Modern Tire Dealer - Performance Handbook 2017

Handbook 2017

Stellar service for UHP tires and wheels

Custom wheel installation Mounting/balancing UHP tires Luxury vehicle brake overview The legalities of TPMS service Reading a UHP tire sidewall

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Handbook 2017 F E AT U R E S

Page 4 | Wheel vs. tire performance Which one gets the respect it deserves?

Page 6 | The ultimate UHP tire dealer It’s not uncommon for Butler Tire to service a Bentley, BMW or a $300,000 sport utility vehicle

Page 12 | Mounting and balancing UHP tires Top 7 problems service techs can’t overlook

Page 14 | Custom wheel installation Raising the bar with attention to 5 areas of concern

Page 18 | Dealing with the legalities of TPMS ‘Ignorance of the law is no excuse’

Page 24 | Brake performance for cars Manufacturers pull out the stops for premium vehicles

Page 28 | Terms of endearment How to read the sidewall on a UHP tire

D E PA R T M E N T S 29 - 45 45 - 47 48 - 49 50

Performance Showcase Performance Datafile Performance Directory Quik-Link Modern Tire Dealer is a proud member of: TRIB

TIRE RETREAD & REPAIR INFORMATION BUREAU

Member

The Michelin UHP tires on this Porsche 918 Spyder were installed by Butler Tires and Wheels in Georgia, which caters to super performance cars and their owners.

(See page 6 for more information on the company’s secrets to success.)

An Industry Association

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Editorial

Wheel vs. tire performance Which one gets the respect it deserves? t still bothers me when people refer to tires as “wheels.” Yes, they are inseparable, like peanut butter and jelly (grape, preferably), Hewlett and Packard, and Batman and Robin, to name a few famous pairings They are a package deal and always will be. Even if a solid tire is invented that performs and rides as well as an airfilled tire (millennials may become centennials before that happens), the wheel will still be necessary in order to attach the tire to the vehicle.

But wheels get all the hype.

T h e y have

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By Bob Ulrich

the only contact point between the vehicle and the road (or off-road) surface. Wheels get all the attention, while tires do the dirty work. It’s the allure of form over function.

I get it. Tires are almost always a necessary purchase that forces the driver to dip into his or her savings. It is usually unwanted. Wheels, on the other hand, don’t have to be replaced.

When wheels are purchased, it is with discretionary income.

It’s a fun purchase.

This is especially true when plus-sizing. Wheels are bought, while tires are an afterthought, often purchased only because the low profile of an ultra-high

Tread patterns and sidewall styling also can be aesthetically pleasing. Compare a 2017 UHP blackwall tire with any tire from the muscle car era. There is no contest: Today’s tire designs are much more exciting.

To be fair, wheels are not all about the bling. There is a reason one of our most popular online topics is about the importance of wheel offset to vehicle performance.

In last year’s Performance Handbook, Jacques Gordon, a regular contributor to Modern Tire Dealer, wrote about the relationship between the size of a car’s wheels and its influence on ride and handling.

When wheels are purchased, it is with discretionary income. It’s a fun purchase.

Sparco Wheels’ Pro Corsa black painted wheel, courtesy of TR Wholesale Solutions.

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the good looks that elicit stares from everybody else.

Car owners ask for them because they want to dress up their vehicles.

It doesn’t matter that tires are

performance tire looks cool with the wheel.

Never mind tires are the reason your customer can drive up to 186 mph if he or she so chooses.

This is not a knock on wheels, which add to your bottom line in big way. I understand why there are so many wheel displays in your showrooms.

I just think tire performance is too often taken for granted.

When I hear of a tire referred to as a wheel, I just get a little defensive.

There’s a reason ultra-high performance tires are often categorized as HVA (high value added) tires: They provide amazing grip and handling under dry and wet conditions, and they do it in a way that keeps the driver safe.

“Changing wheel offset moves the center of the contact patch inboard or outboard, which changes the scrub radius, which changes the way the car feels and handles during acceleration and braking.”

Maybe custom wheels don’t get enough respect from your customers, either.

In the end, I guess it doesn’t matter whether or not the max performance, asymmetric tire or the black mesh, monoblock aluminum alloy wheel gets the most credit when it comes to vehicle performance. If you make the sale and install them properly, you will make the customer happy. Then you will get the respect you deserve. ■ If you have any questions or comments, please email me at bob.ulrich@bobit.com.

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Feature

The ultimate UHP tire dealer It’s not uncommon for Butler Tire to service a Bentley, BMW or a $300,000 sport utility vehicle

By Ann Neal -, V-, Y- and Z-rated tires have accounted for 80% of the overthe-counter business at Butler Bros. Tire Co. Inc. for more than 20 years. The dealership, which goes to market as Butler Tires and Wheels or just Butler Tire, stocks very few H-rated tires (which make up 19% of the sales) and keeps no S- or

recently serviced a Bentley Bentayga, a $300,000 sport utility vehicle introduced to the market in 2016. “It’s the third one we’ve had; most people don’t know what it is,” says Dobrin. He equates servicing the Bentayga to putting four tires on a daily driver like a Camry. “It’s a part of who we are, it’s in our DNA.” Dani Freedman, marketing director and a nephew of the

T-rated tires (only 1% of sales) in inventory at any of its four stores, all located in Georgia.

A glance at the parking lot of the Alpharetta store shows why. The Bentley, Land Rover, five BMWs and two Mercedes there are “a normal day’s business” at any Butler Tire location. “This is what we’re seeing day in and day out,” says Craig Dobrin, vice president of operations and son of the company founder.

Just how exclusive are the vehicles that come to a Butler Tire store? The dealership

company’s owners, describes Butler Tire customers as “75% ultra-high performance driving enthusiasts and 25% who strive to be.” But passion for driving does not necessarily translate into knowledge of tires. Enthusiasts and aspiring enthusiasts need the expertise of a tire shop as much as the drivers of fourcylinder family sedans.

Freedman says the company began seeing a trend of new vehicles equipped with UHP tires a couple of years ago. “But not every person who drives a BMW M4 is going to take it to

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The 10,000-square-foot store in Alpharetta is one of four Butler Tire locations in the Atlanta area. Opened 15 years ago, it is the newest of the company’s stores.

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the track or take it through the mountains, although the vehicle is capable of that.

“To be able to look at the way somebody drives and offer them the best driving experience according to their driving style is something the industry should focus on versus putting on a tire that is spec’d for the vehicle. We focus more on the driving style at Butler.”

Butler Tire employees are not paid on commission, which helps them focus on selling a product that fits their customers’ driving styles as well as their vehicles. Rather than pushing tires stocked in their warehouse, the company’s employees base their recommendations on driving style, how the vehicle is used, and whether it’s a primary or secondary vehicle.

Says Dobrin: “It’s never a commission-driven decision.

That does not happen in our organization. It’s always in the best interest of the customer.”

Based on the rating on the tire’s sidewall, almost everything on a passenger car these days is an ultra-high performance tire, according to Dobrin.

“We separate it a little further by the driver and the needs of that driver. Most of our focus is matching the driver with the best possible product. In a lot of cases, the driver may be driving an ultra-high performance car but doesn’t drive the car like an ultra-high performance car, so we’ll put him into an all-season or something a little less performance-oriented.

“But as a clinical definition,

Feature I would say 99% of our tire market space right now is UHP.” Gary Port, vice president of sales, says Butler Tire considers a UHP tire to be one that “will not let you down when you have the urge to put your foot down. A tire designed specifically to exceed the limits of the vehicle’s performance while still offering ride quality and comfort under normal driving conditions. These are tires with very specific tire compounds that are designed to perform under extreme conditions with very specific duties to offer the best grip and handling and braking while traveling at high speeds.”

Consumers tend to focus on how well a UHP tire performs in the corners or at high speed, which is important, but many forget that braking distance is just as, if not more, important, according to Port. “If you can stop your vehicle even two or three seconds faster than any other brand, that could be the difference between life and death in some cases. That also relates to later braking into corners on track day, building even more confidence in your tires. You’re shaving off seconds on the track and saving lives off the track. It’s a win-win.”

is able to still function as the factory intended it to.

“We have customers who drive luxury high performance vehicles like a Mercedes s550 who take off a set of factory 20-inch wheels and put on aftermarket 22-inch wheels with a reduced sidewall tire or UHP tire,” says Freedman.

that is best suited to a customer’s driving style.

“If a BMW M4 has 5,000 miles on it and the tires are completely worn, that’s evidence the car’s been on the track or driven harder than a daily driver would be. Most likely we’re going to put the driver into something where

“They say they don’t feel the effects of a low-profile tire, and that’s due to the manufacturers investing more time and doing more research into maintaining ride quality in a low profile.”

But there’s more to satisfying customers than the quality of the tire. Dobrin credits his employees’ ability to sell a tire

grip and performance come first. If we get the same model in here 10 minutes later and it has 20,000 miles on it and the tires have just worn out, we’re going to recommend something focused more on ride comfort.”

Customer satisfaction truly is about matching the driving style, the customer and

Higher expectations for ride quality Improvements in the ride quality of UHP tires have raised customer expectations, says Freedman.

“Back in the day when you used to get into a 25 or 30 profile tire, the ride quality was just tragic. But nowadays the tire manufacturers have figured out how to manufacture a lowprofile tire and maintain that ride quality. To add to this, vehicle manufacturers have also improved the suspension on their high performance vehicles such that when you run a low-profile tire, the suspension

The Butler Tire store in Alpharetta has 10 service bays and employs about 17 people.

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Feature the vehicle to the product, customer’s experience. “The according to Dobrin. “It’s not length of time we’ve employed ‘X, Y and Z sizes fit this vehicle, a technician is in the neighborhood of 12 to 15 years on average,” says Dobrin. “So it comes with experience and retaining these guys long Employees play match game enough that they’ve seen every at Butler Tire possible scenario.”

Employees at Butler Tires and Wheels base their Butler Tire’s technicians recommendations to their customers on the follearn on super-performance lowing: cars. “They all learn to drive a Ferrari first. If you can drive • driving style, a Ferrari, you can also drive a • how the vehicle is used, and Hyundai or a Toyota or a Kia. • whether it’s a primary or secondary vehicle.

So part of our training process is getting a BMW in here with “All four of our stores are surrounded by big chain stores, and that’s why we focus so much a 20x11-inch wheel that’s a on customer service and the overall customer forward face-mounted wheel,” experience,” says Marketing Director Dani Freedsays Dobrin. “Every single techman. “We cannot — in most cases — compete nician of the 40-plus guys we on pricing with the big chain stores as we do not have in the technical departhave the same buying power they do. However, ment could mount that with we can always compete on a customer service/ their eyes closed.” experience level, which is always what makes

‘It’s all about the experience’

our company stand out from the rest.”

From retreading to UHP

Butler Tire was founded in this is what we have in stock 1959 by the Butler Brothers — in the correct speed and load Joe and L.D. — as a gas station ratings, and you need to pick and service center. In 1979, the

At 60,000 square feet, the Butler Tire location in Marietta is the company’s largest.

The property includes the main warehouse, administrative offices, commercial tire division and retail outlet.

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one of these.’ It never comes down to that, it’s always about making sure it’s the best fit, figuratively and literally.”

Expertise in the shop The quality of the shop’s equipment is important, but a technician’s expertise has a greater influence on the

company was purchased by Alan Dobrin, who is the chief operating officer, and Mel Dobrin, president.

Butler Tire employs about 100 people at stores in Marietta, Buckhead, Alpharetta and Austell. The company does not offer underhood services, instead focusing solely on

brakes, wheels, tires, suspension and alignments.

Its roots, however, lie in retreading.

“We used to manufacture our own retreads in-house for about 25 years. That was our entry into UHP,” says Craig Dobrin.

“We were a much cheaper alternative at the time. All these high-end tires that were on American muscle cars were $300-$400; we had an alternative at about half the price, with about 90% of the performance.”

When retreading was no longer profitable, the company shifted its specialty to UHP tires, where it could provide “the best possible product for the customer at any price point.”

Today, Butler Tire’s primary tire brands are Michelin, Pirelli and Toyo, with the Michelin brand being the top seller. “We sell more Michelin out of our stores than any of the other brands,” says Freedman. “They understand UHP, we feel, better than any other tire manufacturer on the market.”

The dealership also offers some entry-level tires.

“Guys who love wheels and are not concerned with performance would rather have a beautiful set of wheels and entry-level tires than not have wheels and tires at all,” says Freedman.

“So sometimes we’ll utilize those entry-level tire brands in order to be within the customer’s budget and get people rolling out the door.”

Tire sales make up about 50% of the dealership’s revenues; the rest comes from wheel sales, undercar services and commercial sales (the company also sells truck tires and runs a fleet of six service trucks out of its Marietta location). The company has approximately 6,000 tires and 4,000 wheels in its inventory.

“The tires pay the bills; the

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Feature

Custom wheel displays are a highlight of every Butler Tire showroom.

The store in Buckhead is pictured.

wheel stuff is sort of the gravy,” says Dobrin. “Plus sizing is a huge, huge part of our business.

Most customers are looking for cosmetic and performance upgrades, which is how we end up selling wheels.”

“We find that your average consumer is not always focused on the performance of the tire but rather they care about mileage, warranty, trial period of the tire and the ride. A large portion of our customers are

The VIP customer lounge at Butler Tire is designed to accommodate the privacy needs of the celebrities and sports figures who patronize the dealership.

It starts with wheels

focused primarily on aesthetics.

For us, marketing wheels and tires is much more effective than marketing tires.”

Butler Tire’s custom wheels are priced anywhere from $200 to $2,500 per wheel. “When

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Butler Tire is known for having the largest in-stock inventory of custom wheels in Atlanta, if not all of the southeast region of the United States, according to Freedman.

you’re playing in that sort of bespoke game, clients order custom wheels that could take four to six weeks to make because each one is custom made for their vehicle in a specific size and finish,” says Dobrin.

“Through years of experience and understanding our customers, we are able to predict what our clients will gravitate toward. We preorder these wheels so that the customer doesn’t have to wait for the product. The product is right here, it’s in stock, and we can in most cases install it while they watch.”

The company draws customers from hundreds of miles away because they know they are going to get the best customer service out there, according to Dobrin.

“Every single person who works in the company is passionate about what they do.

We are not order takers. We care about the driver experience. We care about our customers. If they come back, it’s to praise us or to purchase.” ■

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Feature

Mounting and balancing UHP tires Top 7 problems service techs can’t overlook o n’ t a s s u me you r technicians know everything they need to about properly mounting and balancing ultra-high performance tires. The UHP tire and wheel package is too expensive to take for granted.

We asked Hennessy Industries Inc. and Hunter Engineering Co. to pinpoint the problem areas techs most often overlook when mounting and balancing UHP tires.

D Ride that hangs on the balance Hennessy Industries Inc. breaks down the causes of improper balancing as follows: • Improper centering: 60% • Residual static unbalance: 10% • Improper wheel weight usage: 7% • Drive train vibration: 6% • Balancer calibration: 5% • Eccentricity problem: 5% • Improper lug nut torque: 4% • Bent wheel rim: 2% • Other: 1% Included in “Other” is force variation at .05%.

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1. Centering the wheel on the balancer. “If you look at the leading cause of vibration-related comebacks, the number one issue is mounting error, specifically how the tech mounts and centers the wheel onto the balancer,” says Don Vanderheyden, Hennessy’s director of marketing. The solution to this problem? Using collets instead of cones; using adjustable pin plates (lug-centric mounting adaptors that are used in conjunction with the collets); and a quick nut to tighten the assembly or the shaft to secure it.

2. Road force balancing.

High road force variation results are relatively common on UHP tire assemblies, says Greg Meyer, product manager for balancers at Hunter.

Specialty UHP tires can have high road force variation, and wheels, especially lower quality aftermarket products, might not be round and will contribute to high road force variation. Improper lubrication is a common problem. “Tire lube issues can range from too little, too much, or the wrong type,” says Meyer. “We’ve seen it all from Windex to motor oil.

From our testing we’ve found

the best solution is to use a tire paste that comes in a bucket and is applied with a brush.”

Exercising tire beads after installation can significantly reduce road force variation.

Meyer says bead massage, or bead exercising, “has a significant effect on average road force values.”

3. Residual static unbal-

being placed in the wrong place on the wheel? Hennessy research indicates improper wheel weight usage is the cause of improper balancing 7% of the time.

5. Wheel damage. It all comes down to the equipment.

Meyer from Hunter says a leverless tire changer with plastic head and rollers avoids metal-

The road force roller on Hunter’s Road Force Elite balancer works as a road test for the tires, and the color-coded images on its display allow the operator to visualize road force variations.

With its ProBalance Technology feature, the Coats 1600 Direct Drive Wheel balancer “assures that all undesirable unbalance residuals are reduced or eliminated,” says Hennessy’s Vanderheyden.

ance. “Computer balancers on the market today will dynamically balance a wheel,” says Vanderheyden. “However, due to weight round-offs and slight weight placement errors, they can oftentimes leave an excessive residual static unbalance... resulting in a ride disturbance complaint.”

4. Improper wheel weight usage. Mounting and balancing equipment can tell the tech where the weights need to be attached. But are they the correct weights? Is too much weight being used? And despite the equipment, are they still

to-metal contact. Hennessy says using adjustable pin plates will help prevent damaging the front of the wheel. And a wheel lift on the mounting machine will prevent a tire from being slammed onto any surface, including the balancer itself.

6. Balancer calibration.

“Depending on how often you calibrate, zeros on a balancer’s display do not always mean “balanced,” says Vanderheyden.

7. Reverse drop wheels.

Handling reverse drop wheels when mounting tires requires a proper tire changer, as well as the right adaptors. ■

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Feature

Custom wheel installation Raising the bar with attention to 5 areas of concern

By Mike Mavrigian nstalling a set of wheels and tires to any vehicle requires proper technique, but it’s even more important when dealing with expensive alloy wheels and performance tires, as the customer expects a premium installation. The stakes are elevated when the application involves a high-dollar performance vehicle. Any

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Make sure you address the appearance of components visible through the wheel. Also, discuss any rotor/caliper upgrades your customers may desire. Even if they choose not to upgrade, they’ll appreciate your attention to detail.

(Right) A thread pitch gauge provides a quick and accurate means of determining stud thread pitch.

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customer should expect quality work, but performance enthusiasts’ expectations bring this to a higher level. Here we’ve addressed five major areas of concern to make sure the job is properly handled.

1. Cleanliness. Take the time to make sure that all contact surfaces are clean and free of dirt, grit or other contaminants. This includes both the mating surfaces of the hub and wheel as well as the threaded fastener surfaces (studs and nuts or bolt threads and female hub threads).

Heavy contaminant or rust buildup between the hub and wheel will prevent a flush mounting surface, which can result in lateral runout.

Dirty or rusted threads can lead to inadequate torque value. Naturally, any galled or

otherwise damaged threads, male or female, must be replaced.

2. Appearance. Considering the design of many aftermarket alloy wheels, the calipers and rotors will likely be visible. If the rotor hats and/or calipers are rusty, address this with the customer. Options may include scuffing, cleaning and painting the rotor hats with a hightemperature paint, or replacing

the rotors with units that feature a rust-resistant coating.

The same applies to calipers.

Depending on the customer’s budget and wishes, replacing calipers with high-temp, powder-coated aftermarket performance calipers is always an option to consider.

A quick approach that cuts corners is unacceptable. Shop time is valuable, but when dealing with expensive performance wheels and tire packages, take the time to attend to the details.

Following installation, be sure to wipe any grease or fingerprints from the wheel surfaces.

3. Verify wheel fastener style. It is absolutely critical to install the fastener style required by the wheel. Never assume that the fasteners that may have been supplied with

the new wheels are correct.

Inspect the wheels to see if they require a conical or radiused “ball” style fastener and make sure that the matching style of fastener is installed.

Mismatching fastener seat style will absolutely cause inadequate clamping and will result in loosening during operation.

Verifying the correct fastener seat style is a critical safety factor. When closed nuts are being installed, make sure that the studs do not bottom out inside the nuts.

Measure the exposed stud thread length and verify that the nut provides sufficient thread engagement without bottoming out. If the stud bottoms out in the nut, seat engagement and clamping load cannot be achieved.

4. Checking clearance.

If the application involves a non-OE modification such as wheel offset or backspacing, and/or larger tire section width, test-fit prior to completing the job. Prior to tire mounting, test fit both front and rear wheels to verify that the wheels clear struts, springs, calipers, etc.

When checking front wheel positions, turn the steering wheel throughout its full lockto-lock travel while checking clearance. After test mounting one tire, perform the same check with the vehicle raised and with the suspension loaded.

Never assume that an upgraded package will provide needed clearance.

5. Proper torque. Alloy wheels must be properly clamped to the hub, which involves applying the correct torque value and tightening in the correct pattern. Avoid power tools (this includes pneumatic or electric impact wrenches) and torque sticks.

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Feature Use only a properly calibrated torque wrench.

Improperly tightening wheel fasteners, whether under or over torqued, can lead to fastener failure and/or distortion of the hub. A distorted hub will result in lateral runout and vibration. Take your time. Using an impact wrench can easily result in scratching or gouging of the wheel and marring/ burring the wheel fastener.

Also, don’t simply grab any socket wrench that’s handy based only on size. First verify that the socket is clean and

S om e exoti c perf orm ance car s feature pin-drive wheels, which require a special wrench for spindle nut service.

These applications will commonly feature righthand thread on one side and left-hand thread on the opposite axle side.

They also require very high torque value, necessitating a special torquemultiplying tool.

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free of dirt and grit. Also, if the socket must enter a recess in the wheel in order to make full engagement of the fastener head, make sure that the socket fits into the recess without contacting the wheel. In some cases, a thin-wall socket will be required. Carefully verify the socket wrench size to make sure that it’s correct for the wheel nut or bolt. Close enough is not good enough. If the fastener requires a 19 mm socket, don’t use a metric or inch format socket that “is close enough.” Excess slop in fitment can easily mar the hex surfaces of the fastener. Naturally, if the

fasteners are splined (“tuner” style), a specialty splined socket wrench is needed.

Most wheel fastener torque specifications are based on dry threads. Do not apply a low-friction lubricant to the threads such as anti-seize, etc., as this can easily result in overtorquing, which can compromise the strength of the stud.

However, when installing an alloy wheel onto a steel hub, it’s a good idea to apply a thin coat of anti-seize lubricant onto the hub face to eliminate potential electrolysis between dissimilar metals, which can make future wheel removal difficult.

Tighten in a pattern that will spread the clamping load evenly across the hub. In the case of a 5-bolt pattern, for instance, tighten the 12-o’clock position, followed by the 5-o’clock position, followed by the 10-o’clock position, followed by the 2-o’clock position, followed by the 7-o’clock position. Instead of applying full torque at each location, apply an initial torque in order to settle the wheel flush to the hub, followed by a second torquing at the desired value.

For example, if the specification calls for a torque value of 75 ft.-lbs., apply 30 ft.-lbs. during the first tightening phase, followed by 75 ft.-lbs. at the final phase. Paying attention to wheel clamping load will help to ensure an evenly distributed load across the bolt circle.

The best way to tighten wheel fasteners is with the vehicle raised to remove suspension load. Have a helper apply the

brakes while you tighten and torque to value. This eliminates trying to overcome load on the wheel and hub as you tighten.

If you are alone and insist on torquing with the vehicle on the ground, first tighten by hand while the suspension is unloaded while holding the wheel and tire by hand. This will allow you to apply perhaps 30-40 ft.-lbs. of torque. Then lower the vehicle until the tires touch the shop floor with enough grab to prevent wheel rotation before applying final and full torque value.

Trying to tighten with full vehicle weight on the suspension can result in unevenly applied or insufficient torque load, since you’re applying partial torque in order to mate the wheel flush to the hub.

Especially when dealing with new alloy wheels, do not rely on the initially applied full fastener torque for long-term use. After driving the vehicle for approximately 50 miles or so, the fasteners should be loosened, and then properly re-torqued.

This addresses any potential alloy compression that may occur during the first driving cycle.

Again, avoid the use of power tools. Loosen and tighten using hand tools, tightening only with a calibrated torque wrench.

(As a convenience, make sure the customer knows what socket wrench to use when tightening the wheel fasteners, whether that involves a thinwall socket or a splined socket.

In the event the customer needs to service a wheel after the vehicle leaves the shop, that gesture will at least make sure he or she will have the correct wrench at hand.)

Installing custom wheels takes time. The vehicle is not at a race track where seconds count. It’s in your shop, so there is no reason to rush the process. ■

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Feature

Dealing with the legalities of TPMS ‘Ignorance of the law is no excuse’

By Bob Weber aise your hand and repeat after me, “I will always ask my customer if their vehicle’s tire pressure monitoring system (TPMS) warning light is on and I will

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Step one: Ask every customer if their TPMS warning light is on. Step two: check it. Step three: document it.

You can avoid a “make inoperative” violation by knowing the laws regarding installation of new tires and wheels.

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always double check and document this before ever driving their vehicle into the shop.”

You might be asking yourself, “Why is this necessary? I know what I’m doing when it comes to TPMS issues.”

Great question, and it comes down to a saying you’ve

probably heard repeatedly your whole life, “Ignorance of the law is no excuse.”

There is one area of TPMS service that must not be overlooked. It is the “make inoperative” words in the Federal Motor Vehicle Safety Act. Must you repair a faulty system before the vehicle can be returned to the customer?

According to the law, “A manufacturer, distributor, dealer, or motor vehicle repair business may not knowingly make inoperative any part of a device or element of design installed on or in a motor vehicle or motor vehicle equipment in compliance with an applicable motor vehicle safety standard prescribed under this chapter....”

What, exactly, does that mean? When asked, a surprising number of dealers think that the only illegal action that they or their technicians can take is to purposely disable the TPMS system. Many also believe that they may not legally release a car back to the customer if the warning light is on.

In an effort to clarify this, the Tire Industry Association (TIA) sent a letter to the National Highway Traffic Safety Administration (NHTSA) asking for clarification on several key points regarding four different TPMS scenarios that service professionals regularly face.

It is critical for every dealer/ installer to know how NHTSA responded.

Each scenario includes how the “make inoperative” provision of the Motor Vehicle Safety Act (49 USC 30122(b)) applies to each situation.

Scenario 1: Can a retailer replace an inoperative TPMS valve stem sensor with a standard rubber snap-in valve stem and still comply with the “make inoperative” provision?

NHTSA’s response was that as long as the TPMS part was inoperative before the customer brought the vehicle to the repair business, “a motor vehicle repair business would not be violating 49 USC 30122(b) by removing an inoperative or damaged TPMS sensor and replacing it with a standard snap-in rubber valve stem.”

However, a motor vehicle repair business that goes on to make any other element of the TPMS system inoperative, for example, by disabling the malfunction indicator lamp, would violate the “make inoperative” provision. Hence the importance of documenting an inoperable TPMS prior to any work being performed on the vehicle.

Scenario 2: If a customer purchased aftermarket performance tires and wheels and the customer refused to purchase new TPMS sensors or pay for the labor to transfer the original sensors to the aftermarket wheels, what would happen?

NHTSA responded that if the TPMS is functioning at the time of the aftermarket tire and wheel purchase, “a service provider would violate the ‘make inoperative’ prohibition of 49 USC 30122(b) by installing new tires and wheels that do not have a functioning

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Feature does not occur until a repair business allows or intends a vehicle to be returned to use... this would be true regardless of whether arrangements have been made for future repair.”

“While there will be some debate over the circumstances related to inadvertent damage, there are no questions regarding the release of the vehicle,” says Kevin Rohlwing, senior vice president of training for TIA. “If the actions of the service provider made a functioning TPMS inoperable, then it cannot be returned to service until the problem is solved.”

Scenario 4: What happens if a vehicle is released to the consumer without an illuminated malfunction indicator light (MIL) and then it illuminates after the vehicle has been driven?

According to NHTSA, “The mere illumination of the malfunction indicator lamp after A combination style tire pressure monitoring system tool (such as this one from Bartec) can be used for what is known as the Test Before You Touch test. This tells you if the TPMS is working prior to your shop performing any service on the vehicle, saving you time and trouble.

Customers rely on the TPMS sensors to indicate when a tire needs attention. If the actions of the service provider made a functioning TPMS inoperable, the vehicle cannot be returned to service until the problem is solved.

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TPMS system. To avoid a “make inoperative” violation, the service provider “would need to decline to install the new tires and rims, use the TPMS sensors from the original wheels (if they are compatible), or convince the motorist to purchase new TPMS sensors and ensure that the sensors are properly integrated with the vehicle’s TPMS system.”

Scenario 3: Is a service provider violating the “make inoperative” provision if they inadvertently break a non-defective sensor and cannot locate an immediate replacement but would allow the vehicle to return to service because arrangements were made to obtain and install the replacement part at a future date?

NHTSA’s response was, “As a general matter, a violation of the ‘make inoperative’ prohibition

Quik-Link: 800-687-1557 ext. 15109

Feature the vehicle has been released by a motor vehicle repair business to the driver would not itself be a violation of the ‘make inoperative’ provision.”

“Based on NHTSA’s response, we are advising tire retailers to document the status of the TPMS before and after any tire or wheel service,” concluded Rohlwing.

“If the electronic TPMS relearn or diagnostic tool includes the functionality to produce a print-out on the

status of the system, we recommend that retailers give a copy to the consumer and retain a copy for their own records following service.”

Of course, offering to repair the malfunction is the best solution. ■ Bob Weber is president of Virginia-based Write Stuff.

He is an award-winning freelance automotive and technical writer and photographer with more than two decades of

journalism experience. He is a National Institute for Automotive Service Excellence (ASE) certified Master Automobile Technician, and has worked on automobiles, trucks and small engines. He is a member of the Society of Automotive Engineers (SAE) and numerous other automotive trade associations. He has worked as an auto service technician, a shop manager and a regional manager for an automotive service franchise operation.

A quick review of sensors Estimates put the total number of TPMS systems currently found in the U.S. at over 100 million. Many of the original TPMS sensors are reaching the end of their projected service life. The batteries, which are intended to last up to 10 years, are dying. The batteries are not replaceable.

When it comes to selecting a replacement sensor, you have three basic choices: 1. Direct replacement, or “part for part” replacement sensors, can be obtained from original equipment as well as aftermarket providers, and typically do not require any programming or configuring with a TPMS tool.

2. Multi-protocol sensors, as the name suggests, come “pre-loaded” with many sensor protocols in a single sensor body. Again, no configuring is required, but a TPMS tool is needed to do the “re-learn.”

3. Programmable sensors typically represent fewer SKUs, but are able to cover a greater range of vehicles. The sensors are blank or in need of configuration before use.

There are two basic types of sensors: One-piece and two-piece.

One piece: A one-piece sensor has the housing and valve molded together. The valve is not removable.

The items that should be serviced on this style of sensor include the valve core, hex nut, grommet, cap and washer. If the valve is broken or corrosion has occurred, this sensor is not serviceable and the entire sensor will need to be replaced.

Two piece: A two-piece sensor has a removable valve stem that can be separated from the sensor housing.

The serviceable items on this style of sensor are a replacement valve, valve core, hex nut, grommet and cap. With this type we also have two different valve configurations.

OE manufacturers recommend replacing the twopiece, snap-in rubber valve whenever the sensor is 22

removed from the wheel. The rubber snap-in valve is attached to the sensor module by a hex nut (or Torx screw).

When two-piece, clamp-in sensors are removed from a wheel, the sensor should be fitted with a new rubber grommet, aluminum retaining nut, special nickel-plated valve core and valve cap.

It is important that all components be torqued to appropriate values to prevent air leaks and valve damage. Attempting to reuse the original rubber grommet, valve core and retaining nut may result in an air leak.

There are three types of sensor relearns: stationary, OBD and auto learn.

Stationary relearn sensors need an activation tool with the car in “relearn” mode. New IDs can be programmed without driving the vehicle.

OBD relearn requires an activation tool in conjunction with an OBD scan tool to program new sensor IDs into the vehicle. New IDs can be programmed without driving the vehicle.

With the auto learn sensor, the vehicle can learn a single new ID and in some cases multiple new IDs without the use of a tool. The vehicle must be driven a prescribed time in order to turn off the light.

You do not need to memorize the various relearn protocols. Each carmaker provides the necessary information. And there is a convenient relearn chart from TIA. The TPMS chart is divided into domestic and import vehicle sections and includes relearn requirements, relearn summaries, OEM sensor part numbers, and replacement sensor and seal kit part numbers for popular manufacturers and suppliers.

The chart lists the torque specs for the sensor nut, Torx bolt, worm gear and vehicle wheel fasteners.

The TPMS Relearn Chart includes troubleshooting tips to help technicians when the relearn is not working, revised relearn summaries so that they are more easily understood, pictures and part numbers for common multi-app, programmable sensors on the market and a valve reference page with pictures and part numbers of the various type of TPMS valves. It can be ordered at www.tireindustry.org

Quik-Link: 800-687-1557 ext. 15110

Feature

Brake performance for luxury cars Manufacturers pull out the stops for premium vehicles

By Mike Mavrigian

Photo courtesy of Lexus

T

oday’s high performance and “luxury” high performance vehicles are

Lexus IS

designed with elevated levels of engine, suspension, steering and braking performance, and command higher price tags as a result. Owners of these ve-

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hicles demand brake system service to match or exceed the OE design in terms of stopping power. Since these vehicles tend to be driven “enthusiastically” on occasion, the customer expects a firm pedal, high levels of stopping power and predictable, no-nonsense braking.

Attention to detail when servicing these vehicles is paramount. As engine power increases, accompanied by the potential for higher speed operation, there’s more demand on the brake system, requiring the system to meet these challenges. As a result, expensive luxury/high performance vehicles tend to take

Quik-Link: 800-687-1557 ext. 15111

advantage of braking components that provide a higher level of performance. Rotors tend to be larger in diameter, and sometimes made of more exotic materials than are found on less expensive cars.

Brake calipers tend to emulate or duplicate those found on race cars, for superior stopping power under higher speed situations, providing a larger pad contact area and often utilizing fixed caliper designs that feature multiple opposing pistons.

In addition, innovations such as brake pad wear sensors and electronic parking brakes are more common.

Feature carbon/carbon rotors and pads or other unique application-specific pad compounding.

Rotors

Photo courtesy of Centric Brakes

High performance vehicles (this may include both late model OEM vehicles that push the legal limits in terms of horsepower, torque, handling and braking, as well as custom vehicles built with these attributes) require high performance brakes. As part of the system, brake rotors must be able to withstand the rigors of performance use. In addition to potential rotor

Aftermarket performance rotors are offered in a variety of designs. Examples shown here (from top to bottom) include slots, slots and cross-drilled holes and cross-drilled holes only. Note that non-friction surfaces are e-coated to prevent rust and to maintain a like-new appearance.

After all, when the customer is paying big bucks for his or her new ride, they expect all of the latest bells and whistles.

Brake pad materials are routinely selected

by OEMs to maximize braking performance.

With regard to high-dollar luxury and high performance vehicles, customers expect superior braking capabilities, and the vehicle makers tend to utilize the best materials available, regardless of cost, in order to maintain maximum braking performance and to avoid issues of squeals, premature wear and/or brake dust accumulation on incredibly expensive alloy wheels.

When dealing with this demanding market, you simply cannot arbitrarily replace pads with whatever is readily available from a local supplier or at the lowest cost.

Pads intended for high performance European and some domestic vehicles likely use a semi-metallic or low-metallic material in order to generate a higher coefficient of friction.

Some ultra-exotic applications employ Quik-Link: 800-687-1557 ext. 15112

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Feature another example of highcarbon metallurgy that improves cooling and vibration-cancelling.

Photo courtesy of Centric Brakes

Vented and solid rotors

wear, issues of concern involve cooling channel rust.

Premium performance rotors may feature a high carbon content. Citing Centric Part’s offerings as an example, a proprietary blend

of molybdenum and chromium is used in the casting process, which boosts braking power, reduces potential squeal, resists stress cracking under extreme braking use and aids in heat dissipation.

From an appearance standpoint, this formula also resists oxidation/rust, making the rotors look good for a longer period of time, as the increased chromium and carbon content is also more resistant to oxidation. Brake Parts Inc. reports its Raybestos R-300 h i g h p e r f o rm a n c e rotors represent

Rotor drilling/slotting An increasing number of high performance brake rotors feature disc slots, cross-drilled holes or a combination of both.

While many enthusiasts are attracted to this feature from a visual

Photo courtesy of Raybestos

These cutaway views illustrate curved vanes.

Rotors with curved vanes should always be mounted so that the outboard end of the vanes aim toward the rear of the vehicle.

Vaned/vented rotors are designed to release heat from the rotor. As the rotor rotates, the vanes pump cooler air from the center of the wheel, which carries this air through the vanes, picking up heat along the way and removing a percentage of that heat from the rotor. A rotor featuring straight vanes is bidirectional and may be installed on either the right or left side of the vehicle.

If the rotor features curved vanes, it is directional and must be positioned properly to achieve full heat-dissipation performance, mounted so that the vanes curve toward the rear of the vehicle. This causes hot air to be pumped from the center area outwards (pumping air from the inner diameter toward the outer diameter).

Here’s an example of a unique rotor slot design. Raybestos’ R-300 performance rotors feature an “S-Groove” slot design that simultaneously allows for out-gassing on both leading and trailing ends of the pad’s swept area while maintaining maximum surface contact. The slot design is also non-directional, allowing the same rotor part number to be installed on both sides of the same axle. The high carbon rotor features a “Black Fusion” corrosion-preventative coating on the hat and a “Grey Fusion” corrosion-resistant coating on the disc. The rotor reportedly is able to withstand 300 hours of saltwater exposure.

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Quik-Link: 800-687-1557 ext. 15113

Feature perspective, these design elements serve a purpose. Both help to keep the pads clean by providing an escape path for pad residue as the pads wear, and to reduce the gasramping buildup between the pad and rotor emitted by pad material resins, reducing the potential “hydroplaning” effect as the pad pushes against the disc and aiding in keeping wheels clean by reducing pad dust buildup and improving brake pad “bite” for superior braking.

Slots or holes essentially serve the same purpose in terms of a self-cleaning attribute, with cross-drilled holes also aiding in heat release. If holes are featured, they should include a slight chamfer to reduce the chance of stress cracking. Unique slotting configurations are also offered, such as designs that are non-directional (non-axle-specific).

Some high performance rotors employed by an OEM can feature an exotic disc construction formula such as carbon fiber-infused material.

The point is that not all rotors are simply made of “cast iron.”

Multi-piston calipers Many high performance brake calipers will feature multiple pistons. As opposed to a single-piston caliper, this provides greater and more even distribution of pad application force along the length of the pad, reducing or eliminating the potential for tapered pad wear. When dealing with a caliper that features a staggered variation of piston diameter, the caliper must be mounted so that the smaller piston end is closer to the entrance or “attack” of the rotor, with the larger piston end toward the exit path of the rotor. The smaller piston end creates the beginning of the clamping force and the larger piston end provides slightly greater clamping force, the combination of which helps to compensate for pad taper wear.

A multi-piston caliper that features different-diameter pistons must be mounted so that the rotor travel path hits the smaller pistons end first. This means that the calipers must be dedicated for the right or left side of the axle.

This staggered piston diameter design also helps to alleviate any potential for pad resin gas “pressure ramping” effect This pressure begins just after the point of attack as the pad meets the rotor, and continues to progressively build along the pad until it can escape at the exit end of the pad. Depending on the brake pad compound, as the pads compress onto the rotor, heat builds and resins in the pads react and gases are released to the pad surface, building a sudden “pressure ramp,” which forces the pads away from the rotor, which pushes the pistons back into their bores. ■ Quik-Link: 800-687-1557 ext. 15114

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Feature

Terms of endearment How to read the sidewall on a UHP tire t seems the information on the side of a tire increases as the tire’s profile decreases. Should you need to explain to your customers — or new hires — what it all means, the tire illustration below will tell them almost everything they need to know.

Although they can appear together, the M+S symbol is much more common on an ultra-high performance tire than the mountain snowflake symbol because their definitions are based on very different criteria.

When a tire has an M+S (or

I

M&S) symbol, it has superior starting, stopping and driving performance in snow conditions than non-M+S tires do, according to the Rubber Manufacturers Association (RMA). The RMA standard is based on a geometric tread pattern definition.

“The M+S designation was first used to differentiate the knobby, bias-ply tires intended for use on muddy and/or snowcovered roads from the straight rib tires used on early cars or trucks,” says TR Wholesale Solutions. “When early radialply tires were also found to deliver more snow traction than

the straight rib, bias-ply tires, the tire companies introduced all-season tires.”

Deciding its M+S definition was not enough to differentiate an all-season tire from a true winter tire, the RMA and Rubber Association of Canada agreed on a performance-based standard for winter tires in 1999. They created the mountain snowflake pictograph to identify tires designed for use in severe snow conditions.

The mountain snowflake sidewall symbol is always placed adjacent to the M+S designation. ■

Reading it right: ultra-high performance tire sidewalls

Illustration courtesy of TR Wholesale Solutions.

Need for speed ratings: S through Y (and beyond!)

All tires have speed ratings. However, any tire with at least an S-rating is considered a performance tire.

Performance tire speed rating/maximum speed (in miles per hour)

S = 112

T = 118

H = 130

V = 149

W = 168

Y = 186 (Y) = >186

Z = >149

When the tire is rated “W” or “Y,” some tire manufacturers will insert a “Z” in the tire description, such as 225/50ZR16 91W. 28

Performance Showcase

Quik-Link: 800-687-1557 ext. 15150

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15151

Performance Showcase

Quik-Link: 800-687-1557 ext. 15152

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15153

Performance Showcase

Quik-Link: 800-687-1557 ext. 15154

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15155

Performance Showcase

Quik-Link: 800-687-1557 ext. 15156

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15157

Performance Showcase

Quik-Link: 800-687-1557 ext. 15158

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15159

Performance Showcase

Quik-Link: 800-687-1557 ext. 15160

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15161

Performance Showcase

Quik-Link: 800-687-1557 ext. 15162

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15163

Performance Showcase

Quik-Link: 800-687-1557 ext. 15164

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Performance Showcase

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Quik-Link: 800-687-1557 ext. 15165

Performance Showcase

Quik-Link: 800-687-1557 ext. 15166

Performance Datafile

OEM factory wheels Live online inventory. Text pics to 951-RimText for quick quotes. 1-800EveryRim stocks thousands of used, new take-off, reconditioned and new replica alloy and steel wheels.

We ship nationwide with one- to two-day delivery to most western state customers. We are your OEM chrome wheel replacement experts! 1-(800) 383-7974.

1-800EVERYRIM – OEM WHEELS Quik-Link: 800-687-1557 ext. 15180 www.mtdquiklink.com/15180

Thunderer Trac Grip M/T R404

Bartec Tech400Pro scan tool

American Omni Trading’s Thunderer Trac Grip M/T R404 is a maximum-traction on/off-road radial with an aggressive attitude. The open and tiered tread block elements ensure maximum traction in extreme conditions. The Q rating along with the 10-ply rating ensures the necessary load carrying capacity.

AMERICAN OMNI TRADING Quik-Link: 800-687-1557 ext. 15181 www.mtdquiklink.com/15181

Bartec says it is making TPMS diagnostics a reality. The Tech400Pro scan tool detects and interprets TPMS fault codes, programs replacement sensors, walks you through completing the TPMS relearn, then stores an audit report for printing when the job’s done.

The Tech400Pro can adjust TPMS placard values. The capability to reprogram the recommended inflation pressure means the proper TPMS low pressure warning is maintained when plus-sizing and upfitting wheel and tire packages. In addition, technicians can use the Tech400Pro to check passive entry and keyless ignition systems.

The Tech400Pro can be updated via a wireless internet connection.

BARTEC USA Quik-Link: 800-687-1557 ext. 15182 www.mtdquiklink.com/15182 45

Performance Datafile

Blackburn WheelFinder website Blackburn OEM Wheel Solutions saves you time and improves your bottom line when your customers need factory OEM wheels, hubcaps or center caps. The Blackburn WheelFinder website displays an easy navigation menu which allows you to search its live inventory and find the right part in a matter of seconds. You can view availability, pricing and place orders 24/7. Blackburn’s 95% fill ratio and inventory of over 100,000 parts allow for same-day shipping if the order is placed by 6:30 p.m. EST. The company offers free ground shipping, nationwide. Register for a free account at: www.blackburnswheelfinder. com. For more information about Blackburn, visit: www.blacburnwheels.com.

BLACKBURN OEM WHEEL SOLUTIONS Quik-Link: 800-687-1557 ext. 15183 www.mtdquiklink.com/15183

Continental ExtremeContact™ Sport UHP tire Tested to the limits by championship-winning racecar drivers (Andy Lally, Ryan Dalzial, João Barbosa, Lawson Aschenbach, Ozz Negri), the ExtremeContact™ Sport satisfies even the most demanding driver.

This dynamic, ultrahigh performance street tire is built for car enthusiasts and engineered for extreme grip in dry and wet conditions.

SportPlus™ Technology provides precise handling; security on wet, slippery roads; and excellent tread life, the company reports.

CONTINENTAL TIRE Quik-Link: 800-687-1557 ext. 15184 www.mtdquiklink.com/15184

WildPeak A/T3W The WildPeak A/T3W is engineered for adventure, any time and in any weather. The A/T3W combines aggressive off-road 46

ability and rugged terrain driving without compromise on the pavement.

An optimized tread design combined with a silica tread compound enable the A/T3W to excel in three areas: wear, winter and wet performance. Designed for severe snow conditions, every A/T3W tire is qualified by the Rubber Manufacturers Association for the Three Peak Mountain Snow Flake (3PMSF) symbol.

FALKEN TIRE CORP. Quik-Link: 800-687-1557 ext.15185 www.mtdquiklink.com/15185

General G-MAS™ AS-05 The General GMAS™ AS-05 is a bold ultra-high performance tire offering allseason traction.

Smart technologies provide visual wear alerts, performance in all seasons and longer tread life, says the company.

“A smarter tire for a smarter driver.”

GENERAL TIRE Quik-Link: 800-687-1557 ext.15186 www.mtdquiklink.com/15186

Coats 80X Rim Clamp tire changer Coats’ 80X Rim Clamp tire changer is built with a bestin-class clamping capacity, Hennessy Industries says.

The 80X includes advanced features to operate in your high-speed tire shop, day after day.

The Coats Rim Clamp tire changer has become the industry standard due to its legacy of durability, reliability and upgradability, says the company.

HENNESSY INDUSTRIES INC. Quik-Link: 800-687-1557 ext. 15187 www.mtdquiklink.com/15187

Kenda Vezda UHP A/S (KR400) The Vezda UHP A/S (KR400) tire was developed at the Kenda American Technical Center in Green, Ohio, to deliver a value-priced UHP all-season tire for drivers of sports cars, sedans and coupes looking to enjoy driving their cars year-round.

The KR400 is formulated with a special silica compound combining summer levels of wet and dry performance with strong cold weather and light snow capability. The optimized KR400 footprint provides excellent wear backed by a 50,000 mile limited warranty, Kenda Tires notes.

KENDA TIRES USA Quik-Link: 800-687-1557 ext. 15188 www.mtdquiklink.com/15188

Kumho Crugen HT51 Engineered with qualities, features and details to go the distance in hard-working, hard-driving, all-weather conditions, the Crugen HT51 excels in both standard and workload applications. This is a perfect replacement tire with an extensive line-up of sizes and applications, the company says. Features include a center block design that reinforces stability, traction and handling capabilities, symmetrical four-channel layout and optimal block shape to improve tread life. The 3D sipe applications maximize grip and breaking performance to improve stability on snow-covered roads.

In addition, the zigzag-style groove design improves drainage performance, enhancing driving performance in wet conditions.

KUMHO TIRE U.S.A. INC. Quik-Link: 800-687-1557 ext. 15189 www.mtdquiklink.com/15189

Performance Datafile

Pro Comp tires With a complete line of high performance tires for light trucks, Jeeps and SUVs, Pro Comp has been the #1 choice of off-road enthusiasts for over 20 years, the company Beautiful black wheel locks, says. Pro Comp’s long history in off-road lug nuts and lug bolts competition has earned it the reputation for McGard’s lug nuts with a black chrome finish having the toughest tires around. Every model have a deep reflective look that will enhance is engineered to deliver maximum control and the look of any wheel. Use them on black traction in extreme conditions both on- and wheels for a monochromatic look or on silver off-road. From the red rock trails in Moab, or chrome wheels for a contrasting look, the Utah, to the brutal streets of Southern Califorcompany suggests. McGard lug nuts, lug nia, Pro Comp tires are made to handle hard bolts and SplineDrive lug nuts are guaranteed work and hard play, notes the company. for life not to chip, peel or rust. The company’s PRO COMP wheel lock design is easy to use and provides Quik-Link: 800-687-1557 ext. 15192 “the best theft protection in the world,” says www.mtdquiklink.com/15192 McGard. Lug nuts and wheel locks are available in Wheel Installation Kits, which include everything you need to install your customers’ new wheels in one convenient package. They also are available in bright chrome.

MC GARD LLC Quik-Link: 800-687-1557 ext. 15190 www.mtdquiklink.com/15190

O.Z. Racing wheels TR Wholesale Solutions is the exclusive distributor of O.Z. Racing wheels in North America. Since 1971, O.Z. Racing has established itself as a leader in the world’s lightweight alloy wheel industry. O.Z. Racing produces standard equipment wheels for some of the most exclusive automobiles in the world and is the official supplier of Infiniti Red Bull Racing and Scuderia Ferrari.

TR WHOLESALE SOLUTIONS Quik-Link: 800-687-1557 ext. 15194 www.mtdquiklink.com/15194

Online Tire and Wheel Guide N’Fera AU7 Nexen Tire’s newest allseason performance tire has raised the bar for wet braking and handling performance by out-ranking the leading Tier 1 competitor by 10% and 15%, respectively, the company notes. The N’Fera AU7 was designed for a silent and comfortable ride with optimal cornering and stability. The AU7 comes with a free 50,000 mileage warranty and ranges in 54 sizes, covering 85% of luxury sedan original equipment replacement tire needs.

NEXEN TIRE CORP. Quik-Link: 800-687-1557 ext. 15191 www.mtdquiklink.com/15191

Landsail light truck tires Sentury Tire has a complete line-up of Landsail light truck/SUV tires with a wide range of sizes to fit most vehicles on the road today.

The CLX9 Mud Terrain tire is the ultimate tire for the ultimate off-road challenge. The CLX10 All-Terrain tire is designed for overall traction and handling in difficult or rugged terrain. The CLX11 Highway Terrain tire is the perfect blend of traction, quiet and comfort, the company says.

SENTURY TIRE AMERICAS Quik-Link: 800-687-1557 ext. 15193 www.mtdquiklink.com/15193

The Ultimate Wheel & Tire Plus Sizing Guide is offering an “online edition.” It is updated throughout the year with tire and wheel fitments for both OE and plus sizes for current and vintage vehicles. Your subscription features reverse lookups by tire size, bolt pattern/offset, and a wheel brand name finder. Plus and minus tire calculators are included for customized fitments. For more information, call (310) 357-7293 or see the company’s website at www.plussizingguide.com.

ULTIMATE WHEEL & TIRE PLUS SIZING GUIDE Quik-Link: 800-687-1557 ext. 15195 www.mtdquiklink.com/15195

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Performance Directory

1-EveryRim.com - OEM Wheels 10278 Florence Ave. Santa Fe Springs, CA 90670 (800) 383-7974 or Text to 951-RimText Chase Potter, mgr.

Products: Brokers of OEM wheels; used, new, reconditioned. Buy and sell/alloy and steel. www.1800EveryRim.com

American Omni Trading 15354 Park Row Houston, TX 77084 (281) 600-TIRE (8473) FAX: (281) 600-8475 Chris Brackin, v.p. of sls.

Products: UHP tires; radial passenger, light truck and medium truck tires; OTR tires; industrial and farm tires. www.american-omni.com

Bartec USA LLC 44231 Phoenix Dr. Sterling Heights, MI 48314 Sales support: (855) 877-9732 Technical support: (866) 407-8767 FAX: (586) 323-3801 Scot Holloway, CEO Steve Long, dir. of sls.

Products: Solutions for better automotive service. TPMS service tools that perform high-end TPMS service from including new sensor relearns, DTC scan, placard calibration, blank sensor program and vehicle relearns. Quick service tools for electronic parking brakes, oil light reset, and new battery relearns.

Website: www.bartecusa.com Facebook: https://www.facebook. com/wearetpms Twitter: https://twitter.com/bartecusa Google+: TPMSTOOL YouTube: https://www.youtube.com/user/ TPMSTOOL

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Blackburn OEM Wheel Solutions 1001 Paster Court Macedonia, OH 44056 (800) 981-8321 Todd Deranek, v.p. of sls. & mktg.

Products: New, used and reconditioned factory OEM wheels, hubcaps and center caps available in steel, chrome and alloy for domestic and imported cars and light trucks ranging from antique and classic models to the current production year. www.BlackburnWheels.com

General Tire Continental Tire the Americas LLC 1830 MacMillan Park Dr. Fort Mill, SC 29707 (800) 847-3349 FAX: (704) 587-6555 Jochen Etzel, CEO Products: Ultra-high performance tires, passenger tires, light truck tires, off-road tires, medium/heavy truck tires, commercial tires. www.generaltire.com Twitter: @generaltire Facebook: facebook.com/generaltire

Continental Tire Continental Tire the Americas LLC 1830 MacMillan Park Dr. Fort Mill, SC 29707 (800) 847-3349 FAX: (704) 587-6555 Jochen Etzel, 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 Twitter: @continentaltire Facebook: facebook.com/continentaltire

Hennessy Industries Inc. 1601 J.P. Hennessy Dr. LaVergne, TN 37086 Phone: (800) 688-6359 FAX: (800) 688-3659 Products: Tire changers, wheel balancers, brake lathes, lifts and wheel weights. www.hennessyind.com

Falken Tires 8656 Haven Ave. Rancho Cucamonga, CA 91730 (800) 723-2553 Products: PCR; touring, HP touring, grand touring, high performance, ultra-high performance, max performance, winter and winter performance. LTR; street performance, highway terrain, all terrain, mud terrain. TBR; steer and trailer, drive, all-position and wide-base offerings for regional, long-haul and on-/offroad conditions. www.falkentire.com

Kenda Tires USA 7095 Americana Pkwy.

Reynoldsburg, OH 43068 (614) 866-9803 FAX: (614) 866-9805 Products: Ultra-high performance tires, passenger tires, light truck tires, SUV/CUV tires, specialty tires, trailer tires, ATV tires, motorcycle tires, golf cart tires, ag/farm tires and bicycle tires. www.kendatire.com

Performance Directory

Kumho Tire USA, Inc. 133 Peachtree St. NE, Suite 2800 Atlanta, GA 30303 (800) 445-8646 Harry Choi, pres./CEO Products: High performance tires, light truck tires, medium/heavy truck tires, passenger tires, performance tires, racing tires, RV and specialty tires. www.kumhotireusa.com

McGard LLC 3875 California Rd. Orchard Park, NY 14127 (800) 669-6887 or (716) 662-8980 FAX: (716) 662-8985 Durham McCauley, CEO; Peter McCauley, pres.; John Mondo, v.p. sls. & mktg.; Kevin Halt, v.p. sls. Japan, Asia & Oceania; Chris Smith, dir. of OEM sls.

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

Nexen Tire USA 21073 Pathfinder Rd., Suite 100 Diamond Bar, CA 91765 (800) 576-3936 FAX: (909) 923-3991 John Thomas, senior v.p. of sls.

Products: Ultra-high performance tires, high performance tires, light truck/SUV tires and passenger tires. www.nexentireusa.com

Pro Comp Tires 400 W. Artesia Blvd Compton CA, 90220 (800) 776-0767 Steve Hutchinson, dir. of sls. and mktg.

Products: On-road and off-road tires

for Jeeps, light trucks and SUVs. Offering the A/T Sport tire for all-terrain adventures and the Xtreme MT2 tire for hardcore off-road excursions. www.procompusa.com

Home office 3515 Massillon Rd., Suite 350 Uniontown, OH 44685 (330) 899-2200, fax (330) 899-2209 Website: www.moderntiredealer.com

Sentury Tire Americas 3121 NW 125th St. Miami, FL 33167 (305) 621-5101 Maxwell Wee, dir. of sls.

Products: Ultra-high performance tires; ultra-high performance SUV/ CUV tires; all-season tires; snow/ice tires; performance SUV, CUV, passenger and light truck tires; truck and bus tires.

Brands: Delinte, Landsail www.senturytireusa.com

Publisher Greg Smith, ext. 2212 Greg.Smith@bobit.com

Editorial Editor: Robert J. Ulrich, ext. 2211 Bob.Ulrich@bobit.com Managing Editor: Lori L. Mavrigian, ext. 2216 Lori.Mavrigian@bobit.com Senior Editor & Digital Projects Editor: Joy Kopcha, ext. 2215 Joy.Kopcha@bobit.com Senior Editor: Ann Neal, ext. 2218 Ann.Neal@bobit.com

Production

TR Wholesale Solutions (formerly Tire Rack Wholesale) 7015 Vorden Parkway South Bend, IN 46628-8422 (800) 445-0179 or (574) 287-2316 FAX: (574) 236-7700 Wayne Leuthold, v.p. sls. oper.

Products: High performance, passenger and racing tires, wheels, brakes, suspension and accessories. www.trwholesalesolutions.com

Wheel Consultants Inc. 2537-D Pacific Coast Hwy., #330 Torrance, CA 90505 (310) 357-7293 FAX: (310) 427-7199 Joe Findeis, pres.

Products: The Ultimate Wheel & Tire Plus Sizing Guide. Contains fitments for cars, trucks, SUVs and crossovers. Current and vintage vehicle fitment applications. Specifcations and data for original equipment and plus sizes. Available in print and digital formats. www.plussizingguide.com

Art Director: Neal Weingart, ext. 2214 Neal.Weingart@bobit.com Production Manager: Karen Runion, ext. 2210 Karen.Runion@bobit.com

Sales South and Texas: Greg Smith Greg.Smith@bobit.com (330) 899-2200, ext. 2212 Midwest: Bob Marinez Bob.Marinez@bobit.com (330) 899-2217, ext. 2217 West Coast: Marianne Dyal The Dyal Company Marianne.Dyal@bobit.com (760) 451-9216 Automotive Aftermarket: Dan Thornton djtinc@gmail.com (734) 676-9135, mobile (313) 410-0945 Classified Sales: Bob Marinez Bob.Marinez@bobit.com (330) 899-2217, ext. 2217 Reprint Sales: Karen Runion Karen.Runion@bobit.com (330) 899-2200, ext. 2210

Customer/Subscription Service (888) 239-2455, fax (888) 274-4580

Executive office 3520 Challenger St. Torrance, CA 90503 Chairman (1961-2014): Edward J. Bobit CEO & President: Ty F. Bobit Chief Financial Officer: Armand Del Duca VP & COO: Cyndy Drummey

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Advertiser

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800-687-1557 + Toll Free Extension

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1-800EveryRim-OEM Wheels

26

15113

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American Omni Trading Company

24

15111

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Bartec USA

21

15109

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Blackburn OEM Wheel Solutions

15

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Continental Tire

5

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Falken Tires

17

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General Tire

23

15110

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Hennessy Industries Inc.

OBC

15116

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Kenda Tire USA

IBC

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Kumho Tire USA Inc.

11

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McGard LLC

25

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Nexen Tire America Inc.

IFC

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Pro Comp Tires

27

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Sentury Tire Americas

13

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TR Wholesale Solutions

9

15103

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Wheel Consultants Inc.

19

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Quik-Link: 800-687-1557 ext. 15115

Quik-Link: 800-687-1557 ext. 15116