-based Woods Cross Point S Tire & Auto Service, credits the high volume of large wheel and tire packages it installs to the outdoorsy nature of Utah.
“Everyone kind of has a lifted vehicle out here,” says Gubler. “Whether it’s Mom’s 4Runner that’s lifted with
bigger tires or a full-blown (Ford) F-350 with a six-inch lift running on 26-inch wheels — that’s normal to see out here.”
Because of the prevalence of these types of vehicles in Woods Cross Point S Tire & Auto Service’s area, Gubler has focused on servicing vehicles with larger wheel and tire fitments the correct way.
He has the best people at his dealership work on these jobs, has the right equipment and takes into account the time it will take to complete the job.
A well-equipped shop
Gubler’s father opened a Big O Tires location in 1986 and had gotten up to four stores at one point. He built the location Gubler is currently based at in 1998.
The outlet spans 38,000 square feet and has 24 service bays that perform tire and wheel installations, oil changes, customized truck lifts and mechanical repairs.
The large number of bays has helped the dealership adapt when it takes a while to receive parts.
“Tearing a vehicle down and then having to wait three days for a part in order to do your thing is frustrat-
Casey Gubler, owner of Woods Cross Point S Tire & Auto Service in Salt Lake City, Utah, says putting your best people on tire and custom wheel installation jobs is important.
PHOTO: WOODS CROSS POINT S
DEALER PROFILE
ing. So it’s nice to have extra space to juggle it all.”
Bigger and more expensive
The new trend in custom wheels for light truck applications, according to Gubler, is 24-inch wheels to 26-inch wheels, with those wheels being “super-wide. We’re talking 12 to 14s with a super deep lip.
“They’re definitely tougher to mount and having the right equipment is key — and having the right people.”
Gubler says assigning large tire and wheel package installations to your most skilled, experienced technicians is critical.
“I know you want people to learn, but you can’t afford for somebody to screw up because some of these wheels are a $1,000 a piece and if you make a mistake — which could be as easy as dropping or bumping (a wheel) and damaging it — you’re already upside down trying to make a profit,” he explains.
In addition, Gubler says he “demands” the time to complete tire/ wheel installations and other vehicle modifications. This entails communicating expectations with customers.
“The customer can’t sit there and wait while we put these fitments together for them. It’s more they drop it off and give me as much time as I need.”
Woods Cross Point S Tire & Auto Service specializes in installing tires and wheels on dually trucks, which makes having the right people and enough time to complete the job even more important.
Gubler says a customer will buy a Platinum Ford F-450 — which already costs more than $100,000 — and ask him to put a lift on it or install a large wheel and tire combination. “It’s important to know all the steps, so you don’t put something together backwards or damage something in the process.”
Woods Cross Point S Tire & Auto Service has become the “go-to” place in its market for large tire and wheel installations.
Some customers will buy a set of tires and wheels “and take it to three different tire dealerships that say they are not going to install them. Then they take it to my store and I say, ‘OK, I’m willing to try, but you have to leave it all day and this is what it’s going to cost you.’”
Tips and tricks
Having grown up in the tire industry, Gubler knows there are tips and tricks to installing large, expensive custom tire and wheel packages. He says tires and wheels are sometimes packaged pretty tightly and it’s always good to open one tire and wheel to make sure they will work before unboxing the whole set.
Gubler says unboxing these products can take a significant amount of time and can take up a lot of room at his dealership.
“Another trick when it comes to these expensive wheels (is that) a lot of them will come with a packing foam lip protector and when we clamp those to the machine, we will leave that protector on a lot of the time,” he notes. “And when the wheel gets clamped to the tire machine, they have a little plastic guard on them. We always want extra protection, so we will get a shop rag and fold it into fours and set it on the clamp. So now that wheel is clamped with the plastic protector, a rag and a foam protector
just to keep that wheel from getting nicked,” which can be very expensive.
Gubler adds that when customers are spending a big amount on just purchasing tires and wheels, they do not want to see a scratch on their brand-new product.
Creating conversation
Gubler says it’s important to talk with the customer upfront about what the price of any service will be and how it could fluctuate depending on various factors, like the complexity of the job.
“It can be hard to charge more money for that extra time or just hard to know how much to charge, in general.
“You need to have conversations with your customers, so they’re not blindsided by the price and you’re also not blindsided for not getting paid as much as you invested.”
It goes back to assigning the right employees to the installation, he says. Sometimes Gubler will jump in.
“I can come in and say, ‘This is how much it’s going to cost and this is how much time I will need’ and we get a feel for each other, so we are both more comfortable with this project.”
Knowing your customer is key, according to Gubler, who says some customers will see an online photo of a tire and wheel package installed on a truck, SUV or car and will want their vehicle to look like that, too.
Some will go out and buy the tire and wheels and bring them to Gubler and he’ll have to tell them, “‘That car sitting on those wheels with those tires could never be driven on the road.’”
Sometimes customers will continue to push back. Gubler says this is the time to get to know a customer’s driving habits and what he will use the vehicle for.
“If this is like a brand-new Escalade that maybe the customer drives on the weekends, that’s different than if it’s Mom’s soccer-car Cadillac that gets driven hard every day.
“You don’t want 24-inch wheels on Mom’s soccer car. Our job is trying to find that practical point.” ■
The new trend in Gubler’s market is 24-inch wheels to 26-inch wheels, with those wheels being “super-wide.”
PHOTO: WOODS CROSS POINT S
The G-MAX AS07 is a dynamic, all-season ultra-high performance tire for passenger cars, crossovers, light trucks and SUVs. Developed for superior all-season traction and long-lasting treadwear, this tire comes complete with the Replacement Tire Monitor and Visual Alignment Indicators, which aid in detecting tire wear.
Achieving the right balance
CORRECT WHEEL WEIGHT SELECTION, APPLICATION ARE CRITICAL
Manges By
Installing high performance (HP) and ultra-high performance (UHP) tire and wheel combinations presents unique challenges in achieving proper wheel balance.
“The correct selection and application of wheel weights is essential for safety, performance and aesthetics,” says Eric Dienethal, product manager, Wegmann Automotive. “Technicians working with highdiameter and performance wheel combinations must consider various factors to achieve optimal balance.”
Using high-quality wheel weights is critical to achieving correct balance for HP/UHP and custom wheel combinations, he explains.
“Inferior adhesives or low-quality, improperly fitted wheel weights can detach under spirited driving conditions — leading to excessive vibrations, reduced handling precision, premature tire wear and safety hazards. The right choice in wheel weights ensures the long-term performance and safety of both the wheel and tire package.”
The choice of material for wheel weights is another important consideration, according to Dienethal.
“Lead, zinc and steel weights are common options and technicians must ensure compliance with local regulations. Zinc remains the OEMpreferred option for clip-on weights, ensuring a secure and corrosionresistant fit.
“For adhesive weights, high performance domestic tapes deliver superior bonding strength and reliability under demanding conditions. Cold-weather and UltraLiner adhesives ensure performance across temperature extremes, maintaining adhesion,” which is critical.
“If using clip-on weights, verifying the correct clip profile with a lip-flange tool before installation is important to ensure a secure fit without gaps. Selecting the appropriate weight size, shape and color helps maintain both balance and aesthetic appeal.”
Keep it clean
Cleaning the wheel’s surface before applying weights is an essential practice to help ensure a secure bond, according to Dienethal.
“The correct selection and application of wheel weights is essential for safety, performance and aesthetics,” says Eric Dienethal, product manager, Wegmann Automotive.
PHOTO: WEGMANN AUTOMOTIVE
“Installing the adhesive weights firmly prevents detachment at high speeds or under temperature fluctuations,” he notes, adding that “most balancing machines allow technicians to detect and correct imbalances accurately.
“It should also be mentioned that reusing old weights or stacking multiple adhesive weights on top of each other — or combining smaller clip-on weights to match a required weight — must be avoided. Instead, always use a single adhesive strip or clip-on weight that is properly sized for the imbalance.
“Selecting and applying the right wheel weights is essential for balancing aftermarket tire and rim packages. By following industry best practices and considering aesthetic concerns, technicians can enhance vehicle performance, ensure driver comfort, maintain a professional finish and most importantly, provide a consistent and safe driving experience. Proper wheel balance improves handling, increases tire longevity and provides a smoother ride.” ■
Mike
Cleaning the wheel’s surface before applying weights is an essential practice to help ensure a secure bond, according to Dienethal.
PHOTO: WEGMANN AUTOMOTIVE
A look at load index
REPLACEMENT TIRE MAX LOAD CAPACITY MUST EQUAL OE CAPACITY
Aload index is an assigned numerical value that signifies a tire's maximum load carrying capacity when properly inflated. This is useful to help compare load carrying capacities of different-sized tires.
The higher the tire's load index number, the greater its load carrying capacity.
Most passenger tires have load indexes of 75 to 100, but a few are higher.
Light truck tires have two load indexes on the sidewall, unlike passenger tires, which only have one.
The reason for this is because light truck tires are often used on vehicles with dual rear wheels.
The capacity for two tires is lower than a single tire to ensure that the vehicle can continue to carry the load should one tire fail.
Keep in mind that replacement tires must have a maximum load capacity equal to or greater than the original equipment tire.
When in doubt, refer to the vehicle owner’s manual and/ or the placard that is usually placed on the door frame, glove box or fuel door.
This placard will not only provide the load index, but also the gross axle weight (GAWR), gross vehicle weight (GVW) and recommended tire inflation pressure.
International load index table*
How to read a sidewall
USE THIS GUIDE TO EDUCATE CUSTOMERS
The information on the sidewall of a standard passenger or light truck tire might be confusing to the average tire buyer. Here’s some information that will help you educate your customers about those letters and numbers on the side of their tires and what they represent.
255
The fi rst three numbers are the tire’s indicated section width in millimeters measured from sidewall to sidewall
45
The second pair of numbers is the tire’s aspect ratio or profi le. This is a percentage representing the ratio of the sidewall’s section height to the tire’s section width
R
This indicates the tire is radial construction
19
This number is the diameter of the wheel in inches
104
This is the tire’s load index
W
This is the tire’s speed rating
This designation verifi es that the tire is mud and snow-capable
The need for speed
All passenger tires are rated for certain speeds. Any tire with at least an H-speed rating is considered a performance tire. When Z-speed-rated tires were first introduced, they were thought to reflect the highest tire speed rating that would ever be required — in excess of 149 miles per hour. That was the speed rating ceiling at the time. Later, W and Y speed ratings were added to identify tires that have even higher speed capabilities. (See chart below)
How to ID a tire’s age
“When was that tire made?” This is a question that a customer might ask. Determining a tire’s age is easy. All of the information you need can be found on the tire’s sidewall. Use this example:
Identification of tire age
EXAMPLE: XX B3 ABC D 1823
To determine when the tire was produced, check out the Tire Identification Numbers (TIN), which identify when the tire was made.
The U.S. Department of Transportation’s (DOT) National Highway Traffic Safety Administration (NHTSA) requires that Tire Identification Numbers are a combination of letters, followed by eight to 13 letters and/or numbers that identify the manufacturing location (XX); tire size code (B3); and manufacturer’s code (ABCD), along with the week and year that the tire was manufactured.
Using the example above, the first two numbers identify the week (18) and the final two numbers identify the year of manufacturing (23).
Therefore, you can tell the customer that this tire was produced during the 18th week of 2023.
Performance tire speed ratings/maximum speeds (in miles per hour) and typical vehicle applications
Sport sedans and coupes
Sport sedans, coupes and sports cars
W = 168 Exotic sports cars
V = 186 Exotic sports cars
Y = >186 Exotic sports cars
Z = 149 Exotic sports cars
CrossContact
(EV Ready)
• Premium Touring Tire
• Reduced Rolling Resistance
• Quiet Kat Technology
• Extra Load Enhanced (XL)
• Tread Wear Indicator
• EV Ready
70K MILEAGE WARRANTY
50K MILEAGE WARRANTY
(All Terrain)
Extreme All-Terrain Design / Mud Rated Two Unique Sidewalls / Raised Black Letters vs Indented Black Letters
Directed Super Silica for Better Wet Traction, Low Rolling Resistance and Longer Tread Life
Quiet Kat Technology
Patented Bead Claw Delivers More Traction Surface & Protects Wheel
PERFORMANCE SHOWCASE
THE DELINTE COLLECTIVE CONTINUES TO EXPAND FROM PERFORMANCE PASSENGER LINES TO THE NEW DV3 LMD AS.
DV3 LMD AS NEW
The new DV3 LMD AS is the first in the Last-Mile Delivery tire category of the Delinte lineup. Engineered for the all-season segment, the DV3 LMD AS has durable and tough sidewalls that help with curb impacts and a unique all-season cut/chip tread compound that combats road debris for longer tread life with exceptional all-weather performance.
DS2 DYNAMX SPORT 2
The DS2 is the first of its kind Ultra-High Performance Powerline tire, available in multiple wheel diameters with over 100 different sizes, accommodating many different vehicle makes and models. The DS2 features Delinte’s proprietary QST Technology which accelerates water evacuation for enhanced performance in wet conditions. The DS2 also comes with a reliable 55K mileage warranty.
DST1 SPORT TOURING 1
The DST1 is an All-Season Ultra-High Performance tire designed for control and traction. This UHP is specifically engineered with tech features for maximum driving performance along with a low-noise design that ensures a comfortable ride. The DST1 also comes with a reliable 55K mileage warranty.
DST2 SPORT TOURING 2
The DST2 is an All-Season Touring SUV/CUV tire. The All-Season engineering allows for all types of driving conditions from dry hot highways to wet or snowy road conditions. The low-noise design ensures a comfortable and quiet ride. The DST2 also comes with a reliable 55K mileage warranty.
DS8
The DS8 is an All-Season Ultra-High Performance tire designed for control and traction. With speed ratings H, V, W & Y, the DS8 is specifically designed to match the aesthetics of your vehicle and give you the freedom to perform.
G-MAX RS
365 AW
AS07
RT45
APT
LEARN MORE
Grabber A/T X
Grabber X3
AltiMAX
Grabber H/T
G-MAX
Grabber HD Van
Grabber HD
AltiMAX
Grabber
FIND YOUR KENDA
KR20A
VEZDA UHP & UHP MAX+
Series: 55, 50, 45, 40, 35
Sizes: 20, 19, 18, 17, 15
Speed Rating: W
UTQG UHP MAX+: 200 AA A
UTQG UHP: 300 AA A
KR400
VEZDA UHP A/S
Series: 55, 50, 45, 40, 35
Sizes: 20, 19, 18, 17, 16
Speed Ratings: W & Y
50,000 mileage warranty
Stylized Black Sidewall
KR620 KLEVER H/T 4S
Series: 75, 70, 65, 60, 55, 50, 45
Sizes: 22, 20, 18, 17, 16, 15
Load Range: E, G
KR205
VEZDA Touring A/S
Series: 65, 60, 55, 50, 45, 40
Sizes: 19, 18, 17, 16, 15
Speed Ratings: H, V
65,000 mileage warranty
Stylized Black Sidewall
60,000 mileage warranty (metric)
50,000 (LTR) mileage warranty RBL 5 R
KR615A KLEVER A/T TRAIL
Series: 70, 65, 60, 55, 50
Sizes: 20, 18, 17, 16
Speed Range: V, H, T
KR211
VEZDA Touring 4S
Series: 70, 65, 60, 55, 50, 45, 40
Sizes: 20, 19, 18, 17, 16
Speed Rating: H & V
M&S Rated 60,000 mileage warranty 3PMSF
KR52
KLEVER S/T
Series: 70, 65, 60, 55, 50, 45
Sizes: 22, 20, 19, 18, 17, 16
Speed Ratings: T, H, V
M&S Rated
60,000 mileage warranty
60,000 mileage warranty RBL
KR628 KLEVER A/T2
Series: 85, 80, 75, 70, 65, 60, 55, 50
Sizes: 20, 18, 17, 16, 15
Load Range: C, E
OWL & Black Letter available
3PMSF RBL
KR601
KLEVER R/T
Series: 80, 75, 70, 65, 55, 50
Sizes: 24, 22, 20, 18, 17, 16, 15
Load Range: C, D, E, F
Pinned for winter studs
RBL, RRL
KR629 KLEVER M/T2
Series: 85, 75, 70, 65, 60 plus flotation
Sizes: 22, 20, 18, 17, 16, 15
Load Range: C, D, E, F RBL & RRL
3P RB R
RWL = Raised White Letter
OWL = Outline White Letter
RBL = Raised Black Letter RRL = Raised Red Letter
PERFORMANCE SHOWCASE
Help protect your wheels and tires from theft with McGard’s easy to use one-piece wheel lock. These locks function like regular lug nuts, but require a special key tool for installation and removal. Available in bright chrome or beautiful black.
Styles and Thread Sizes
Cone Seat: 7/16-20, 1/2-20, 9/16-18, M12 x 1.25, M12 x 1.5, M12 x 1.75, M14 x 1.5, M14 x 2.0
Cone Seat Tuner: (Weight matched to our SplineDrive® Lug Nuts) 1/2-20, M12 x 1.25, M12 x 1.5, M14 x 1.5
Lock Bolts: M12 x 1.25, M12 X 1.5, M12 x 1.75, M14 x 1.25, M14 X 1.5
INSTALLATION KITS
Everything you need to install your new wheels in one convenient package! We’ve combined the best wheel & tire theft protection available with the highest quality through-hardened lug nuts/bolts. Available with Tough Nut® hex lug nuts, bolts, or SplineDrive® tuner lug nuts. Most kits include wheel locks, key tool, I.D. card, and storage pouch. Jeep Wrangler 23-piece Installation Kits also available.
McGard Tough Nuts®/bolts are designed to last for life - guaranteed not to chip, peel, or rust. Our no compromise design and precision manufacturing meets or exceeds OEM requirements. Hex lug nuts/bolts available in bright chrome or beautiful black.
Styles and Thread Sizes
Bulge/Regular Hex Lug Nuts: 7/16-20, 1/2-20, 9/16-18, M12 x 1.25, M12 x 1.5, M12 x 1.75, M14 x 1.5, M14 x 2.0
SplineDrive® Lug Nuts: (Weight matched to our Cone Seat Tuner Locks) Available in beautiful black, bright chrome, and gold. 1/2-20, M12 X 1.25, M12 X 1.5, M14 X 1.5
Cone Seat Lug Bolts: M12 x 1.25, M12 x 1.5, M14 x 1.25, M14 x 1.5
Radius Seat Lug Bolts: M14 x 1.5
JEEP WRANGLER ACCESSORIES
Jeep Wrangler 5-Lock Sets available in Chrome & Black, Regular & Tuner Style. Wheel & tire theft protection for your road wheels and spare. Contains 5 locks with 1 matching key for all 5 locks. Jeep Door Locks are also available for Wranglers and Gladiators with removable doors. Replace the upper hinge nuts with door lock nuts to protect your Jeep doors from theft. Available in 2 & 4 door lock sets. Jeep Wrangler 23-piece Installation Kits also available.
LOCK
Designed for people who use their truck bed. The McGard Tailgate Lock offers easy installation for around the clock tailgate theft protection. Made from strong, lightweight, stainless steel and polycarbonate construction it requires no modifications to truck or tailgate. Once installed onto the hinge, it never needs to be removed to open or close the tailgate. One part number fits most current full-size and some small & mid-size trucks.
PERFORMANCE SHOWCASE
We believe we offer, quite simply, a better tire, while providing you greater customer satisfaction and profit. So what makes Vredestein better?
BETTER PERFORMANCE
Award-winning tires, as judged by independent testing groups.
RICH HERITAGE
Over a century of European innovation.
ELEVATED DESIGN Partner of Italdesign, founded by the legendary designer Giorgetto Giugiaro.
www.vredestein.com contact.us@apollotyres.com
PERFORMANCE SHOWCASE
HIGH PERFORMANCE COMPOUND ·
ENGINEERING · RACE PROVEN CONGRATULATIONS TO FOR FIRST PLACE AT THE GREAT 2025 MINT400 DESERT RACE!
“THE D.O.T. RATED X COMP X/T TIRE’S AGGRESSIVE TREAD PATTERN AND UNIFORM CONSISTENCY GIVES EXCELLENT GRIP IN ALL TERRAINS AND WEATHER CONDITIONS. THIS HYBRID TREAD TIRE GIVES ME THE CONFIDENCE TO PUSH MY RACE VEHICLES TO THEIR LIMITS!” - ADAM FITZA, DRIVER, OTSFF OFF-ROAD
45,000 MILE WARRANTY SIZES: 16-18, 20, 22, 24, 26 SPEED RATING: H, Q LOAD RANGE: E, F
OEM factory wheels
Quick quotes to buy or sell factory wheels can be obtained through our RimText system. Simply text pictures of wheels to 951-RimText (951-746-8398). We stock factory original used, new-take-off, reconditioned, and new replica alloy and steel wheels. We buy singles, sets, and in bulk!
1-800EVERYRIM OEM WHEELS www.1800EveryRim.com
Thunderer Mach 1 Plus
Introducing the Mach 1 Plus, the ultimate touring tire for sedans, crossovers and SUVs. Engineered for quiet comfort and superior handling, its balanced five-rib pattern ensures responsive performance. With optimized profile shape and pitch sequence, tread pattern noise is minimized for a serene ride. Wide circumferential grooves and highdensity siping enhance traction in wet and light snow conditions, ensuring stability and safety. Elevate your driving experience with the Mach 1 Plus — where precision meets tranquility, and every journey is an adventure in comfort and performance.
AMERICAN OMNI TRADING www.american-omni.com
Tire repair materials
31 Inc. is a leading manufacturer and supplier of professional tire repair materials, TPMS and other related tire service supplies. Our product brand XtraSeal is globally recognized for quality and performance. We manufacture XtraSeal products with the attitude as if these repair materials are destined for our own family vehicles. We pride ourselves on world-class service, technical support and product training. You can count on XtraSeal and the team at 31 Inc. for your tire service needs.
31 INCORPORATED www.31Inc.com
Americus Recon Tour
Introducing the Americus Recon Tour, your ultimate companion for the road. Engineered with precision for sedans, crossovers and sport utility vehicles, this premium touring tire promises a tranquil journey with uncompromising performance. Its balanced five-rib pattern ensures exceptional handling and responsiveness, while an optimized profile shape and pitch sequence work in harmony to hush tread pattern noise, delivering a serene ride. Embrace every turn with confidence, aided by wide circumferential grooves and high density siping that elevate traction in wet and light snow conditions. Experience the perfect blend of comfort, control and longevity on your travels with the Americus Recon Tour.
AMERICUS TIRE www.americustire.com
High performance AZ850
The Atturo AZ850 is a high performance tire designed for modern passenger, PH and EV vehicles. Engineered for precision handling, enhanced grip and stability, it delivers an ultra-responsive driving experience on both dry and wet roads. With 57 SKUs and sizes ranging from 18 inches to 22 inches, it offers optimized traction, even wear and high-speed performance. Perfect for drivers seeking confidence and control, the AZ850 combines performance-driven innovation with exceptional value. Upgrade your ride with a tire built for the road ahead.
ATTURO TIRES
www.atturo.com
Continental ExtremeContact Sport02
The ExtremeContact Sport02 is a dynamic summer ultra-high performance tire for passenger cars. Ideal for both the street and the track, this tire comes complete with SportPlus technology, which provides responsive handling, better grip on wet roads and extended tread life. It comes with Tuned Performance Indicators which are D and W symbols in the tread that disappear when the tire is no longer tuned for optimum performance in either dry (D) or wet (W) conditions. It is backed by the Total Confidence Plan and a 30,000-mile warranty. The tire is available in nearly 80 sizes.
CONTINENTAL TIRE THE AMERICAS LLC
www.continentaltire.com
Rite-Sensor offers broad coverage
When Bartec TPMS created the Rite-Sensor, the goal was to make a programmable replacement TPMS sensor that was easy to use. That was six years ago and we can safely say mission accomplished! Not only does the Rite-Sensor offer the most vehicle coverage of any aftermarket sensor, but it’s also the easiest to use! When combined with the exclusive technology Rite-Sync, the Bartec TPMS has made TPMS service easier, faster and more accurate. This translates to a better bottom line for your tire business, and more satisfied customers! Rite-Sensor comes in two versions. The RS-2000 is for the traditional UHF-based TPMS, and the RS-3000 is for Bluetooth based TPMS. Either way, Bartec has you covered.
BARTEC USA www.bartecusa.com
Cosmo MuchoMacho
The MuchoMacho is an ultra-high performance tire favored by professional drivers and every day commuters alike. Engineered to provide maximum performance and control, this fan favorite is sure to deliver premium results without the premium price tag.
COSMO TIRES
www.cosmotires.com
Delinte expands with the new DV3 LMD AS
The DV3 LMD AS is the first in Delinte’s lastmile delivery category. Designed to prioritize fuel economy, while optimizing performance, the DV3 LMD AS is built to withstand urban and suburban driving conditions through reinforced sidewalls, and offers the durability required to help with curb impact. Additionally, its tread compounds and patterns are optimized for all-weather performance and provide excellent traction in all seasons. The DV3 LMD AS also features a unique all-season cut/chip tread compound that combats road debris for longer tread life and a M+S rating on the sidewall for better traction in the mud and snow.
DELINTE TIRES
www.delintetires.com
General G-MAX AS07
The G-MAX AS07 is a dynamic, all-season ultra-high performance tire for passenger cars, crossovers, light trucks and SUVs. Developed for superior all-season traction and long-lasting treadwear, this tire comes complete with the Replacement Tire Monitor and Visual Alignment Indicators, which aid in detecting tire wear.
GENERAL TIRE www.generaltire.com
Klever H/T 4S
The Klever H/T 4S is Kenda’s new highway four-season tire for light-duty pickups, vans, crossovers and SUVs. It delivers durability, comfort and true four-season performance, including certified snow traction with the 3-Peak Mountain Snowflake (3PMSF) on all metric sizes. Its patent-pending tread design features four large grooves for superior water evacuation and siped tread blocks for enhanced grip in light snow. A unique polymer blend ensures flexibility in various conditions. The stylish sidewall adds to its appeal. Available in 21 metric and 14 LT sizes, it comes with a 60,000-mile warranty for metric sizes and 50,000-mile warranty for LT sizes.
KENDA TIRES USA
www.kendatire.com
MaxGrip R/T+
The Gripmax MaxGrip R/T+ is a ruggedterrain tire designed for SUVs and light trucks, offering strong off-road capability. The tread design is inspired by the breakwaters along the sea embankment. Its wide footprint enhances stability and handling, while aggressive sidewall blocks improve traction and protection. Open shoulder blocks help expel mud, sand and snow for better grip, and optimized zig-zag grooves reduce road noise while enhancing traction. The tire balances well and provides solid wet performance which delivers a mix of off-road durability and on-road comfort, making it a reliable choice for adventure seekers and daily drivers alike.
GRIPMAX TIRES www.gripmax.com
Quattro Tempo All-Weather
Offering cutting-edge technology and precision, the Quattro Tempo All-Weather is built to elevate every drive. Featuring enhanced siping, 3-Peak-Mountain Certification, and an impressive 50,000-mile treadwear warranty, it’s a tire that truly delivers. Whether you’re navigating dry roads or wet conditions, this all-weather tire offers exceptional handling, impressive mileage and the ultimate flexibility for the modern driver. With Lexani, you don’t have to compromise — you get everything and sacrifice nothing.
LEXANI PERFORMANCE TIRES
www.lexanitires.com
Atlas Priva R/T
The Priva R/T tire is the next product coming from the Atlas Tire brand. The new tire, scheduled to hit the market in the second half of 2025, is a rugged-terrain 4x4 tire with 3-Peak Mountain Snowflake certification. The tire features open shoulder grooves, an optimized void ratio to accelerate mud and snow evacuation and a high-strength carcass to protect the tread and sidewall from impacts and punctures.
LINGLONG AMERICAS INC.
www.atlas-tires.com
Badlands RT
The Badlands RT is engineered for off-road excellence with an optimized tread design featuring large blocks and variable pitch for superior durability, traction and stability. Staggered shoulder blocks and a reinforced sidewall provide enhanced resistance against cuts, impacts and punctures, while precision siping ensures maximum traction across diverse terrains. Optimized voids effectively clear debris and further enhance traction in challenging conditions. Backed by comprehensive coverage, the Badlands RT includes road hazard protection, a 45,000-mile limited treadwear warranty, and a five-year manufacturing warranty, delivering performance and peace of mind both on and off the road.
MASTERTRACK TIRES
www.mastertracktires.com
Beautiful black wheel locks, lug nuts and lug bolts
McGard’s lug nuts with a black chrome finish have a deep reflective look that will enhance the look of any wheel. Use them on black wheels for a monochromatic look or on silver or chrome wheels for a contrasting look, the company suggests. McGard lug nuts, lug bolts and SplineDrive lug nuts are guaranteed for life not to chip, peel or rust. The company’s wheel lock design is easy to use and provides “the best theft protection in the world,” says McGard. Lug nuts and wheel locks are available in Wheel Installation Kits, which include everything you need to install your new wheels in one convenient package. They are also available in bright chrome.
MCGARD LLC
www.mcgard.com
Victra Sport AS
Designed for drivers who want a premium driving experience, the new Victra Sport AS (all-season) proves that sophistication doesn’t have to be boring. The engineers started with a high-strength dual-cord casing design which gives you a surefooted driving feel and responsive handling. The asymmetric pattern design has a computeroptimized tread pattern for sporty driving as well as a suite of technologies to minimize pattern noise. The new nano-silica compound coupled with our advanced sipe designs improves traction under wet and light snow conditions. The Victra Sport AS is coming in the second quarter of 2025.
MAXXIS TIRES — USA
www.maxxis.com
Milestar Patagonia A/T Pro and Interceptor AS810
The Patagonia A/T Pro is an all-terrain light truck tire combining all-weather capabilities with off-road performance. The tire integrates MileTech advanced sidewall compound technology for enhanced strength and impact protection, and is 3-Peak Mountain Snowflake (3PMS) rated for severe snow. The Interceptor AS810 is an ultra-high performance passenger tire designed to maximize your driving experience all year long. Large outside shoulder tread blocks increase cornering stability for improved handling, while microsiping provides stability and all-season driving confidence. With a 50,000-mile limited warranty, the AS810 provides all-season performance and value.
MILESTAR TIRES
www.milestartires.com
Predator New Mutant RT Trail
The New Mutant RT Trail is a hybrid rugged-terrain tire for light trucks and SUVs that offers improved traction and overall performance over an all-terrain tire in varying off-road terrain. The unique aggressive tread pattern is designed for enhanced off-road capability without the road noise of a mud-terrain tire. Built for adventure seekers who crave both on-road comfort and off-road dominance, the New Mutant RT Trail delivers the perfect balance of performance. Conquer challenging trails with confidence, knowing you have a tire that won’t back down. Engineered for everyday adventure, the New Mutant RT Trail is ideal for drivers who demand top-tier mud-terrain performance without sacrificing on-road comfort. Whether it’s your daily driver or your weekend trail rig, this tire is built to handle anything you throw its way.
PREDATOR TIRE
www.predatortires.com
Comtrac Cargo All-Season
Introducing the Comtrac Cargo All-Season tire, engineered for drivers who demand reliability in all conditions. Whether facing rain, snow or dry roads, the Comtrac Cargo All-Season delivers outstanding performance to ensure your cargo arrives safely and on time, every time.
VREDESTEIN TIRES
www.vredestein.com
X Comp AS1 and X Comp ASII
X Comp AS1 is the latest in all-season performance, and it just got better and now comes in 75 sizes. This new all-season tire is designed to perform at the highest level in every climate condition. It excels in wet and dry conditions with the confidence to drive spiritly.
The X Comp ASII is for light truck and SUV owners. They can now hit the highway with confidence during all weather conditions. The H/T ASII has the performance and longevity to get you where you’re headed safely with 57 sizes.
X COMP PERFORMANCE TIRES www.xcomptires.com
Blazze H/T
The Blazze H/T features a traction saw rib design (TSRD), optimized extra fine siping, circumferential grooves, a solid center rib and stiff shoulder rib, plus genetic algorithm optimized noise. Among the benefits the Blazze H/T offers is its optimized stiffness gradient, which gives exceptional control and stability. The wear pattern provides traction on slippery surfaces for those occasional off-road, sand and mud encounters. The tire offers better hydroplaning and improved water dispersion efficiency, as well as improved steering response for better handling. The optimized tread and belt configuration provides quieter running at highway speeds.
WESTERN TIRES INC. www.jktyre-usa.com
Arisun Aggressor ZP11
The ZP11 is a high performance, all-season tire designed for passenger cars and crossovers in North America. Its four straight grooves, aggressive siping and biting edges enhance water evacuation, grip and road contact for confident handling in any condition. Its super hybrid rubber compound provides outstanding traction on all road surfaces, while a reinforced casing with pre-stressed belt construction improves durability and stability. The wide tread and optimized contact design ensure even pressure distribution, minimizing vibrations for a smoother, quieter ride. Built for safety, comfort and long-lasting performance, the ZP11 delivers a refined driving experience year-round.
ZC RUBBER AMERICA INC.
www.zc-rubber.com / www.arisuntires.com
OEM Wheels
1-800EveryRim OEM Wheels 12078 Florence Avenue
Santa Fe Springs, CA 90670 (800) 383-7974
Text: 951-RimText (951) 746-8398 Chase Potter, Manager
Products: OEM replacement wheels; used, new, take-offs, reconditioned, Buy/sell - alloy/steel. www.1800EveryRim.com Sales@1800EveryRim.com
31 Incorporated
100 Enterprise Drive Newcomerstown, OH 43822 (800) 438-3302
Products: Tire repair materials. TPMS and other related tire service supplies. www.31inc.com
Atturo Tires
3250 North Oak Grove Avenue Waukegan, IL 60087 (855) 879-8548
Email: dealer@atturo.com
Products: Atturo Tires is dedicated to the growing light truck (4x4), SUV, crossover, UTV and muscle car segments of the market, designing and distributing stylishly aggressive tires built to fit the performance needs for both on-road and off-road. www.atturo.com
Bartec TPMS
6475 19½ Mile Road Sterling Heights, MI 48314 (855) 877-9732
Products: TPMS replacement sensors, TPMS service kits and diagnostic tools. www.bartecusa.com www.ritesensor.com
Continental Tire
AOT (American Omni Trading Co. LLC) 1221 Park West Green Drive Katy, TX 77493 (281) 600-8473
Products: Passenger tires, light truck tires, medium/heavy truck tires, ag/farm tires, industrial tires, specialty tires, antique/ classic tires. www.american-omni.com
Apollo Tires U.S. Inc. 6 Concourse Parkway Building 6, Suite 2920 Atlanta, GA 30328 (877) 234-0867
Products: Commercial truck tires. www.apollotrucktires.com
Continental Tire the Americas LLC 1794 MacMillan Park Drive Fort Mill, SC 29707 (800) 847-3349
Fax: (704) 587-6555
Tansu Isik, CEO
Products: Ultra-high performance tires, passenger tires, light truck tires, medium/ heavy truck tires, commercial tires, motorcycle tires, bicycle and specialty tires. www.continentaltire.com X: @continentaltire
Instagram: @continental_tire
Facebook: facebook.com/ continentaltire
Cosmo Tires
7500 NW 35th Terrace
Miami, FL 33122 (305) 696-0096
Contact: info@cosmotires.com
Products: Leading manufacturer of quality tires for all segments of the industry. www.cosmotires.com
General Tire
Continental Tire the Americas LLC
1794 MacMillan Park Drive
Fort Mill, SC 29707 (800) 847-3349
Fax: (704) 587-6555
Tansu Isik, CEO
Products: Ultra-high performance tires, passenger tires, light truck tires, medium/ heavy truck tires, commercial tires. www.generaltire.com
X: @generaltire
Instagram: @general_tire
Facebook: facebook.com/ generaltire
Gripmax Tires Inc.
100 N Howard St, Suite R, Spokane, WA 99201 (971) 703-8919
Email: sales@gripmax.com
Products: Classic tires, light truck tires including all-terrain, rugged-terrain and mud-terrain, ultra-high performance tires, all-season highway tires, winter tires, commercial tires. www.gripmax.com
Kenda Tires USA
McGard LLC
7095 Americana Parkway
Reynoldsburg, OH 43068 (614) 866-9803
3875 California Road
Orchard Park, NY 14127 (800) 669-6887 or (716) 662-8980
Transamerica Tire Co. Ltd.
5118 Park Avenue, Suite 601 Memphis, TN 38117 (832) 891-2821
Email: marketing@transamericatire.com
Fax: (716) 662-8985
Fax: (614) 866-9805
LingLong Americas Inc.
1484 Medina Road, Suite 118 Medina OH 44256
Products: Ultra-high performance tires, passenger tires, light truck tires, including all-season highway, all-terrain (A/T), rugged-terrain (R/T) and mud-terrain (M/T), SUV/CUV tires, specialty tires, trailer tires, ATV tires, motorcycle tires, golf cart tires, ag/farm tires and bicycle tires. www.kendatire.com
Email: LLA_info@linglongtire.com
Products: Passenger tires, light truck tires, medium/heavy truck tires, ag/farm tires, industrial tires, specialty tires. www.linglongtire.com
Maxxis Tires – USA
545 Old Peachtree Road Suwanee, GA 30024-2935 (800) 4-MAXXIS
Products: High-quality manufacturer of tires for passenger cars, light trucks, SUVs and trailers, including UHP and EV-specific models. The off-road lineup ranges from LT to competition tires. Also offers tires for ATVs, UTVs, motorcycles and bicycles. Additional products include lawn and garden, industrial and kart tires. www.maxxis.com
Peter McCauley, CEO; Wayne Hammerling, president; John Mondo, vice president of sales and marketing; Kevin Halt, vice president of sales, Japan, Asia & Oceania; Chris Smith, director of OEM sales
Products: Wheel accessories, including wheel locks, lug nuts, lug bolts, spare tire locks. Vehicle security products, including tailgate locks and door locks for Jeep. www.mcgard.com
Milestar Tires
500 W. 190th Street, Suite 600 Gardena, CA 90248 (800) 227-8925
Products: Ultra-high performance tires, passenger car tires, light truck and SUV tires, commercial light truck tires and commercial tires. www.milestartires.com
Sentury Tire USA
11210 W. 43rd Avenue Hialeah, FL 33018 (305) 621-5101
Maxwell Wee, executive vice president Products: Passenger car/SUV/CUV: Ultrahigh performance, high performance, touring, all-season and all-weather tires. Light truck/SUV/CUV: mud-terrain, rough-terrain, all-terrain, crossover-terrain, premium highway tires, TBR tires and last-mile delivery all-season.
Brands: Delinte, Delinte TBR, Landsail, Landsail TBR (coming in the second quarter of 2025) GroundSpeed, GroundSpeed TBR, Avantech TBR, Sentury and Pantera. www.senturytireusa.com
Products: We offer a complete line of products for various applications, including ST trailer tires, ultra-high performance tires, summer and winter passenger tires, light truck tires (all-terrain, rugged-terrain and mud-terrain) and other specialty tires. Our brands include Venom Power Tire, Predator Tire, Freedom Hauler Tire and Transeagle Tire. www.transamericatire.com
Turbo Wholesale Tires Inc.
5793 Martin Road Irwindale, CA 91706 (877) 453-9264 www.turbotires.com
Unicorn Tire
4045 Willow Lake Boulevard
Memphis, TN 38118
Email: marketing@unicorntire.com
Products: We offer a complete line of products, including passenger and light truck tires (ultra-high performance, all-terrain, rugged-terrain and mud-terrain), as well as specialty trailer and commercial truck tires. Our trusted brands include Mastertrack Tires and Travelstar Tires, delivering quality and performance for every application. www.unicorntire.com
Instagram: @unicorntire
Facebook: www.facebook.com/ UnicornTire
Vredestein Tires Inc.
6 Concourse Parkway Building 6, Suite 2920 Atlanta, GA 30328 (877) 234-0867
Products: High performance tires, passenger tires, classic tires, ag/farm tires, industrial tires, lawn/garden tires. www.vredestein.com
Western Tires Inc.
222 Pennbright Drive, Suite 135 Houston, Texas 77090 (281) 919-1944 www.jktyre-usa.com
X Comp Performance Tires
8320 E. Hartford Drive Scottsdale, AZ 85255 (800) 944-8414
Geoff Doster, chief operations officer Products: Light truck tires, passenger/PCR tires, high performance tires, UTV tires, golf cart tires and specialty tires. www.xcomptires.com
Instagram: @xcomp_tires
ZC Rubber America Inc.
661 Brea Canyon Road, Suite 7 Walnut, CA 91789 (909) 598-5585, Ext. 5
Fax: (909) 598-5587
Products: Ultra-high performance tires, high performance tires, passenger tires, SUV/CUV/light truck tires, medium/heavy truck tires, commercial tires, ATV tires, bicycle and specialty tires. www.arisuntires.com www.arisun-atvtire.com
ENGINEERED FOR PERFORMANCE ON ROAD, OFF-ROAD AND IN BETWEEN
Kenda Driver Alex Fleming & Sherpa Motorsports – 3rd Place in R600 Stock Class, Mint 400 on KLEVER M/T2 tires
PERFORMANCE TIRES
• 26 SKUS COVERING 15” - 21” FITMENTS H/P H/P PERFORMANCE:
• MEET THE VERSATILE X COMP® H/P
• THE H/P TRACK AND STREET TIRE WAS DESIGNED TO EXCEED THE EXPECTATIONS OF VARIOUS APPLICATIONS INCLUDING STREET DRIVING, TRACK DAYS, AND DRIFTING
INNER AREA
Twin inner grooves and cross patch siping generates positive feedback and traction during inclement weather by dispersing
OUTER AREA
Large
