MTD - 2024 Performance Handbook

HANDBOOK 2024

Wheel fasteners 101

Thread prep, hub prep, retorque and more

HANDBOOK 2024

22 tips to perfect tire balancing HP and UHP assemblies require patience and precision

Do EVs need HP/UHPspecific tires?

Tiremakers speak out

Selling HP/UHP tires and custom wheels

Successful dealers share best practices

3515 Massillon Rd., Suite 200

Uniontown, OH 44685

(330) 899-2200, fax (330) 899-2209 www.moderntiredealer.com

PUBLISHER

Greg Smith

gsmith@endeavorb2b.com (330) 899-2200, ext. 2212

EDITORIAL

Editor: Mike Manges, (330) 598-0368, mmanges@endeavorb2b.com

Managing Editor: Joy Kopcha, (330) 598-0338, jkopcha@endeavorb2b.com

Associate Editor: Madison Gehring, (330) 598-0308, mgehring@endeavorb2b.com

PRODUCTION

Art Director: Erica Paquette

Production Manager: Karen Runion, (330) 736-1291, krunion@endeavorb2b.com

ACCOUNT EXECUTIVES

Darrell Bruggink

dbruggink@endeavorb2b.com (608) 299-6310

Marianne Dyal

mdyal@endeavorb2b.com (706) 344-1388

Sean Thornton

sthornton@endeavorb2b.com (269) 499-0257

Kyle Shaw

kshaw@endeavorb2b.com (651) 846-9490

Martha Severson

mseverson@endeavorb2b.com (651) 846-9452

Chad Hjellming

chjellming@endeavorb2b.com (651) 846-9463

MTD

Rick Benton, Black’s

Jessica Palanjian

CUSTOMER/SUBSCRIPTION

New tech, new opportunities

WHY YOU SHOULD CONSIDER OFFERING ADAS SERVICE

Mike Manges By

Last year around this time, I bought a 2019 Subaru Outback — certainly not a high performance vehicle by any stretch of the imagination, but one that checked several boxes for me.

In addition to all the usual things, I wanted something that was reliable and built to last. (I put a lot of miles on my cars.)

I’ll admit that the presence of advanced driver assistance systems (ADAS) was very low on my list.

I quickly learned that the 2019 Outback comes with an ADAS package called Subaru Eyesight, which was introduced six years earlier.

According to the website Caradas. com, Subaru Eyesight uses various sensors, including two front-mounted cameras, to evaluate the environment around the vehicle — detecting lane markings and even the presence of other cars.

Within Subaru Eyesight are several other ADAS features, including adaptive cruise control, advanced adaptive cruise control, lane keep assist and pre-collision braking.

I knew next to nothing about these systems when I bought the car.

If I was a betting man — and I did win a few bucks playing blackjack recently — I would guess that many of your customers also are unfamiliar with the ADAS that comes on their sportier, more expensive, higherperformance vehicles.

Herein lies a great opportunity for your business.

Modifying a vehicle’s dimensions, including its ride height, has the potential to impact ADAS sensors, thereby triggering recalibration.

As an installer of high performance/ultra-high performance tires and custom wheels, you should consider providing ADAS service at your business. This is especially true if your shop performs other aftermarket modifications, like lift kits, etc.

If you don’t believe me, listen to the experts.

“Over 40% of the total car count is ADAS-equipped, with that number projected to be 75% of the car parc by 2030,” says Eric Sponhaltz, director of sales, ADAS, Autel North America.

“Changes in ride height and tire size trigger ADAS calibrations as part of OE service and repair procedures. Are you working on brakes and steering systems? All of these tie to ADAS installed on the vehicle and trigger required ADAS calibrations after alignment.

“Calibrating ADAS is one part of the work required to restore the full safety effectiveness of a vehicle” before it leaves your shop, Sponhaltz explains. “ADAS is here to stay.”

“I firmly believe ADAS services

and calibrations are one of the biggest opportunities and challenges the automotive industry has seen in more than a quarter century,” says Frank Terlep, vice president of ADAS solutions for Opus IVS.

“The number of vehicles tire dealers see that require ADAS services and calibrations will continue to increase every year. Many customers’ vehicles need these services.”

“Any drivability modifications to a vehicle equipped with ADAS sensors, past OE specifications, would require an ADAS calibration to confirm sensor visibility is correctly targeted,” says a representative from TEXA USA. “This includes suspension work or tire size adjustments.”

Ryan Gerber, product specialist, ADAS, Hunter Engineering Co., says tire dealers and installers should offer ADAS service simply “because they can. They can get into the game at several different levels and grow from there.

“The tires are there, the customers are there, the vehicle is there,” and if your shop is so equipped, “the aligner is there. Most of all, the work is there.

“It’s a logical progression” to go from tire/wheel installation to ADAS service, he says.

If you’re reading this edition of the Performance Handbook, your shop is already on the cutting edge of tire and wheel installation. Once you recover the upfront investment, ADAS work can contribute positively to your bottom line. You owe it to yourself to consider offering ADAS service.

Feel free to email me at mmanges@endeavorb2b.com.

Are you servicing advanced driver assistance systems at your dealership? If not, you could be missing out on a new revenue stream.

PHOTO: PERFORMANCE HANDBOOK

Selling HP/UHP tires and custom wheels

SUCCESSFUL DEALERS

SHARE BEST

PRACTICES

By

Performance Handbook staff

PHOTO: KC TRENDS MOTORSPORTS

With the internet and social media, information about high performance (HP)/ ultra-high performance (UHP) tires and custom wheels is literally at the customer’s fingertips.

That means, in many cases, customers are walking into tire dealerships with more knowledge than ever.

However, they still want dealers to help them make the right purchase. This requires HP/UHP tire dealers to be confident and knowledgeable about the products they are selling and their installation.

On display

Chad Dearth, owner of KC Trends Motorsports, which is based in Overland Park, Kan., has an extensive

showroom at his dealership that places a lot of focus on displaying custom wheels. Dearth says he has more than 1,000 wheels on display, but fewer tires.

“With e-commerce being as big as it is, people can see wheels anywhere. They can look at them on Instagram or on another website, but seeing and feeling and touching something you’re about to purchase with that much money really puts people over the top.”

Most of the tires on display at KC Trends Motorsports are off-road light truck tires. “Our off-road buyers want to kick it, feel it and see the tread and sidewall differences,” while other customers “usually buy off (our) recommendations.

“At the end of the day, it’s our recommendation and our knowledge,

mixed in with what they came in with their heart set on or what their research led them to,” says Dearth.

“Normally with higher-end cars, price really isn’t a factor when it comes to making the decision on what to buy. A customer may not be happy about the price, but they kind of know that when they buy a six-figure car they will be spending some money on tires.”

One of the worst things an HP/ UHP tire dealer can do is not tell customers the price of a new set of tires and wheels right away, according to Dearth.

“We’ve had some (employees) who couldn’t get themselves to tell the customer” the price of an expensive tire and wheel combination. “But that’s what the customer needs to hear.”

“Normally with higher-end cars, price really isn’t a factor when it comes to making the decision on what to buy,” says Chad Dearth, owner of Overland Park, Kan.-based KC Trends Motorsports. Dearth notes that his dealership’s customers depend on the recommendations made by his sales team.

SUCCESSFUL DEALERS

He believes that this recluctance to discuss price can be a hurdle for tire dealerships that are not HP/UHP tire-driven and aren’t used to making more expensive sales. “It can be an adjustment.”

If a customer can’t afford an expensive set, Dearth says he will go down to the next price level. It takes confidence in your product to do that, he adds.

Dearth says it’s important to have the correct equipment for handling HP and UHP tires. Expensive tires will be put on expensive wheels, he explains.

“The equipment you use to mount and demount these tires is very important (to prevent) damage that could occur. You don’t want to be the guy causing damage to someone’s really expensive wheels because you don’t have the right equipment or a properly trained technician.”

KC Trends Motorsports relies heavily on social media to market itself. About two years ago, the dealership’s TikTok page “absolutely exploded,” says Dearth.

“We don’t do (traditional) content. We just do quirky things,” like walking around the shop, he records himself asking technicians what kind of car they drive, their favorite wheel or what they’re working on. “That kind of social engagement triggers people a whole lot more than just us posting photos of a tire or wheel and saying, ‘Come buy it.’”

Knowing the customer

Donnie Schilling, the owner of Cleveland Tire & Wheel, which has been in business for more than 20 years, knows his customers and says that’s the key to successfully selling HP/UHP tires and custom wheels.

Schilling’s dealership is located on the east side of Cleveland, Ohio, in a lower middle class neighborhood. “People aren’t coming to me for highend tires. They come to me because my prices are good and they know we’ll do it right.”

Cleveland Tire & Wheel sells “a lot of private label” HP and UHP tires. Two decades ago, “we didn’t have all of these different brands,” says Schilling. “How do you know which one is best?

We try to stick with the brands we’re familiar with.”

Schilling sells tires and wheels for a wide range of vehicle types, from traditional sedans to big pickup trucks. His customers who drive sedans and sports cars “are 100% wheel-first.” For

For many of Cleveland Tire & Wheel’s clients, new wheels and tires represent “status,” according to the dealership’s founder and owner, Donnie Schilling. “They have to look good and they have to make a statement. If we can achieve that, we’ll have a happy customer.”

PHOTO: PERFORMANCE HANDBOOK

them, tire brand or type is a secondary concern, at best. “Ninety percent of the time, they don’t even notice the brand.”

Conversely, Cleveland Tire & Wheel customers who drive pickups are more geared toward tires than wheels. “Everybody wants that aggressive (tire) look, whereas the car owner is after the wheel. A lot of customers who’ve been coming to me for years are now driving trucks.”

Margins on mounting and balancing light truck tires and wheels are typically higher, says Schilling. “We can charge more for labor because not everyone does a great job of balancing” light truck tire and wheel assemblies.

“We double-balance. We use weights and (balancing) beads. It takes very little time” to add beads to the mix “and you can charge more for it, if you want to.”

Schilling estimates that 20% of his customers who are in the market for

a new set of wheels “know what they want. The other 80% come in and just know they want wheels and want to do something” to dress up their vehicle.

Schilling or one of his sales associates will go online, “dial up” different wheel designs and show them to customers, with the goal of zeroing in on a handful of styles.

“We’ve been doing this for so long, people know we’ll point them in the right direction,” he says. “So we’ll show them wheels and I’ll say, ‘Stop me when you see something you like.’ We can drill down to two or three styles and then talk about it.

“If the customer’s an older gentleman, we know he doesn’t want something that’s super-obnoxious and gaudy. A younger customer might want something that’s flashy. Some customers don’t know anything about wheels. You have to explain it to them. When we started 20 years ago, we didn’t have the luxury of finding all of these products and applications online.”

In-store wheel displays remain an important sales tool. “We still have them, so we can show wheel finishes and contours,” says Schilling. “Seeing new wheel styles is something I’ve never gotten tired of. I thought they plateaued 10 years ago, but (manufacturers) keep coming out with new stuff.”

Three-piece forged wheels are big sellers at Cleveland Tire & Wheel, he notes. “And quite a few manufacturers are starting to do them more economically, so a guy who wants 24-inch tires and wheels doesn’t necessarily have to spend $5,000” for a top-of-the-line set.

Over the years, Schilling has pared down his inventory, instead relying on four or five local distributors, including K&M Tire Inc., to provide him with just-in-time drop-offs. “We get deliveries twice a day. Nowadays, with any given application you can have dozens of (size) options.”

He adds that the proliferation of bolt patterns on newer vehicles makes stocking wheels more complicated. But his distributors can deliver wheels quickly.

SUCCESSFUL DEALERS

Ticket-building has to be precise when selling HP/UHP tires and custom wheels, according to Schilling. “Everything has to be exact. If you order wrong, you’re stuck. There’s nothing worse than ordering a set of tires and wheels that don’t fit. Now you’re back to square one and you’re holding thousands of dollars of your customer’s money. And you have to figure it out.”

Some shops that lack the equipment and expertise to mount exotic tire and wheel packages will send customers to Cleveland Tire & Wheel to handle that part of the transaction. “They might have already sold the tire and wheel, but don’t want to lose the customer, so they’re willing to break off a piece of their net profit so we can save the day,” says Schilling, who reveals that his dealership’s labor rate has increased in recent years.

“After COVID-19, I checked around to see what other people were charging and said, ‘We’re way short.’ I’ve raised my prices — in a lot of cases, doubled them — and nobody’s batted an eye. For what we do, I think we’re very fair. We have a lot of knowledge and we have the equipment.”

Not all of Cleveland Tire & Wheel’s customers have cash in hand, which is why the dealership offers a wide range of financing options, including an oldfashioned layaway plan.

“These are blue-collar people who work nine-to-five jobs. Maybe they don’t have good credit and will put 10% down and will stop in after every paycheck and put (more cash) down.”

“We have customers who tell us that whatever their vehicle needs are, they always start with us.”

This strong affinity, cultivated over many years, is based on knowledge, service and understanding customers’ needs, according to Navek, a veteran of the custom wheel and HP/UHP tire business.

“My high performance (tire) customers have usually done their research. They come in looking for something specific. The wheel customer? Sometimes the wheel price is more than they thought it would be, so the tire takes a back seat. They don’t spend as much time researching tires and are usually willing to take something just to get the sale going.”

Each of Navek’s stores displays at least a dozen sets of wheels, but the outlets’ storage rooms aren’t overflowing with them.

“There are so many fitments and variations,” he notes. His stores’ suppliers “can deliver within 24 to 48 hours. Our wheel customers are OK with that. We very rarely lose a sale because we don’t stock a particular wheel.”

Having the right tire mounting machines and employing experienced technicians also can mean the difference between success and failure, says Schilling, who says he often will jump in to operate a machine. “Sometimes you need a fresh set of eyes. And I enjoy getting my hands dirty.”

One of Cleveland Tire & Wheel’s technicians, Ron Smith, “has been with me forever. He knows so many tricks of the trade, he could write a book.”

Having the right equipment also is crucial, says Schilling. “Guys have reached out to me over the years, wanting (advice) about opening their own shop, and I say, ‘Don’t buy junk equipment.’ One of them bought a machine and it looked great, but he had nothing but problems with it.”

Schilling says only one other tire store in his part of Cleveland “can do up to 32-inch tire and wheels combinations.”

For many Cleveland Tire & Wheel clients, new wheels and tires represent “status,” according to Schilling. “They have to look good and they have to make a statement. If we can achieve that, we’ll have a happy customer.”

Reputation is everything

Erik Navek oversees two retail tire stores in Philadelphia that operate under the Allen Rubber name and another in Turnersville, N.J., that operates under the American Discount Tire banner.

While their physical lay-outs differ, all three outlets have one thing in common: they’re all “one stop shops,” not just for HP/UHP tires and wheels, but other vehicle modifications, too.

“We may have a competitor that only sells wheels,” says Navek. “We may have a competitor that only does tires. We may have a competitor that only sells lift kits. We do it all — everything from lifting your car to installing strobe lighting. We even do heavy engine work.

Customers’ discretionary income levels also can vary, according to Navek. “We have customers of all levels coming in and cost can be a concern” among some.

“Our customers with higher-end European vehicles” are less driven by price, he says. Many of them are looking for performance and comfort. Some are motivated by a tire and wheel package’s aesthetics.

“More often than not, they’ll look at the tire’s sidewall instead of the tread. A catchy sidewall can help them make their decision. Some of these people spend more time in their car than their house. For that kind of enthusiast, cost is not a factor.”

Navek’s stores also do brisk business installing large-diameter tires, custom wheels and other modifications on pickup trucks. “We do lift kits and light kits. We’ll do bumpers. We’ve done retractable running boards. We do a lot of Jeep work. We’ve built a name for ourselves in that segment.

“Our customers put a lot of thought into” how they want to upgrade and modify their vehicles, says Eric Navek (back row, right), who runs three HP/UHP tire stores — two in Philadelphia, Pa., and one in Turnersville, N.J.

PHOTO: AMERICAN DISCOUNT TIRE

Be prepared for any weather with the all-new Quatrac Pro+.

18 to 24”

SUCCESSFUL DEALERS

“A lot of our technicians are enthusiasts. It’s a lifestyle, not just a job. My Jeep guy owns a Jeep. He’s in the mix of Jeep people and the modifications they do. He’ll actually bring ideas to me. And I’ll consult with him when customers want (more) information on something they want to do.”

Navek makes sure his shops’ tire machines are current and able to handle contemporary tire and wheel packages.

“We’ve made the investment in upgraded machines that are much more capable than regular machines,” he says. “You need machines that are sensitive. These wheels are not only intricate — they’re expensive. If you make a mistake, there’s more liability. You have to make sure your machine is capable and your technician is capable. You have to put your technicians in the right position, so they don’t make a mistake. You have to equip them with what they need.”

Salespeople also have to be knowledgeable, says Navek, who believes that a consultative approach works best when dealing with HP/UHP tire and custom wheel buyers. “When you’re busy, you can sometimes be short with (a) customer — trying to get to the point of what he wants done, so you can get to the sale.”

Making the HP/UHP tire sale often requires more time. “These customers are really trying to express to you what they’re looking for. And sometimes you’re trying to communicate something to them that maybe they can’t visualize.”

He compares this to hiring a contractor to remodel your home kitchen and communicating your vision to him. “How many hours of thought have you poured into this, only to have the builder spend a few minutes with you, saying ‘Alright, we’ll do this and that and see you later?’

“Our customers put a lot of thought into” how they want to upgrade and modify their vehicles. “They care a lot about it. They also have probably saved up money to make this kind of investment. We have to respect that. We have to listen to them. This isn’t

like getting a quick OK on a brake job. Sometimes the sale can take hours. You have to be ready and staffed for it.”

Navek and his salespeople also are unafraid to set customers straight, if needed. “Some customers come in” and ask for modifications that might not be safe, he explains. “We’ll tell them, ‘This is what’s going to happen as a result.’ They’ll listen to us. They’re thankful for the advice.”

HP/UHP tire and custom wheel installation is still a word-of-mouth business, he says. “When people go home with a state vehicle inspection sticker on their car, their friends don’t ask, ‘Where did you get that?’ But after (installing HP/UHP and custom wheels), it’s a lot of ‘oohs and aahs.’ It’s rewarding.

manner. Tires aren’t as ‘eye-candyish’ as wheels, but I pretty much have whatever you want in stock.”

Customers can be “all over the place” when it comes to tire brands and tiers, says Hassett. “It’s a split of customers who know what they want and (those) who need more guidance.”

For customers who are undecided, “I’ll have the discussion of showing them what tire sets the bar. For example, if someone comes in with a Mercedes that I’ve tracked before, I can tell them where the top is and we can come down from there.

“When wheel customers come in, I tell them to look around and let me know what catches their eye,” says Hassett. “When they tell me what they like, I try to match it up with the (proper) fitment.”

PHOTO: ROLLING STOCK INC.

“I’ve been doing this for almost 25 years and have survived on wordof-mouth referrals. Your reputation — that’s everything.”

Confidence is king

On the West Coast, Adam Hassett, CEO of Rolling Stock Inc., which is based in San Francisco, Calif., says his wheel customers want to see what they’re buying. He displays lots of wheels in his store’s showroom and has around 200 sets in stock.

“We stock over 1,000 new tires, but they’re not displayed in the same

Hassett says HP/UHP tire and wheel dealers need to be confident when talking with customers. “If the customer asks you a question and you start sounding wishy-washy, you’re not going to give the customer the experience anyone wants,” especially clients who are interested in more expensive tires and wheels.

Another thing customers value is the dealership’s visual appeal. “I like to keep my dealership neat and clean. If you have a customer coming in with a $200,000 car, they want a certain level of cleanliness and (want to) feel comfort-

Rolling Stock Inc., which is located in San Francisco, Calif., has established itself as a “go-to” source for HP/UHP tires and wheels, says Adam Hassett, its CEO. “Our reputation and reviews support that.”

able that their car is going to be safe.”

According to Hassett, having state-ofthe-art equipment is important, but the knowledge of the person operating those machines is even more critical.

Rolling Stock has established itself as a “go-to” source for HP/UHP tires and wheels.

“Our reputation and reviews support that. If you’re a potential customer and you’re close to our area and you’re looking” for new tires and wheels, “you’re probably going to come across us.”

Making the online sale

In many ways, BB Wheels is not your typical tire dealership. It was founded by a commercial banker who started selling wheels on the side via Craigslist.

Eventually, Shannon Bertram’s side hustle resulted in far too many phone calls for his wife to handle while she was home with their young children and he was at work at the bank. So he built a website.

Within about three months of the website going live, Bertram said he had to convince his brother to join him in the business. That was in 2010.

“And it’s just been a nonstop upward trend ever since.”

Based in a small town in Minnesota, BB Wheels has grown to encompass both tires and wheels.

In 2023, Bertram says tires — including HP and UHP tires — accounted for about 70% of the company’s sales.

Bertram is CEO and Dean Goebel is president of BB Wheels. They both refer to it as their unintended business, but Goebel says it has solidified itself as “being a legitimate business.”

Throughout its 14 years, BB Wheels has sold all types and sizes of consumer tires and sales have followed a trend noticeable throughout the tire industry in the last year: consumers are trading down.

Goebel says BB Wheels customers

SUCCESSFUL DEALERS

“are gravitating towards more value brands or a little lower down the food chain, in terms of cost. They’re becoming very cost-conscious.”

Bertram says the evidence of that trade-down effect was obvious as he analyzed the company’s most popular tire brands of the last year.

“We’re seeing a shift where those lower-cost brands are pushing up (the list).”

While tire installation has been on the docket, for now BB Wheels has remained an e-commerce operation. (BB Wheels partners with another company to mount and balance tire and wheel assemblies customers purchase.) Otherwise, products are mostly shipped by a tire distributor on the company’s behalf.

“Our focus is to be operationally efficient, ship things out very fast, provide good customer service, provide good pricing and still maintain that small, family-owned feel,” Goebel says.

Wheel fasteners 101

THREAD PREP, HUB PREP, RETORQUE AND MORE

By

TMike Mavrigian

he all-too-common practice of blindly slapping wheels onto a vehicle and quickly banging the wheel fasteners with an impact gun simply must stop.

Education is extremely important, especially for those young technicians who are just starting their careers and may not have been properly trained to service alloy wheels. All too often, wheel installation is viewed as an afterthought in order to get the vehicle off the lift during a busy day.

The importance of wheel fasteners, whether nuts or bolts, cannot be over-emphasized. The connection of wheels to the vehicle’s hubs is perhaps the most important aspect of any vehicle because this is what secures the wheels to the vehicle. The vital importance of this should be obvious.

Note that we’re not using the generic terms “lug nuts.” While the majority of your service work likely involves wheels with stud-equipped hubs that are secured with nuts, some European brand vehicles utilize wheel bolts.

The term “lug nuts” simply does not apply to all vehicles.

While we have discussed wheel fastener seat styles, thread sizing and fastener installation in previous editions of the Performance Handbook, here we’ll cover additional areas.

Attention to detail

We’ve discussed wheel fastener tightening/applied torque in the past, but the following always bears repeating. Since this article is targeted at performance applications, we can assume that when we discuss wheels, we’re referring primarily to lightweight OE or aftermarket alloy wheels.

As a result, when we discuss installing and clamping the wheel onto the hub, we’re mindful of appearance issues, as well as function. Appearance-wise, we need to avoid any potential for scratching/marring of the aluminum finish. Performance-wise, we need to make sure that each wheel is properly secured in terms of clamp load and to avoid any potential lateral runout issues.

Lateral runout can occur if the wheel hubs are not mated evenly/flush with the wheel or if wheel fasteners are tightened incorrectly or unevenly. This can result in either wheel or hub distortion (warp). A warped hub/brake disc will result in a bouncing brake pedal.

For restoring male threads like wheel hub studs, one option is to use twopiece “clamshell”-type thread tools. The two halves are placed together on each side of a stud, with the hex portion at the base of the stud, against the hub flange. A socket wrench is placed over the hex and the tool is slowly rotated off the stud. If the stud threads are damaged, replacing the stud is the only option.

PHOTOS: MIKE MAVRIGIAN

Another option for cleaning threads is a one-piece chaser nut. Run the tool over the stud and back it off. This is only for cleaning threads of stubborn material or restoring thread profile. If the stud has been damaged or compromised, replace the stud.

WHEEL FASTENERS

While it’s tempting to use an impact wrench for wheel installation, it’s best to avoid using an impact wrench to remove the fasteners, as this runs the risk of marring the wheel’s fastener well/pocket. If you insist on using a pneumatic or cordless impact wrench, be careful to use only a socket wrench that safely clears the wheel’s fastener well. (More on this later.)

However, when installing alloy wheels, never use an impact gun. It’s easy to get slam-happy with a half-inch drive gun, but unless you’re in an endurance race that requires time-sensitive wheel changing, there is no reason to ever approach a customer’s alloy wheel with a pneumatic or cordless electric tool.

As noted, the reason to avoid using an impact gun during removal is simply to avoid scratching the fastener pockets of the wheel. However, if you insist on removal with a gun, use only a clean socket wrench of the appropriate wall thickness. If the socket wrench provides a tight fit within a recessed fastener pocket, the outer surface of the socket will rub and mar the aluminum finish in the fastener well.

If using a power tool to drive the socket wrench for wheel removal, run the gun at a slower speed and pay strict attention to holding the wrench steady and in line with the fastener.

Also use only the style of socket wrench appropriate for the fastener. For instance, if the fastener features a six-point hex, use only a six-point wrench. Do not use a 12-point wrench. While it may get the job done, using a mismatched socket wrench can easily mar/damage the fastener head hex edges.

The reason to avoid using an impact gun to install the fasteners is even more simple: it’s just plain wrong.

Whether we’re dealing with a bargain-basement, impurity-riddled aluminum casting or the finest and strongest billet, forged or investment-cast alloy wheel, proper clamping force is critical for both wheel care and performance.

For one thing, overtightening can gall or deform the wheel’s fastener pocket seats — essentially over-compressing the seat area. Overtightening, in its extreme, can create a fracture in the alloy, which can lead to an eventual wheel failure. Excessive overtightening or unequal tightening can easily distort both the wheel center section and/or the hub. Considering the lightweight rotor hats featured on many of today’s vehicles, that’s an open invitation to disc brake warping and brake pedal pulsation, which will be unacceptable to the customer and is perfectly avoidable.

My point? When dealing with expensive alloy wheels, pay attention to the details and take your time. Granted, time is money and you don’t want to tie up a bay needlessly, but doing the job right is more important.

While we’re on the subject of torquing wheel fasteners, avoid the habit of waiting to tighten the fasteners with the vehicle load fully resting on the tires. Ideally, the vehicle should be raised, with no load on the tires and wheels. This keeps the wheels centered on the hubs and the wheels are kept fully mated against the hubs.

As already mentioned, avoid using an impact wrench. Granted, this makes the task easier and faster, but can easily result in inaccurate and uneven clamping load. Only use a calibrated torque wrench. Either have an assistant apply

Here are some examples of what not to use. One the left is a thick-wall impact

socket. If the aluminum wheel features deep fastener pockets/wells, test fit the socket by hand first to make sure it clears the inside of the well. If too tight, it will mar or gouge the aluminum. Don’t assume the socket you’ve normally been using will fit every alloy wheel.

example of a socket wrench’s close fit to an alloy wheel’s fastener well. In this situation, a thick-wall impact socket would not clear properly. Always check socket fit to the wheel before fastener service.

grade

An

To prevent galvanic corrosion between dissimilar metals (aluminum and steel), consider applying a thin film of a quality anti-seize to the hubface. This will make it easier to remove the wheel in the future.

WHEEL FASTENERS

the brakes while the vehicle is raised, allowing you to fully torque the fasteners, or while the vehicle is raised, apply a minimal torque obtainable without the wheel turning (for example, 40 ft-lb or so.) Then gently lower the vehicle until the tires make contact with the shop floor — just enough to prevent the wheel from turning — and finish the torque procedure. Yes, using torque-stick tools with an impact wrench is viable, but increased accuracy and wrench control are best achieved with a manually operated torque wrench.

Should you apply lube to wheel studs or nuts? In most cases, the vehicle manufacturer specifies that the nuts should be installed dry, with no lube. Applying oil, grease or any other type of lube can result in over-torque, as thread friction is reduced.

However, some manufacturers may recommend a lubricant. An example involves the use of hardened aluminum wheel nuts to prevent possible galling due to galvanic action between aluminum and steel. If in doubt, read the service manual!

Cleanliness and condition of both male and female threads is the over-riding concern.

Thread prep

As far as thread preparation is concerned, initially make sure the threads are clean and free of dirt, grease, grit, etc. A cleaning solvent or hot water and a degreasing agent — along with a wire brush — will enable you to clean most threaded areas. If unable to clean due to corrosion or hard debris particles, replace the fastener (nut, bolt or stud).

As far as wheel fastening is concerned, specifications are generally listed based on dry threads, but always follow the vehicle or wheelmaker’s instructions, as they may vary. Improperly applying oil, grease or moly to the threads where lubes are not required will result in inaccurate torque values. (You’ll end up overtightening.)

If you use aluminum wheel nuts, which are popular in some racing situations, including certain OEM Porsche applications, a thread lube may be required to prevent thread

Proper, even clamping force is absolutely mandatory. Use only a calibrated torque wrench and torque to specifications. Do not guess. Tighten all fasteners in a criss-cross pattern to apply even clamping load across the entire bolt pattern. Never tighten in a circular clock pattern.

Citing the Porsche Carrera GT as an example, the wheels are secured using a center nut system. This vehicle also features a combination of both right-hand and left-hand threaded spindles.

The Carrera GT’s passenger side spindles feature left-hand threads. The center nuts are color-coded blue for easy identification.

WHEEL FASTENERS

galling due to the frictional interaction between steel and aluminum. Aluminum wheel nuts used by some automakers are typically made from a very dense, strong 7075 alloy and will function properly if handled correctly.

If threads are compromised (dirty, slight burrs etc.), this can often be rectified. If wheel stud threads are not smooth and clean, various thread chasing tools are available.

One-piece chasing dies can be simply threaded on fully and then backed off. Two-piece chasing dies are also available. The two halves of the tool are placed over the stud base, A socket wrench is placed onto the tool hex, which secures the tool’s halves together, Slowly walk the tool off of the stud, turning it counterclockwise/unthreading. Of course, if the threads are badly damaged and the integrity of the threads have become weakened/compromised, the only recourse is to replace the offending stud.

If wheel nut threads are dirty and/or compromised, it’s best to replace with a fresh, new nut. If you must save the original nut, a thread chaser tool can be threaded into the nut and then removed.

If you are unfamiliar with chaser taps, a chaser tap is designed to clean and re-form the existing threads, as opposed to a conventional tap, which would cut and remove metal. Never use a cutting tap to restore a nut or any female thread. Cutting taps are designed to create new threads. If existing threads require cleaning/reforming, only use a dedicated chaser tap.

Importance of clamping loads

With regard to wheel installation, clamping load refers to the force generated to maintain the mating of the wheel to the hub. Clamping load is achieved as a result of fastener tightening. When taper or round seat wheel fasteners are tightened, an interference fit between the fastener and wheel is experienced. If either type of fastener is undertightened, they can loosen during operation. If overtightened, the fastener can become fatigued and can deform the material in the wheel’s female seat pocket, which can result in fastener loosening. The shape of the radiused seat reduces the effect of overtightening since contact pressure is more evenly distributed than with a taper seat style.

Overtightening can also stretch the wheel studs or wheel bolt shanks beyond their elastic range. All bolts or studs are designed to stretch a miniscule amount when optimal clamping load is achieved. This elasticity of the stud or bolt is what helps to secure the wheel on the hub. When torqued to specification, this is referred to as achieving the proper “clamping load.”

If the stud or bolt is excessively overtightened, it’s possible that it will stretch beyond its yield point, losing its “rubber band” effect. If stretched beyond the yield point, the stud or bolt becomes so weak that it cannot provide the clamping load needed. The result: the fastener loosens or the stud or bolt shank breaks.

In short, tighter is not always better. Always follow the torque specifications listed by either the vehicle manufacturer or by the wheelmaker. Don’t guess. Take the time to

The driver side features right-hand threads, with the nuts color-coded in red.

Demonstration example of the Porsche tool on the left-side wheel. Here the tool is set up to loosen the right-hand thread center nut. The black brace rests against the wheel spoke. The operator simply sets the torque wrench to 128 fit-lbs. Manually applying this torque, the tool delivers 407 ft-lb of force.

The Carrera GT requires the use of a special wheel nut tool that properly engages the nut’s splined drive surface and allows the specified 407 ft-lbs of tightening torque. The tool’s gearbox design serves as a torque multiplier, eliminating the need for the installer to manually achieve this extremely high torque.

WHEEL FASTENERS

pick up a calibrated torque wrench and tighten all of the wheel’s fasteners, in the proper sequence, in several steps, to achieve final — and equal — torque values.

And when installing wheel fasteners, in order to obtain accurate torque value, operate the torque wrench in a smooth movement. Avoid jerking or tightening too quickly.

Retorque

Especially when dealing with alloy wheels — and in particular, when dealing with brand new wheels being installed for the first time — it’s important to check and re-torque the fasteners at some point.Due to potential metal compression/ elongation and thermal stresses, the clamping loads may change during initial use.

When rechecking torque value, wait for the wheels to cool to ambient temperature. (Never torque a hot wheel.)

Loosen and retighten to specified value, in sequence. Performing this extra step may seem unnecessary to some, but it serves to verify final operating clamp loads.

Hub preparation

Don’t focus your attention only on the wheel. Before considering mounting the wheel to the vehicle, first pay attention to the brake rotor and hub. Prior to installing any steel or alloy wheel, the hub and rotor surfaces must be clean and free of any foreign debris to allow the wheel to mate evenly to the hub and rotor hat.

Hard deposits or an uneven surface can adversely affect the clamping load and can result in lateral runout. Lateral runout refers to the wheel “walking” left-to-right and frontto-rear, preventing the wheel and tire from running true and effectively creating a perhaps small but constant toe change as the vehicle rolls down the road.

Especially when you’re dealing with alloy wheels, be aware that you are mating alloy, usually aluminum, to a steel rotor and hub. Because of the dissimilar metals, aluminum-

to-steel contact can result in electrolysis/galvanic action, where ferrous (steel/iron) and non-ferrous (aluminum) materials can interact to create corrosion that can cause the wheels to stick to the rotors/hubs over time.

If this occurs, over time, the wheels may become very difficult to remove, essentially bonding the wheel to the rotor or hub. (Ask any truck technician who services trucks that feature dually rear wheels, where the inside wheel is steel and the outside wheel is aluminum.)

If corrosion is severe enough, removal of the outer aluminum wheels can pose a real challenge, often requiring large, heavy hammers, pry bars and lots of manual effort. It’s easy to avoid this.

While some premium aluminum wheels may feature hard anodizing or another treatment to aid in reducing this possibility, the safe bet is to apply a thin coating of an anti-seize paste to the hub surface or in the case of dually rears, between the alloy and steel wheels. (High heat copper anti-seize is usually a good choice.)

Avoid over-application to prevent excess lube from migrating onto the brake disc. A light application goes a long way.

This will make it easier to remove the wheel in the future, minimizing that chance of the wheel being stubborn to separate from the hub.

Clean and apply anti-seize every time an alloy wheel is removed/installed.

Center pin/pin drive knock-off system

It’s not likely you will encounter a pin-drive wheel system in your shop, but this is an approach that’s worth understanding. Many race cars — as well as a few vintage street cars, including some vintage Corvettes, Ferarris, AC Cobras, etc., as well as some late model exotic new cars, such as Porsche’s Carerra GT — may feature a wheel fastening system that involves a single large center nut.

Unless your shop serves vintage/collector customers, you are unlikely to service vehicles like the legendary Ford Shelby AC Cobra that features pin-drive knock-off wheels. But it’s nonetheless interesting to be at least aware of this type of wheel mating. The wheels are secured to the hubs via center nuts that feature three “spinner wings.” Since this does not allow the use of a wrench, a dead-blow lead hammer is used to hit the wings during installation or removal.

WHEEL FASTENERS

Commonly called “center nut,” knock-off” or “pin-drive” wheels, this features a large center hole in the wheel that slides over an extended male threaded spindle. A large center nut — this may be splined or hex, sometimes featuring two or three large “wings” — secures the wheel to the hub. This system is often called a “knock-off” because in the case of winged center nuts, a large lead hammer is used to loosen or tighten the center nut, where the nut is winged.

The term “pin-drive” refers to several short, stubby dowel pins located on the hub face that engage into holes on the rear of the wheel center. Locating the wheel onto these pins prevents the wheel from rotating in relation to the hub. As a generic description, the terms knock-off and pin-drive are often synonymous.

Most pin-drive/knock-off setups will feature right-hand threads on one side of the vehicle and left-hand threads on the opposite side. Most commonly, this will involve right-hand threads on the left side and left-hand threads on the right side. This is done, theoretically, to compensate for rotating centrifugal force in an effort to prevent accidental nut loosening as the car is driven forward. It’s critical to recognize this potential combination of right and left-hand threads before attempting to loosen a left-hand thread nut by trying to rotate it counterclockwise.

A vintage example of a pin-drive wheel is a 427 or 289 AC Cobra featuring Halibrand knock-off wheels. The knock-off nuts — referred to as spinner nuts — on the Cobra feature three wings. These provide a leverage point for service. Using a heavy lead hammer, hit the wings in the appropriate direction to loosen or tighten the wingnuts. Lead hammers are employed to reduce damage to the aluminum wing nuts since the softer lead deforms instead of deforming the aluminum.

As an example of a fastener system employed on a latemodel exotic (i.e. expensive) vehicle, threaded center nuts on the 2005 Porsche Carrera GT feature a spline-type wrench engagement, requiring a special dedicated Porsche tool for service. This socket tool is part of a “torque-multiplier” Porsche tool kit. The socket engages the nut, while a special torque multiplier gearbox attaches to the socket.

The Porsche torque specification for these nuts is a whopping 407 ft-lbs, obviously far beyond the application of most conventional torque wrenches. That’s where the torque multiplier comes in. Simply adjust your existing torque wrench to 128 ft-lbs and attach it to the multiplier tool. As you pull to 128 ft-lbs, the multiplier gearbox converts this amount of force into an effective 407 ft-lbs. The tool isn’t cheap — it costs around a cool $2,000 at your local Porsche dealer — but it makes the job easy and precise.

The Porsche center nuts also are color coded, to aid in location. Blue nuts are for the right side of the vehicle (passenger side) and red nuts are for the left (driver side). This is important because the passenger side features left-hand threads and the driver side features right-hand threads. The use of left-hand and right-hand threads will vary depending on the vehicle — another reason why it’s important to read the service manual if you are unfamiliar with the vehicle at hand.

Loosening or tightening is done by brute force, using a lead hammer. Since the lead is softer than the aluminum spinner nut, the lead is somewhat sacrificial, avoiding damage to the nut wings. A combination of right hand and left hand center threads is usually featured. But due to numerous replicas out there, it is critical to first determine if left-hand threads exist and on which side of the car they exist. And the wheel must be fully seated to the hub, meaning that all locating dowels must engage into the locating holes near the hub.

Naturally, since only a single large nut secures the wheel in place, you want to make certain that the nut won’t accidentally loosen. In addition to achieving the specified torque value when tightening the nut, a back-up system is often employed to maintain the nut’s position. If the nut is the wing-nut style, stainless steel safety wire can be used to ensure against loosening. (The wire is run through a small hole in one of the wings to a small hole in a wheel spoke.) In the case of the Porsche Carrera GT, the alloy nuts feature a spring-loaded tab that engages in a spindle slot.

Mike Mavrigian is the editor of Performance Handbook’s sister publication, Motor Age. He has written thousands of automotive technical articles involving a variety of specialties, from engine building to wheel alignment, and has authored more than a dozen books that crisscross the automotive spectrum.

Here’s an example of an AC Cobra front hub. Note the series of dowels on the hub. These engage into shallow holes on the rear of the wheel to register the wheel to the hub. The threaded large-diameter spindle is threaded to accept the winged spinner nut.

Tips for mounting machine maintenance

WHAT TO WATCH AND WHEN TO REPLACE

By

Kim Klimas

Mounting high performance (HP) and ultra-high performance (UHP) tires can be a complex process due to varied tire/wheel sizes, the high risk of wheel and tire damage and other factors. Mistakes can be costly.

Tire mounting machines make the process easier, bringing speed, accuracy and consistency into the equation. But keeping mounting machinery properly maintained does take work.

“A tire machine is the most used and abused piece of equipment inside a tire shop today,” says Kyle Harris, senior project manager at Coats Co. “Shop owners and technicians look to tire mounting equipment to perform duties safely and quickly every workday. A tire machine never gets a day off.”

“Keeping up with tire machine maintenance allows tire shops to keep throughput high and problems non-existent,” says Harris, who adds that components can experience very high wear rates, especially in busy shops, where output is high.

Jim Hudson, product manager for tire changers at Hunter Engineering Co., says “a good analogy is the brakes on a car. Lots of city driving and hard braking wears brake pads faster than the same vehicle being driven all-highway.

“Similarly, extreme service can wear moving, pivoting and sliding parts faster. This leads to undesirable free play, which can lead to operational problems.”

When thinking about replacing equipment, several factors should be considered, says Jim Hudson, product manager for tire changers at Hunter Engineering Co. “Are you turning away tire service because you cannot service certain assemblies? Are technicians having trouble with certain assemblies because of outdated technology? These are indications that you need new equipment.”

PHOTO: HUNTER ENGINEERING CO.

“As a tire machine wears, many of its pieces and parts become loose and unserviceable,” notes Harris. “This means the tire machine is more likely to cause damage. Bead looseners, as well as swing arms and clamping jaws, can all wear and become loose over time, making the machine feel sloppy and imprecise. This is a recipe for damaged wheels and ripped tires.”

What to watch

A single scratch or gouge on a tire may not look alarming to a non-discerning eye, but when it’s on a costly, ultra-high performance tire, this has the potential to cost you in both profits and reputation.

To avoid these types of issues, Dave Wiederschall, BendPak Inc.’s national accounts manager, shares these tips:

Keep spare demount/mount heads to prevent machine downtime. Demount/ mount heads wear over time and without them, tires cannot be changed.

Replace pneumatic cylinder valves as soon as possible. If shop air is uncontaminated and they are regularly lubricated, pneumatic cylinders can last a long time. However, the seals themselves do wear out. Replacement will keep contamination and moisture out of the cylinder body. Seals are cheaper to replace than an entire air cylinder.

Replace the filter regulator lubricator (FRL) regularly. The FRL typically sits on the back of the machine and has few moving parts to wear out. However, the housing can become damaged due to activity around the machine. A tire changing machine should not be operated without the FRL.

Chuck Searles, training manager, equipment, at Snap-on Inc., says that tire changers “are built to endure rigorous use, with components such as mount/demount heads and protection covers or slides requiring frequent inspection due to wear.

EQUIPMENT

“Additionally tire changers rely heavily on pneumatic cylinders for their operation. These systems have internal seals that require lubrication. Tire changers should have an air/water separator and lubricator assembly on them that need to be checked and serviced according to the machine’s usage volume.”

Searles recommends weekly inspections to ensure optimal functioning. “Neglecting proper lubrication and air supply can lead to premature equipment failure,” he says.

Hudson says also watch for bent or broken parts, which can damage wheels.

“Regular maintenance of a tire mounting machine ensures that the machine will operate smoothly over a long period of time,” says Weiderschall.

“A tire mounting machine is an important investment for a shop and an important service to customers. If

PHOTO: BENDPAK INC.

this machine is not working properly, it means lost productivity and lost business.

“In addition, if a tire mounting machine needs repair, it may damage a customer’s wheels or tires, thus causing added replacement expenses and unhappy customers. It is always best to proactively inspect and repair tire mounting machinery before costly issues arise.”

When to replace or repair

Tire mounting machines are built to endure rigorous use and repairing parts is frequently a workable option, but all machines must at some point be replaced to ensure safe operation.

Hunter Engineering’s Hudson says that “machine age is a big factor in the repair versus replace decision.”

“The crucial thing to understand about tire mounting equipment is (the) constant exposure to abuse,” says Snapon’s Searles. “Consequently, it becomes more important to thoroughly check machines over for operational safety and their ability to continue removing or installing tires without unnecessary loss. If expensive components need replacement and the tire mounting machine is older, it may be time to consider replacement.”

Some tire dealers simplify the decision-making process by establishing

specific criteria to aid in determining the best course of action.

“This can include the number of repairs made on the machine, cost of the repairs, age, model type, etc.,” says Hudson.

But he emphasizes that determining a course of action does not have to be that scientific. Common sense is equally as valid in making a decision.

“Are you turning away tire service because you cannot service certain assemblies? Are technicians having trouble with certain assemblies because of outdated technology? These are indications that you need new equipment.”

Wiederschall agrees that staying up-to-date is crucial. He suggests dealers invest in new machinery when “a pattern of lost business is beginning to occur as a shop’s current tire mounting machines cannot meet the tire changing criteria of new wheel and tire designs, technologies and customer replacement requests.”

Keeping up with emerging tire technology and trends comes with a lot of advantages for dealers.

“Investing in a new, more capable tire machine to pursue a fleet account is a great way to open up new revenue streams,” says Harris.

“The decision, of course, has a lot to do with the unit’s overall volume and the shop’s requirements for particular

features that the previous unit lacked,” says Searles.

“The market is now full of vehicles with stiffer sidewalls (and even) runflat tires, as well as low-profile, high performance tires.

“Tire mounting machines without power assist features to help fit these newer sidewall designs means your shop is less productive than the competition. These features can help bring in new business.”

“A tire changer needs to be able to safely service the tires and wheels your customers are bringing to your shop and also the ones you want them to bring to your shop,” says Harris.

And if a machine is no longer able to safely change modern tires, it should be upgraded, he adds. “Safety is always paramount when discussing shop equipment. If a tire mounting machine can no longer safely change modern tires, it should be updated.”

Some best practices

HP and UHP tires and custom wheels can present challenges when mounting. It’s important to use the right equipment and to ensure your technicians are properly trained to help minimize frustration, keep tires damage free and minimize errors.

“Aside from making sure your equipment is capable, (i.e., lever-less

Preventive maintenance programs

Keeping equipment operating optimally does not have to add hours to your day. Machine maintenance can easily be outsourced to companies with preventive maintenance programs.

According to Coats Co. representatives, contract maintenance plans are a great way to maximize uptime, adding that Coats technicians can keep tire mounting machines and balancers up and running and can oftentimes make repairs and perform maintenance before there’s a problem.

Establishing a good schedule for inspections, maintenance and cleaning is also essential for prolonging the lifespan of high-performance and ultra-high performance tire mounting equipment, say officials from Snap-on Inc..   Hunter Engineering Co. officials say the company has a field service team consisting of technican and training representatives who can customize visits and procedures.

BendPak Inc., through its Ranger brand, recommends that their tire changing machines follow a regular preventive maintenance schedule and the company provides a comprehensive list of regular preventative maintenance actions in the owner’s manual of its machines.

Dave Wiederschall, BendPak Inc.’s national accounts manager, recommends that tire dealers invest in new machinery when “a pattern of lost business is beginning to occur as a shop’s current tire mounting machines cannot meet the tire changing criteria of new wheel and tire designs, technologies and customer replacement requests.”

mount head, multiple press arms/rollers, etc.), I would simply recommend that technicians take their time and remember the basics,” says Hunter’s Hudson.

“Things like tire lube and drop center apply to all tire changing jobs. High performance tires and wheels are expensive and taking a little extra time to do things right is a best measure that will absolutely save time and money for your shop in the short and long run — an idea that every tire dealer can get behind.”

“Knowing the correct procedure and using the correct accessories can make changing even the toughest tires quick and easy,” says Coats’ Harris.

“Applying a good paste lube is a great way to keep technicians fast and careful.

“Having two independent pressing devices to push the tire into the drop center is a bare minimum these days. A wheel lift is a great way to help lift

Chuck Searles, training manager, equipment, at Snap-on Inc., says it’s important to check machines for operational safety “and their ability to continue removing or installing tires without unnecessary loss. If expensive components need replacement and the tire mounting machine is older, it may be time to consider replacement.”

PHOTO: SNAP-ON INC.

those heavy, large-diameter custom assemblies and prevent technicians from straining their backs.”

Snap-on’s Searles says features “such as integrated bead assist arms play an essential role in helping users keep the tire properly positioned in the center of the rim, which is a key part of the process. Ensuring that the tire stays seated within the drop center throughout both removal and installation stages greatly helps with operational efficiency.”

And don’t overlook the role of skilled technicians.

Wiederschall, BendPak’s national accounts manager, says employing tire technicians “who are adept at and current with these new products and operating equipment is a high priority.

“This means having tire technicians who respond well when faced with the latest generations of modern high-performance vehicles with high-end wheels and tires and who understand how to work with the customers who want the latest services.”

After my dad sold our successful tire store in 1986, he reluctantly loaned me 3,000 bucks to start my OEM wheel business He said, “I think you need to sell tires too ” I replied, “Dad, we’re going to specialize ”

Three years and $97,000 later, I offered to pay him back He said, “Oh no, keep that money and keep going!” It worked because I knew I could help dealers at a time when factory wheels began to get complicated

Today, with over 30 dedicated people and two facilities covering more than an acre, we are still helping dealers I am all in for our industry

Billy Eordekian President

Billy

PHOTO: HUNTER ENGINEERING CO.

22 tips to perfect tire balancing

HP AND UHP ASSEMBLIES REQUIRE PATIENCE AND PRECISION

By

DJoy Kopcha

o you know the most common cause of vehicle vibration complaints in modern automobiles?

Greg Meyer at Hunter Engineering Co. says it’s wheels and tires. And that means the proper balancing of wheel and tire assemblies has never been more important. That is especially true as it pertains to high performance (HP) and ultra-high performance (UHP) tires and wheels.

“Even drivers of pickup trucks demand a smooth ride today,” says Meyer, a senior product manager for Hunter.

The training team at Snap-on Inc. says the combination of lowprofile sidewalls, high-traction tread compounds and aggressive tread patterns all can make balancing high performance and ultra-high performance tire assemblies even trickier.

Lots of factors contribute to getting it just right. But Snap-on believes spending an extra 20 or 30 seconds is worthwhile to prevent comebacks and ensure customer satisfaction.

Professional technicians are well-served by following proper techniques and using well-maintained equipment. And as Meyer notes, independent tire dealers reap the rewards when consumers receive top-notch service.

Hunter Engineering Co.’s Greg Meyer says high performance tires are particularly sensitive to vibration issues. Solving those begins with proper mounting and balancing techniques and a diagnostic balancer also can quickly help measure vibrations.

BALANCING TIPS

“Providing a smooth ride to every customer makes you more likely to succeed in today’s market,” he says.

With so much riding on those smooth rides, we asked the manufacturers of balancing equipment to break down common problems and misconceptions as it pertains to balancing HP/UHP tires and wheels.

Experts from three equipment makers responded with 22 tips to help tire technicians get the job right the first time.

Kyle Harris, product manager, Coats Co.:

Wheel not properly centered: Balancing today’s high-performance wheels requires the utmost attention to detail when it comes to mounting on the balancer. A UHP tire and wheel combo that is not centered on the balancer will not balance properly. The best way to balance any wheel on a balancer is to use a double-sided collet from the back side of the wheel. For many years, electronic wheel balancing was performed on steel wheels simply using a cone from the front side of the wheel. Wheels are designed to center on the vehicle from the back side. This is why when balancing using a collet from the back side is the best way to accurately center a wheel. Also using a collet rather than a traditional cone means no chance of cracking expensive plastic cladding on OEM wheels. For today’s UHP tire and wheel combinations, centering from the back side of the wheel with a collet is the best way to ensure a well balanced assembly.

Incorrect mounting: The days of using a cup and rubber ring on the outside of a wheel when balancing are long behind us, as an industry. Today’s heavy and large diameter assemblies require that the wheel be uniformly set against the collet for proper centering. Using a cup with a rubber ring can cause the wheel to climb the collet improperly when the wing nut is tightened, leading to a non-centered condition. In addition to this, rubber rings can scratch and mar the finish on sensitive, high performance wheels. Using a pin plate or a flange plate is

the best way to ensure that the wheel climbs the collet evenly when the wing nut is tightened. It also protects the wheel from damage caused by dirt and debris that may be embedded into the rubber ring.

Wheel is heavy and difficult to mount on balancer: High performance wheels and tires often come in large diameters and very high negative offsets. This can make keeping the wheel and the centering tooling lined up on the balancer shaft a challenge

while tightening down the balancer wing nut. Using a proper wheel lift for these wheels can not only prevent back and finger injuries to the technician, but can also help eliminate accidental damage to the wheel from any other tooling coming in contact with a black powder coated or polished finish wheel. Having a wheel lift present makes using the proper balancer tooling quick and easy for a technician even when the wheel’s weight exceeds 100 pounds.

PHOTO: COATS CO.

PHOTO:

A key to balancing today’s high-performance wheels is in the details, says Coats Co.’s Kyle Harris. “A UHP tire and wheel combo that is not centered on the balancer will not balance properly.”

When a technician is ready to begin balancicng, Harris says it’s worthwhile to look at the wheel. “An inspection of the wheel can tell a technician a lot about how a wheel should be balanced,” he notes.

COATS CO.

BALANCING TIPS

Balancer is not in the correct mode: When a technician is working at a busy shop and is faced with balancing a set of UHP tires and wheels, sometimes paying attention to the small details can make a huge difference. An inspection of the wheel can tell a technician a lot about how a wheel should be balanced. For example, does this UHP tire and wheel combination have provisions for clip weights on the inner plane? If so, the technician should take note and place the balancer in clip/ tape mode and measure the wheel appropriately. Does the wheel have spokes that the technician can hide the weights behind on the outer plane? If so, place the balancer in ‘behind spoke mode’ and place wheel weights strategically behind spokes. Also if the wheel is black, have an assortment of black adhesive weights in the correct

denominations to make these wheels look great when they are balanced.

Aftermarket wheels vibrate and hub-centric rings are missing: Aftermarket wheels can often be used on multiple vehicles requiring the use of hub-centric adapter rings to adapt the wheels to different vehicle hub bore sizes. It is very common for these rings to fall out or become damaged during the process of mounting new tires and balancing a set of wheels. Many times, a technician will find these left on the balancer shaft or on the floor after the vehicle has already left. If the rings are missing or damaged, the wheel cannot center properly on the car and this will cause a vibration at speed. The best way to prevent this is to identify the presence of the hub-centric rings on a wheel before it is balanced and carefully remove them for balancing. Once balancing is complete, the rings can be

reinstalled. If the rings are missing or become damaged, simply replace the rings with a set made of a solid material, such as aluminum or polymer, that fits tightly against the hub of the vehicle and fits snugly inside the hub bore center of the wheel. If the wheel cannot be centered on the vehicle, it doesn’t matter how well balanced it is.

Greg Meyer, senior product manager, Hunter Engineering Co.:

Vibration: Vehicles with UHP wheels and tires are generally more sensitive to vibrations due to suspension designs. Customers who drive these vehicles are often more particular about their vehicles. It all starts with proper mounting techniques, proper lubrication and bead exercising (massage) to ensure the tire is on the rim properly.

A diagnostic balancer is essential for finding and fixing these issues before the customer does. You can’t find/fix what you don’t measure. Modern balancers can measure these vibrations without a time penalty.

Most problem assemblies can be fixed by just rotating the tire on the rim as prescribed by a diagnostic balancer. Centering problems are recognized by the industry as the number-one problem in balancing. If a wheel isn’t centered on the balancer, all of the points mentioned above are nullified. Verify proper centering with every new assembly. This can be done by spinning an assembly in static mode and noting the amount and location of the weight callouts. Without installing these weights, loosen and turn the assembly on the balancer shaft and spin again. The second callout should be within 30 degrees and 0.5 ounces of correction weight callout. If not, check your mounting setup and try again. You can also invest in a balancer that verifies centering for you automatically, so you don’t have to perform this procedure. Balancers are electronic machines that require calibration. Make sure you are calibrating your machine daily or invest in a machine that performs this calibration automatically.

Technicians and shop owners alike are well-versed in the pain points of comebacks. Meyer at Hunter says some unsatisfied customers don’t come back for a fix.

PHOTO: HUNTER ENGINEERING CO.

Tires causing vibrations: With proper tire mounting techniques and ForceMatching with a diagnostic balancer, only a few percent of tires will need to be returned.

Bad balancing causing vibrations: Yes, there are balancing mistakes that are made. Centering and improper calibration are two that are common and should always be verified. Centering and calibration can be perfect and still have vibration issues due to bent rims, tire construction or tire mounting issues.

Customer comebacks: Comebacks are like the tip of the iceberg. Many (customers) who are unsatisfied never come back and will likely not recommend your shop to others. The bulk of the problem lies beneath the surface of the water!

No time: On average, less than a third of assemblies need to be addressed with ForceMatching (turning the tire on the rim). This procedure

takes just a couple of minutes with a tire changer with bead rollers. Customer comebacks take more than an hour to address, which is much more costly. Lost business is even more expensive.

Swap and drive: This technique may work when there is a single assembly with an issue, but it becomes almost impossible when dealing with two problem assemblies. Often all four tires end up being replaced. This is an expensive proposition. In any case, this sort of diagnostic strategy is always time-consuming (and involves) lifting and driving the car multiple times and is generally considered a last resort.

Bead seating problem: Some believe tire issues are caused when the beads don’t seat properly. Studies have shown that in the majority of cases where assemblies have high radial force variation (road force) not caused by tire construction, the beads are seated in the bead seat area of the rim. The cause of the radial force varia-

tion is often due to bead stress. Think of the beads as being twisted as they slide into place, but they are in their proper location. The beads being twisted cause the tire to have inconsistent stiffness around the sidewall and cause variation as the tire rolls. Performing a bead massage can often reduce this stress and lower road force.

The road test: If you aren’t checking the quality of your work, your customers are doing this for you. If they find a problem, they are faced with the decision to bring the vehicle back or just deal with the problem. The latter probably means they won’t recommend your shop to their friends. A road test ensures the vehicle is performing up to the expectations of modern customers. Alternately, using a diagnostic balancer that measures road force is as good or better than taking the vehicle for a road test. You are road testing each assembly on the balancer. If this test is good, the vehicle will ride smoothly.

FLAT TIRES ARE THE WORST.

But just a single corroded, swollen, or cracked OEM two-piece lug nut could prevent you from removing your wheel when your lug wrench won’t fit. That could leave you stranded–making it so much worse.

Replace your OEM stainless steel cap lug nuts with lug nuts from McGard before this happens! McGard Tough Nuts® are guaranteed not to rust, swell, or break... EVER, ensuring you will always be able to remove your lugs–and your wheels, wherever you are.

BALANCING TIPS

Swapping isn’t always fixing: Swapping out tires can certainly fix an issue. But there are many cases where this won’t work. Putting a second tire on a bent rim will almost certainly not fix a problem.

In addition, you may be throwing away perfectly good tires, which are being improperly diagnosed due to poor mounting procedures.

Don’t move tires: Many times, assemblies have significant issues and moving tires just moves the complaint. There are vehicles, such as pickup trucks, where placing the bad assembly on the back can make the problem worse. The best answer is to ensure all assemblies’ road force is within specs. This guarantees a happy customer.

No eye tests: You can see if a tire is mounted on the balancer correctly by watching it spin — sometimes. Gross centering errors can be seen by watching the assembly spin on the balancer. Only 0.010-of-an-inch of centering error will cause just over one ounce of imbalance error and is almost impossible to see with the

human eye, but is more than enough to cause a vibration on some vehicles. A better method is to check centering as mentioned above. Using a balancer that verifies centering with each spin is also a good choice.

Some believe you can see if a tire is mounted properly by looking at the tire near the rim. This is usually not the case. Gross centering issues can be seen in this way, but this situation is very uncommon with modern assemblies. Tire construction issues are almost never visible and bead stress issues cannot be seen. You are better off roadtesting vehicles and using a diagnostic balancer with a load roller to be sure these conditions are not present.

Assembly runout does correlate to high road force in some cases. Other times, the assembly may have little to no runout, but still have high road force due to tire construction or bead stress issues.

Tom Bolenbaugh, training instructional designer, and Zach Christman, undercar training specialist, Snap-on Inc:

Determining if a HP or UHP tire assembly is truly balanced can be a tricky proposition. Many factors affect getting that perfect assembly off the tire balancer. Here is a list of six factors we will explore one by one, each having some degree of impact on the overall outcome of tire balance:

Proper tooling: Today, wheels are pretty precision-built. Rarely do we find a steel rim, except on base model vehicles, fleet trucks or trailers. We probably aren’t installing HP or UHP tires on steel rims. Everything else is typically an alloy rim. Inherently in the way(s) they are manufactured, they are usually very precise in their dimensions. The rim center, bolt pattern, flange diameter and runout, both lateral and radial, are held to minimum tolerances. Most OEM and high-performance rims are hub-centric. This means when the rim is installed on the vehicle, it is centered on the axle or spindle hub, not the lug studs. The hub-centric area of the rim is on the hub-face side of the rim.

With all that said, the tooling and precision pieces that center the rim/ wheel assembly on the balancer are very critical. Precision rim, precision tooling, precision balance! Tire balance machines come with a standard set of cones and a clamping cup. These are good starting points when used correctly. Properly, the cone always goes on the back side of the rim. They do have limitations, though. Cones often have a steep taper and may not fit the hub-centric area of the rim as precisely as needed. In some cases, cones can protrude enough to encounter the center cap opening, causing the assembly to be off-center — both laterally and longitudinally — when mounted to the balancer shaft. In the worst-case scenario, this could damage the rim. Cones are fine for steel rims since they are broached from the back side in all but a few cases.

The clamping cup also has limitations. If the rim has a larger center cap, the cup can be clamped against the face of the rim that the center cap covers. With a small center cap, the cup will mar the face of the rim, and worse yet, on plastic-clad rims, there is a chance of breaking the plastic when enough clamping force is applied. So what’s the alternative?

Collets and pin plates (or speed plates) are the better and more precise options. Collets have a shallow taper for a more precise fit to the hub-centric area of the rim. They are two-sided and come in various diameters to fit many different rim configurations. Because of their shallow taper, they only contact the hub-centric area of the rim, without affecting any other dimensions. There are even collets for light trucks and dually applications.

Pin plates provide the finishing touch to the precision mounting of the assembly, mimicking the lug nuts or bolts. These come in four-, five- and six-lug patterns. Four lugs can be used on eight-lug wheels; five lugs on small, 10-lug assemblies; and six lugs are even suitable for three-lug patterns (for servicing old Renaults). There are pin plates for large truck applications, as well.

Radial force vectoring is the force applied to the road due to an out-of-round tire assembly. Lasers measure the radial runout and the tire’s dimensional profile.

PHOTO: SNAP-ON INC.

BALANCING TIPS

All this tooling only works if it is used correctly. Collets and cones are always installed on the back side of the assembly to mimic how it’s mounted to the vehicle as precisely as possible.

Even slight misalignment — just a few thousandths of an inch — can cause significant static imbalance vertically or lateral imbalance at the flange point, leading to dynamic imbalance. Consequently, if balanced on the machine but not correctly mounted on the vehicle, the assembly would still be imbalanced.

Tooling and proper mounting to the machine are just the first steps in getting any tire and wheel assembly balanced properly. When it comes to the precision needed for HP and UHP tires and wheels, it’s one of the most important steps.

Rim runout: HP tires, with their low profile and specially constructed internal ply structures that provide superior lateral grip, acceleration and braking can be very sensitive to the rim they are mounted on. These rims need to be precise in every dimension. Any out-of-round or lateral irregularities can be directly transferred into the tire bead and internal structure.

Therefore, when an HP or UHP tire has been mounted to a rim, balanced properly using proper tooling and still has operational concerns at certain speeds, rim runout is one of several things to check.

Rim runout can be measured in two different ways, depending on the balancer being used. Some models can measure a bare rim using lasers and cameras. This is a preferred method since the tire does not block the bead seat of the rim. The bead seat is the most critical surface measurement and is referenced off the hub center and hub face. Any radial or lateral movement in the bead seat in relation to the hub center and face will be transferred into the tire bead, sidewall and tread surface, potentially causing imbalance concerns.

Another method involves measuring the inner surface of the rim with the tire still mounted, using a laser and camera to profile the rim, and counting the number of spokes and weight place-

ment locations. This method accurately measures the bead seat area where tape weights would be applied. This method is accurate since a rim is usually bent or warped the same on the inside as on the outside. Again, any rim irregularity will transfer into the tire and the road. Most new alloy rims will have some runout (0.000 to 0.006 of an inch). According to OEM service information, when runout exceeds 0.030 inches, it’s time to consider repair or replacement. Regardless of the measurement method used, it’s important to note the low point, average and high point on the rim.

Radial force vectoring: Radial force vectoring (RFV) is the force that is applied to the road due to an out-of-round tire assembly. With HP and UHP tires, these forces can be transmitted in greater amounts due to the tire’s construction, which provides superior braking and lateral acceleration. Unlike rim runout, there is only one way to obtain the measurements required to calculate RFV: the tire must be mounted to the rim.

To calculate RFV, the radial or vertical runout of the tire assembly is measured. Depending on the balancer, a laser and camera or multiple cameras and lasers are used to measure the radial runout of the tire and the dimensional profile of the tire. This measurement serves two purposes.

One is to calculate the RFV using the runout in thousandths of an inch. An algorithm considers the tire size, profile, aspect ratio and tire pressure to calculate all of this data. A number is then output, in pounds of force, that the tire assembly will exert on the road surface during each rotation. This number is used by the installer in conjunction with the tire manufacturer. When tire runout or RFV is measured, the machine will plot three different measurements: first order or one high point (resembling an egg), second order or two high points (resembling a football) and third order, three high points (resembling a threecornered hat).

While the second and third orders provide additional information, the first order high point is the important measurement.

The second and most useful measurement to the installer is simply the runout measurement. This measurement, along with rim runout, is used to match the tire to the rim. More on that will be discussed in tire indexing.

Lateral force: Lateral force is the force exerted by the tire in a left or right direction. This force may be more noticeable in HP and UHP tires due to their construction and profile. Tire conicity can be a cause of these forces. Think of rolling a paper cup across a table. It rolls in one direction. The

cup is at an exaggerated angle, but even an almost imperceptible angle working on a low-profile, high-grip tire can have an effect on vehicle direction. As mentioned before, multi-camera and laser machines look at the tire profile, aspect ratio, width and diameter across the entire tread surface, sidewalls and rim. This data is used to determine the best tire assembly placement on the vehicle to minimize tire lateral force affect.

If this advanced measuring is not available, try swapping the tire assemblies across the front axle on non-directional tires. Swap the tires on the rims if they are directional.

This properly mounted UHP tire assembly shows all of the appropriate tooling for the job. Snapon Inc. reminds technicians that the tooling “only works if it is used correctly.”

PHOTO: SNAP-ON INC.

BALANCING TIPS

Tire indexing: Tire indexing is simply ensuring that the tire and rim assembly (the wheel) is as round as possible. No tire is perfect. Imagine a wheel assembly slightly resembling an egg shape. Each time the high point makes contact with the road, it tries to press the tread into the road surface. Since the road won’t budge, the axle/spindle is pushed upward. The greater the magnitude of the high point, the greater the force exerted on the road (or amplitude). This high point generates a frequency linked to the assembly’s rotational speed or revolutions per second (hertz). This

mirrors the impact of an imbalanced wheel assembly on the vehicle.

Many vehicles are sensitive to tire frequencies between 12 Hz and 17 Hz, provided the amplitude is great enough. This is where an adequately balanced assembly can still cause vehicle vibrations.

Earlier we discussed rim imperfection. Tire indexing is where this measurement of rim runout comes into play. Now, we can use this understanding of rim imperfection to our advantage.

If a wheel assembly has an average high point measuring 0.030 of an inch high and a rim with a low point measuring 0.015 of an inch low, we can rotate the tire on the rim. By aligning the high point with the low

point during indexing, we reduce the assembly’s runout by 50%.

This indexing decreases the overall runout and consequently reduces the amplitude exerted on the vehicle axle/ spindle. This might be enough reduction in amplitude to address a vibration concern. However, in the case of an HP or UHP tire with a low profile and high lateral force capabilities, the internal tire structure could potentially amplify the force that is generated. Conversely, if the rim exhibits minimal runout while the tire has a lot, there may be no feasible solution and the tire may need to be replaced.

PHOTO: SNAP-ON INC.

Static balance: There are two types of balancing — actually, measuring — that modern-day tire balancers perform: dynamic balance and static balance. Dynamic balance implies the assembly is in motion, while static balance suggests it is stationary. However, modern balancers spin the assembly to measure the force generated by the imbalance making all balancing essentially dynamic.

What is being measured are two plane (dynamic) and single plane (static) imbalance/force. There are basically three parameters the balancer needs to calculate the weight required to counter the imbalance and its placement: the size of the circle where the weight will be placed, the distance between weight placement

planes and the spinning speed (rpm) of the assembly.

The balance method used on HP and UHP wheel assemblies is always dynamic (two-plane), the most common type of balancing.

Once the assembly is mounted to the machine and proper tooling centering and lateral positioning are confirmed, the balancer spins the assembly.

The indicated weight amounts and placements ensure a balanced assembly — typically within less than one-fourth of an ounce. This is due to the rounding off done by all machines, typically around 0.30 ounce. This (also) prevents chasing weights, since one-fourth of an ounce is usually the smallest available weight.

Most machines will have some type of non-round off function for those who want a zero balance.

While dynamic balance is usually sufficient, concerns such as a little nibble in the steering wheel, floorboard or seat may still arise and this can be addressed by static balance.

Static balance, alternatively referred to as residual static balance, is the result of the imbalance remaining after completing the two planes of dynamic balance.

Whether dynamic balance is done first or not, the balancer has already calculated the placement of static (single plane) weight based on force measurements, knowing the static plane location on the assembly. To achieve the optimal balance, addressing this residual static balance is essential.

Typically, a small amount of weight (one-fourth of an ounce) is required, placed at the center mass of the assembly.

Since it will be positioned toward the rim’s center, a tape-on weight is necessary.

The static balance is critical because it has a major influence on the vertical motion of the assembly, particularly affecting the spindle/axle.

Given the low-profile and performance-based design of HP and UHP tires, even a small amount of static imbalance can profoundly affect ride comfort.

A small amount of weight is needed to achieve optimal balance. Here, the tape weight is placed at the center mass of the assembly.

HP and UHP tires can be sensitive to the wheels on which they are mounted. That makes accurate rim runout measurements critical. Here, a laser is measuring the bead area.

PHOTO: SNAP-ON INC.

GROUNDSPEED’S VOYAGER HP ULTRA-HIGH PERFORMANCE TIRE DELIVERS ENHANCED HANDLING AND TRACTION PERFORMANCE. THIS UHP FEATURES THE FOLLOWING:

GX SILICA COMPOUND

Do EVs need HP/UHP-specific tires?

TIREMAKERS SPEAK OUT

By

Madison Gehring

PHOTO: PERFORMANCE HANDBOOK

Just under 1.2 million electric vehicles were sold in the United States last year, setting a new record, according to Kelley Blue Book.

With EVs now making up 7.6% of the market — up from 5.9% in 2002 — high performance (HP) and ultrahigh performance (UHP) tire installers will see more of these vehicles at their shops. But do EVs require HP and UHP tires? Tire manufacturers state their position in this Performance Handbook exclusive, while discussing the challenges in designing tires for EVs.

PH: Does your company see the potential to design, make and market HP/UHP-specific tires for EVs? If so, why? If no, why not?

Brandon Stotsenburg, vice president of the automotive division, American Kenda Rubber Industries Co. Ltd: Yes. Kenda is doing this for the Asian and EU markets that are expanding EV use more rapidly. For the (U.S.) region, vehicle applications and market acceptance are different and will ultimately determine the inherent demand for EV tires.

Michael Mathis, president, Atturo Tire Co: Atturo has taken the position that all of our tires may be suitable for use on an PH/EV-type vehicle, so long as they match the required load and speed ratings. The selection of the model and size is ultimately up to the consumer, properly guided by a professional tire salesperson, to match the tire to their desired performance. Atturo will remain responsive to the market and technology. We will offer the right tire to match market demand as it develops.

With electric vehicles (EVs), like these Teslas, making up 7.6% of the U.S. car population — up from 5.9% in 2002 — high performance (HP) and ultrahigh performance (UHP) tire dealers will see more of these vehicles at their locations.

Ian McKenney, senior product manager, Bridgestone Americas Inc.: At this time, we do not have any immediate plans to offer a specific high performance or ultra-high performance tire specific to EV applications. However, this is an area to watch as we continue to analyze market trends and consumer preferences as EVs grow in popularity.

Nate Dobbs, product manager, performance tires, Continental Tire the Americas LLC: No. All current Continental HP/UHP tires are designed for usage on both internal combustion engine (ICE) vehicles and electric vehicles.

Michelle Baggetta, director of North American high-performance category, strategy and planning, Goodyear Tire & Rubber Co.: At Goodyear, we are constantly updating and evolving our products to meet the demands of today’s consumers. Our focus at Goodyear is always staying close to the market and consumer demand. Being agile and able to adjust to consumer wants and needs will always offer potential for growth for the future of both markets.

Moonki Cho, product manager, Hankook Tire America Corp.: In short, yes, absolutely. As the EV category advances and explores various subsegments of performance similar to ICE platforms, there will likely be an opportunity to further tailor the segment. As for today, these initiatives are already underway and our iON evo summer tire is representative of that.

Walter Chen, product planning specialist, Maxxis International-USA: We continue to see growth potential in the EV tire segment and Maxxis is continuing to drive forward with EV tire innovations and technological developments.

Steve Calder, UHP EV product category manager, Michelin North America Inc.: Generally, no. All new Michelin tires are developed to be EVready with performances that resonate on both ICE and EV vehicles. With that

said, EVs are creating a new, small segment of drivers who focus primarily on range and noise over more classical UHP performance.

Jay Lee product planning director, Nexen Tire America Inc.: Yes, we have been supplying tires to various EV vehicle models globally from the past to the present and we are currently engaged in projects to supply tires to many EV vehicles. Therefore, we have sufficiently secured the technological capability to meet the demands of EV-specific tires.

Ian Coke, chief technical officer, Pirelli Tire North America Inc.: We believe that you want to optimize the performance of your vehicle, so you should have a specifically designed EV tire. You should get marked tires, too. If a tire has been marked for EVs, that means it was made with compounds and technologies specifically for EVs.

Ken Coltrane, vice president of marketing and product development, Prinx Chengshan Tire North America Inc.: Yes, we see the potential because EVs have been hyped-up as taking over

the world. However, as we follow the industry, many EV manufacturers are cutting back their EV production significantly. I’m not sure that now is the best time to introduce an EV tire for the tier-three replacement tire market. We will continue to monitor EV adoption in the marketplace and in the meantime, we will continue to develop sizes in our existing lines that match up with popular EV fitments.

Joaquin Gonzalez Jr., president, Tire Group International LLC (TGI): We do. The car parc today has over 2.4 million EV cars registered. We see this number increasing over the next five years as many manufacturers have begun releasing new EV models in their lineups. As these models start to hit the market, I do see more tires coming out with EVready specifications to account for that replacement market.

Chris Tolbert, director of sales, Trimax Tire: We are in the process of introducing the Haida EV Series HD377 in September 2024. It (covers) a growing segment, whether it might be (for an) EV or a hybrid.

PHOTO: PERFORMANCE HANDBOOK

While tire manufacturers hold varying opinions on whether electric vehicles require EV-specific tires, they recognize that the EV market is growing. Nearly 1.2 million EVs were sold in the U.S. last year, which set a new record for domestic EV sales, according to Kelley Blue Book data.

EV TIRES

Ryan Parszik, manager, product planning, Yokohama Tire Corp.: Yes. We recently launched the Advan Sport EV A/S tire that has a 55,000mile warranty that is perfect for a lot of EVs on the road today.

Zhongce Rubber Group Co. Ltd (ZC Rubber): The EV market is rapidly growing worldwide, making the sector of designing, manufacturing and marketing tires specifically for electric vehicles more important and promising than ever. ZC Rubber has completed several OE projects for electric vehicle tires with leading OEMs in China and has accumulated rich experience in the design and manufacturing of electric vehicle tires.

PH: From an engineering and manufacturing perspective, is it easier to build a traditional HP/UHP tire than an EV-specific tire? What are some of the challenges inherent in designing both traditional HP/UHP tires and EV-specific tires?

Stotsenburg (American Kenda): The materials required to optimize rolling resistance, noise differences and wear without sacrificing wet and dry performance necessary for the best vehicle behavior across different geographies and climates will vary from an ICE vehicle to an EV application.

Construction and mechanical tread design will also need to be optimized for the vehicles, as well.

McKenney (Bridgestone): Both high performance/ultra-high performance and EV-specific tires have their unique challenges when it comes to the engineering and manufacturing process.

The single biggest differentiator in tire performance from EVs compared to their ICE counterparts is the continuous application of high torque, which accelerates tire wear. That then becomes a major focus on the engineering and manufacturing process.

With EVs, tires account for upwards of 30% of cabin noise in the absence of ICE engine noise, which makes tires a bigger factor in the overall customer

experience in terms of comfort. Also with their generally higher vehicle mass, EVs tend to have stiffer suspensions, which can impact how sounds resonate from the road and tire and are transmitted to the cabin. A stiffer suspension can also impact ride quality and comfort. These are all factors that must be accounted for in the tire’s design and technology features, which we did with the Bridgestone Turanza EV.

Looking at the performance tire market, it is incredibly competitive and tire manufacturers are each vying for incremental performance improvements.

Present-day products exhibit enhanced wet and dry handling performance, as anticipated.

spective, to reduce rolling resistance for improved tire efficiency generally requires a tradeoff of some combination of reduced tread wear, reduced tire robustness and/or reduced wet braking performance.

Baggetta (Goodyear): The design and manufacture of high performance/ ultra-high performance tires and EV tires are similar in many ways. The manufacturing process for both must be able to produce a wide variety of rubber compounds and components that when combined into a tire, will perform to help meet the customer’s requirements. The complexity in designing a tire for both areas is bal-

PHOTO: PERFORMANCE HANDBOOK

However, there has been remarkable progress in winter traction and wear life within the past few years.

While a revolutionary shift in the performance segment is not expected, the ongoing challenge in that tire segment is continually improving wet and dry handling, as well as enhancing winter traction in an extremely competitive category.

Dobbs (Continental): From a manufacturing perspective, there is no relationship between building an EVspecific tire versus a traditional HP/ UHP tire. From an engineering per-

ancing the traction and tread wear needs of both consumer groups, while delivering on the ancillary needs of the product, like road noise and aesthetics.

Cho (Hankook): Designing tires for traditional HP/UHP vehicles and EVs poses similar challenges, yet the demands for EV tires require specialized engineering and manufacturing expertise.

Each tire and market segment presents unique challenges, compelling manufacturers to craft tailored designs fit to meet the precise requirements of the intended vehicle.

For optimal performance, HP/UHP tires and EV tires must balance many elements and characteristics.

Chen (Maxxis): Both traditional UHP tires and EV-specific tires have distinct design and performance priorities. UHP tires prioritize traction, while EV-specific tires prioritize low rolling resistance, making it challenging to satisfy both.

However, each tire type poses unique challenges in engineering, manufacturing and performance optimization. Carefully selecting tire compounds and engineering the right tire construction for each application is key.

Lee (Nexen): From an engineering and manufacturing perspective, building traditional high performance or ultrahigh performance tires can be somewhat easier compared to designing EV-specific tires.

However, both types of tires present their own unique challenges:

Balancing performance characteristics. HP/UHP tires are designed to deliver superior performance in terms of handling, traction and responsiveness. Achieving a balance between these characteristics without compromising on other factors like comfort and tread life requires careful engineering and material selection.

Meeting performance expectations. Consumers who purchase HP/UHP tires often have high performance expectations.

Meeting or exceeding these expectations while also ensuring safety and reliability is a significant challenge for tire manufacturers.

Optimizing for different driving conditions. HP/UHP tires need to perform well in various driving conditions, including dry and wet surfaces.

Designing a tire that maintains traction and stability across different environments without sacrificing performance in any particular condition is a complex task.

Reducing rolling resistance. While not as critical as in EV-specific tires, reducing rolling resistance in HP/UHP tires helps improve fuel efficiency and performance.

Achieving lower rolling resistance without compromising other performance aspects can be challenging.

Low rolling resistance with adequate grip: EV-specific tires must prioritize low rolling resistance to maximize the vehicle’s range.

However, they also need to maintain sufficient grip and traction, especially considering the instant torque delivery of electric motors.

Handling the weight distribution: Electric vehicles typically have heavier weight distribution due to the presence of battery packs.

Designing tires capable of supporting this weight while providing optimal handling, stability and durability is a significant challenge.

Minimizing noise. EVs are known for their quiet operation and tires play a crucial role in minimizing road noise. Designing tires that offer a quiet and comfortable ride while maintaining other performance characteristics can be challenging.

Regenerative braking compatibility. EV-specific tires need to be compatible with regenerative braking systems to maximize energy efficiency.

Ensuring that the tires effectively transmit braking forces to the road surface while facilitating regenerative braking requires careful design and engineering.

Optimizing range and efficiency. Maximizing the range of electric vehicles is a key priority for EV-specific tires. Achieving this goal while balancing other performance aspects such as grip, handling and durability requires innovative tire design and material selection.

In summary, while both traditional HP/UHP tires and EV-specific tires present their own set of challenges, designing EV-specific tires involves additional considerations such as low rolling resistance, weight distribution and regenerative braking compatibility to meet the unique requirements of electric vehicles.

Coke (Pirelli): If I ask my guys in the factory, they will say any tire I give them to make is complex!

However, UHP tires are complex in themselves because it’s a requirement that they have to deliver up to the vehicle, (including) the types of

compounds, the way the compounds need to be mixed and extracted, etc.

These are not simple, mass-production types of tire technology.

But then you add the complexity of even lower rolling resistance compounds (for EVs), which tend to have their own physical characteristics in terms of manufacturing.

The addition of post-processing technologies like foam insertions makes the tires more complex to produce because you’re putting more value into the product.

Gonzalez (TGI): I can’t answer this question from an engineering perspective, but anytime you are trying to reach new milestones with the features of tires it can get complex, because many features can work against each other.

As an example, by making tires with a higher load index carry the increased weight of the EV, that can have a negative impact on rolling resistance and noise. Finding that balance is why those engineers make the big bucks!

Tolbert (Trimax): Any new segment is always a challenge. (There are) constant changes in sizes with better technology. It seems like it’s never-ending, and it seems like it (will) never (change).

Parszik (Yokohama): Yes. It is easier to come out with a non-EV tire that meets all these requirements.

Everything with a tire is about balancing the product and tradeoffs in other areas. Having a tire that has good wear and good wet and dry performance can be a challenge.

ZC Rubber: Electric vehicle tires need to simultaneously meet multiple performance criteria, making the production process more complex.

Electric vehicles are heavier than traditional fuel-powered vehicles and have greater driving force, resulting in faster tire wear.

Meeting the challenge of providing better noise reduction, lower rolling resistance, improved handling and ensuring maximum tire mileage is crucial for electric vehicle tires.

How to protect your business

A CUSTOM TIRE AND WHEEL LEGAL CASE STUDY

By

EKevin Rohlwing

veryone should have a hobby and most of mine are quite typical for a man in his late 50s. Relaxing by the pool is a summer favorite and I’ve promised myself and my son that we are going to play more golf this year. Another hobby is expert legal testimony in civil litigation.

Basically, when an accident happens that can even remotely be associated with a tire service provider or manufacturer, that business can expect to be named in the lawsuit. I have done some plaintiff work, but the majority of my expert witness side hustle has been on the defense side for tire manufacturers and dealers.

For the benefit of you, the high performance (HP)/ultra-high performance (UHP) tire dealer and/or installer, I’m going to outline an accident and subsequent lawsuit using a combination of real experiences and fictional details based on several of my past cases.

If this was a movie, the first message would be something like “loosely based on true stories” because I’m going to take some fictional liberties to make my point. No one can predict how something like this will work out, but I can assure you that what I am about to describe is both possible and probable — and could happen to you and your business if you’re not careful.

I’ve been through enough of these to know how the movie ends just by watching the trailer. The following is not legal analysis. It’s a fictional attempt to describe how two tire dealers have completely different cases for providing the same service.

The fitment

Customer A has been saving for months to purchase a set of custom tires and wheels. She bought a Jeep and it’s been her dream to trick it out. The original 255/70R18 tires were not the right look, but she’s done her research and will keep them for winter tires, so the road salt doesn’t destroy her custom wheels.

Rather than rely on the internet, she goes local for her new tires and wheels because fellow Jeep enthusiasts have recommended two tire dealers in town that specialize in Jeeps.

ABC Tire has been in business for more than 20 years. They’ve had a couple of different owners, but the new one has embraced both technology and the custom tire and wheel business. They take a picture of the vehicle and then use software to visualize the actual tires and wheels for the customer. It isn’t cheap, but people want to know what the vehicle is going to look like after tire and wheel installation and they can give you a picture. It’s a great sales tool.

The sales people at ABC Tire are also custom tire and wheel enthusiasts. They go to trade shows to keep up on the latest trends and styles, so they know what’s hot. ABC Tire also has access to a lot of wheel suppliers, so they can get practically anything. If you see it in a magazine or on the street and can get them a picture, they can probably find it and install it.

One wall of their showroom is covered with pictures of happy customers standing next to their tricked-out cars and trucks with new tires and wheels from ABC Tire. They have to rotate the new ones in and the old ones out because they have new installations almost daily and they ran out of room.

The other dealership, XYZ Tire, is a family business that has been in operation for decades, with the third generation currently in command. They are much more conservative in their approach and focus on original equipment replacement, but they do a fair amount of custom tire and wheel packages.

XYZ Tire only works with a couple of well-known major wheel suppliers and they utilize the expertise of those suppliers for all of their fitment recommendations. They double-check the recommendation to make sure it stays within industry guidelines, which is usually the case.

Cust-A

ABC Tire recommends the 315/60R20 116S on a 20x10-inch wheel with a negative offset to satisfy the customer. This will visibly raise the Jeep without a lift kit and the tires will stick out past the end of the wheel well, giving it that tricked-out look the customer wants.

XYZ Tire recommends the 295/55R20 116T on a 20x9-inch wheel with a positive offset to match the OE fitment. This combination of tire and wheel is closest to the OE assembly and stays within the industry guidelines for plus-sizing. It won’t look raised and it doesn’t stick out past the end of the wheel well. XYZ Tire also recommended a tire that is noticeably smaller than the tire recommended by its competitor, ABC Tire.

The accident

Customer A is driving home from a concert with three friends in her Jeep. There’s lots of singing and dancing, reliving the concert, when brake lights suddenly appear in the lane in front of them. She swerves to the left to avoid the stopped car in her lane. The left front tire and wheel is separated from the axle causing the Jeep to roll over several times in the grassy median. The passengers in the back seat were not wearing seat belts so they were ejected.

Customer A and the individual in the passenger front seat were wearing seat belts and remained in the vehicle during the accident. One of the pas-

SHOP MANAGEMENT

sengers in the back seat was fatally injured and the other was paralyzed from the waist down because of a spinal cord injury. The passenger in the front seat suffered permanent brain damage, while Customer A had broken bones in her legs, arm and back.

The lawsuit

The estate of the deceased and the families of the passengers and Customer A file a lawsuit against Jeep, the tire manufacturer, the wheel manufacturer, the distributor who sold the wheels to the dealer, the distributor who sold the tires to the dealer and the tire dealer who sold and installed the tires and wheels.

The families agree to use the same attorneys in a well-known firm with a history of winning major jury awards for their clients, but each case will be tried individually since two of the three survivors will require medical care for the rest of their lives and one is deceased.

Plaintiffs are seeking millions for the three survivors and the one deceased passenger. Jeep and the tire manufacturer settle out of court right away. With that money in hand, the plaintiffs then turn their attention to the wheel manufacturer, the distributors and the installer.

Basically, when an accident happens that can even remotely be associated with a tire service provider or manufacturer, the business can expect to be named in a lawsuit.

The wheel manufacturer for ABC Tire is a little-known company with U.S. distribution and minimal insurance, so the plaintiff will probably take whatever they can get. The wheel manufacturer for XYZ Tire is an established company with the engineering and legal expertise to defend their products, so it won’t be an easy settlement for the plaintiff.

Both distributors have a good defense because they only sell products and it’s up to the installer to follow any guidelines for installation and fitment, so they settle, as well. In the end, the tire dealer/service provider is typically the last one standing with enough insurance and the most liability exposure for a favorable verdict at trial.

Discovery

In addition to all of the records related to the sale of the tires and wheels to Customer A, ABC Tire and XYZ Tire must also produce their standard operating procedures (SOP) for determining tire and wheel fitments, as well as company policies for installing custom tires and wheels, including their wheel torque program, since this was a wheel-off accident.

In addition, they must produce training records for the employees who make fitment recommendations, including the one who assisted Customer A at the time of installation, as well as the technicians who mounted and installed the tires.

ABC Tire’s response

ABC Tire is able to produce the invoice for the sale of the tires to Customer A, showing exactly what it sold and installed. Their SOP for fitment is to more or less give the customer whatever they want and charge accordingly. Employees work with the different wheel suppliers to make sure the bolt circle is a match for the year, make and model. From there, it’s all about what the customer wants. If the tires can fit in the wheel well and not interfere with the suspension or steering components, ABC Tire believes they are safe to install. The sales personnel making fitment decisions do not have any formal training, but they have years of experience and learn a lot from manufacturer websites and watching videos online. Technicians are trained in-house, using materials from their various equipment, tool and repair material providers. For their wheel torque program, ABC Tire uses a combination of impact wrenches, torque sticks and a torque wrench to tighten lug nuts, depending on the vehicle.

XYZ Tire’s response

XYZ Tire produces a copy of the invoice that was provided to Customer A with the tires and wheels that were installed, in addition to new tire pressure monitoring system (TPMS) sensors. XYZ Tire also provides an advisory to all of their customers who purchase aftermarket tires and wheels that differ from the OE fitment. It explains that the operation of the vehicle may be affected by the modifications chosen by the customer and advises the customer to return to XYZ

Tire after the first 5 to 50 miles of operation following installation so the wheel torque can be checked. It’s part of the vehicle release process, so Customer A signed the document acknowledging it was explained and received a copy.

All of XYZ Tire’s sales personnel have completed an industry-recognized training program, so they are aware of the recommended procedures and guidelines for selecting aftermarket fitments. XYZ Tire pays strict adherence to the 3% rule, so the diameter of the aftermarket size stays within plus or minus 3% of the tire diameter for the OE fitment. XYZ Tire also makes sure the load index and speed rating is equal to or greater than the OE tire and the rim width is acceptable for the new size.

Wheel fitment decisions are made by XYZ Tire’s suppliers. A salesperson from XYZ Tire contacts the supplier with the year, make and model and they are given recommendations that will fit the vehicle. Their suppliers are also conservative and they try to replicate the OE fitment as closely

as possible when determining offset. Choices are more limited, but XYZ Tire is confident that their suppliers will follow their own best practices for making fitment recommendations.

XYZ Tire’s technicians must complete the same industry-recognized program, in addition to a documented demonstration of the necessary skills for installing tires and wheels. XYZ Tire uses that program as the basis for their SOP, in addition to their own company policies and guidelines specific to the tools and equipment used in the shop. All lug nuts are torqued by hand using calibrated torque wrenches that are individually identified and recalibrated.

XYZ TIRE XYZ TIRE

SHOP MANAGEMENT

The facts of the case

The OE tire on Customer A’s Jeep was a 255/70R18 113T with an outside diameter of 32.09 inches. In a plus-size fitment, the 3% limit would be 33.05 inches, so the replacement size must be between 32.09 inches and 33.05 inches to preserve the handling and proper operation of the safety systems on the vehicle. Likewise, the replacement size must have a load index of 113 or greater and a T speed rating or higher.

ABC Tire installed the 315/60R20 tire, which has an outside diameter of 34.88 inches and is larger than 3% of the original equipment diameter. It’s less than a one-inch increase in ride height, but it’s still clearly outside the limit. The load index of 116 is acceptable, but the S speed rating is lower than the OE tire. The standard of care for selecting replacement tires with sizes other than the OE fitment is to keep the outside diameter within 3% of the original diameter with a speed

TSIRrating that is equal to or greater than the OE tire. ABC Tire failed to follow that standard in both instances.

XYZ Tire opted for the 295/55R20 116T with an outside diameter of 32.76 inches. Its recommendation followed the industry guidelines for changing diameter because it is within 3%, as well as changing the load index and speed rating because both are equal to or greater than the OE tire specifications. XYZ Tire delivered a “by the book” plus-size tire fitment.

The ABC Tire wheel torque program is a mixture of impact wrenches, torque sticks and a torque wrench. Basically, the proper color torque stick is used to tighten the lug nuts and then the torque wrench is used to verify that none of the lug nuts are below the torque specification for the vehicle. Since the torque wrench is only used to verify the proper torque has been reached, it has not been calibrated or recalibrated. This was the first wheeloff accident for ABC Tire in over five years, so it believes its wheel torque program is effective and adequate.

XYZ Tire takes a different approach with wheel torque and has a detailed wheel retention program. They follow the RIST (remove, inspect, snug, torque) procedure on every wheel installation and use a calibrated torque wrench to apply the final torque on each lug nut. After the lug nuts have been torqued, a second technician must verify that all of the lug nuts are tightened to

specification. Torque wrenches are calibrated approximately every 18 months, based on the recommendation of the manufacturer, and each wrench is individually numbered so it can be matched to the most recent certificate of calibration. Customers are reminded to have the torque checked after five to 50 miles to ensure the wheels have the correct clamping force after installation. XYZ Tire has never had a wheel-off accident, but has identified loose lug nuts during torque checks, which revealed other mechanical issues that required a separate repair.

The depositions

All of the sales personnel for ABC Tire are deposed, including the one who made the fitment recommendation for Customer A. Despite the lack of formal training, they have sold hundreds of custom tire and wheel combinations without any problems. They were unaware of the 3% rule, but try to keep the load index and speed rating as close as possible to the OE tire. Because they operate in a state with no laws regarding vehicle customization, ABC Tire believes that customers have the right to customize their vehicles and if they want a smaller or larger tire, it’s their duty to make sure it fits. After the tires and wheels are installed, they are checked for steering and suspension clearance to make sure the fitment does not interfere with the operation of the vehicle. Once it passes that inspection, the vehicle is released without a reminder to have the lug nuts checked after five to 50 miles.

Technician depositions for ABC Tire did not go much better. They were unaware that the wheels required hubcentric rings. It was a small difference, but they were installed without those critical components. Cleaning the mating surfaces prior to installation was not a standard practice unless there was major corrosion on the surfaces of the hub or drum. ABC Tire’s technicians were also unaware that the new assemblies required TPMS sensors so they were installed with standard valve stems, making the TPMS inoperable, which is violation of federal law.

Depositions for XYZ Tire were completely different. The salespeople were well-versed in the industry guidelines for plus-sizing and they followed it at all times. If a tire is 0.10 inches over 3%, then a different size must be selected. The same can be said for load index and speed rating. Equal to or greater than is mandatory for all custom tire and wheel fitments. These points were echoed by all of the sales personnel who were deposed. They were also aware of why the five- to 50-mile torque check is necessary and each of them made a point to say they make sure their customers understand the importance of checking the lug nuts after installation.

Technician depositions are always rough. The XYZ Tire techs were not as knowledgeable about fitment guidelines, but they were very consistent with the standards and practices for installing wheels using the RIST procedure. Every mating surface had to be clean so it could be inspected. The lugs were snugged in a star pattern, starting at 12 o’clock and then torqued to specification using the same procedure. XYZ Tire’s techs also understood that the new assemblies required TPMS sensors, so they were installed on the wheels before the tires were mounted.

Plaintiff’s report: ABC Tire

The expert for the plaintiff has a field day with ABC Tire, which failed to follow the standard care by installing a tire that was too large on a wheel with a negative offset, which changed the handling of the vehicle. The negative offset contributed to the wheel-off because it put additional stress on the wheel and the hub. The lower speed rating also had a negative effect on how the vehicle handled, which contributed to the accident.

ABC Tire’s training program for its sales personnel does not address industry guidelines and none of the content or competency is documented for each employee. This lack of training reflects

the general lack of expertise that led to the incorrect fitment recommendations that caused the accident. Neither the technician training program nor ABC Tire’s SOP include any quality control measures to ensure that there is sufficient clamping force to keep the wheels on the vehicle after installation.

The lack of a wheel torque program is a primary target for the plaintiff because the wheel-off is ultimately what led to the loss of vehicle control. It was obvious that the hub on the left front was not cleaned prior to installation and there was some visible damage on the wheel that was recovered. After checking all of the remaining lug nuts on the vehicle after the crash, it was discovered that torque

values were all over the board — with some under specification and some close. All of the remaining hub surfaces showed evidence of foreign materials. There was damage to the studs and bolt holes that can be attributed to uneven clamping forces and the additional stress created by the negative offset on the wheel.

Plaintiff’s report: XYZ Tire

The plaintiff’s expert has a more difficult time finding fault with XYZ Tire. After reviewing hundreds of custom tire and wheel fitments, it was discovered that XYZ Tire did not exceed the 3% threshold for aftermarket tires and wheels, always followed industry recommendations for load index and speed rating and always followed the recommendations of their suppliers when selecting wheels and offsets. It’s pointed out that a different tire size and wheel combination would have been closer to the OE tire diameter and wheel offset. Had XYZ Tire chosen that custom tire and wheel fitment, this accident could have been avoided.

The same obstacles existed with installation because all of the hubs were cleaned, including the left front, where the separation occurred. After checking the remaining lug nuts on the vehicle, they were all shown to be around the installation torque level. Based on the condition of the vehicle, XYZ Tire followed its wheel installation procedures and torque program to the letter. Plaintiff’s expert pointed to the lack of quality control regarding torque wrench calibration because months would pass before they would be aware of a problem. Aftermarket torque check equipment is available and if XYZ Tire had performed regular checks, the torque on the left front would have been correct.

Defense report: ABC Tire

Defense experts for ABC Tire point to the driver as the primary factor in causing the accident. Data retrieved from the vehicle showed it was traveling above the speed limit on a busy highway

at night. The toxicology report on the driver showed evidence of alcohol, but it was within the legal limit at the time of the accident. The sudden drop in speed was reflective of a panic stop and the evasive maneuver by the driver caused the wheel-off. Corrosion on the hub did not contribute to the loose wheel because the wheel was clean and the lug nuts were tightened at installation. The remaining three wheels on the vehicle were in the same condition and while the lug nut torque values were inconsistent, the majority of them were not loose and none of them failed.

The ABC Tire experts also point to the dealership’s years of success installing custom tire and wheel fitments. Their training methods are unconventional, but the results of their work would indicate they are experts in the field. As far as plus-sizing is concerned, it was stated that the 3% guideline is not widely recognized or published in the industry. There are no government

SHOP MANAGEMENT

regulations that prohibit plus-sizing, so consumers have the freedom to customize their vehicles any way they see fit. Customer A asked for larger tires that would stick out past the body of the Jeep. ABC Tire delivered on that request with the tire and wheel combination that allowed for normal operation of the vehicle and compliance with state law. They fulfilled their duty, according to the defense team.

Defense report: XYZ Tire

XYZ Tire’s experts take the same approach regarding the driver given the vehicle speed data. At the speeds being traveled on a busy highway at night, the Jeep was being operated in an aggressive and reckless manner. While the impairment was within the legal limits, the driver was still impaired, which affected the reaction time when traffic was stopped.

Experts for XYZ Tire could not identify an exact reason for the wheel-off.

The wheel and hub on the left front were clean and the other three wheel positions on the vehicle had the proper lug nut torque, as well as clean mating surfaces. Another factor in XYZ Tire’s favor is the fact that Customer A did not return for the torque check after the wheels were installed. XYZ Tire encourages customers to return for the torque check after installation so they can identify any conditions that identified with a visual inspection. Since over 1,000 miles had passed since installation, defense experts for XYZ Tire determined that a previous impact to the left front tire led to the damage that caused the wheel-off.

The jury

By far, the most unpredictable factor in civil litigation is the jury. Some states are known for very liberal juries with massive awards for the plaintiff, while others are a little more conservative in their approach when rendering a verdict. In many cases, it’s the injured party that plays the biggest factor. In this instance, there is a fatality, two people who will need medical care for the rest of their lives and over a million dollars in medical bills for the driver. Juries are sympathetic and given the condition of the plaintiffs, someone has to pay.

It’s difficult to imagine a jury in any state rendering a verdict in favor of the defendants because companies have money and the victims are going to need it in order to survive.

The insurance company for the driver is going to take a major hit, but the other parties have to make a decision. Is it worth the risk to put the case in the hands of a jury or should they just settle? Going to trial is risky for the plaintiff, as well, but in this case, the fatality and nature of the injuries gives them an advantage. Trials are incredibly expensive for both the plaintiff and the defendant. That’s why most cases settle before they are heard in a courtroom. Each defendant has to determine how much it will cost to go to trial, how much they could potentially lose and what it takes to settle the lawsuit and move on. It’s all about selecting the best bad option.

ABC Tire’s response

ABC Tire does not want to go to trial. The lack of formal training and failure to follow the industry recommended practices for plus-sizing and custom wheel fitments are not going to look good in front of a jury. Quality control is definitely lacking in ABC Tire’s wheel torque program and the inconsistency in lug nut torque values on the remaining three wheel positions does not work in their favor. Likewise, failing to clean the face of the hubs represents another contributing cause to the wheel-off and accident. Failing to follow federal law by knowingly making the TPMS inoperative and installing custom tires and wheels without TPMS sensors is another major strike against ABC Tire. Without a good defense, they need to settle and settle fast.

XYZ Tire’s response

XYZ Tire does not want to go trial. While the insurance company is confident in the defense, you still have one grieving family, two families with loved ones who require lifetime care and a driver with millions in medical bills. In a case like this, the focus is on the best bad option. The difference is that the settlements will be lower because there is less fault on the part of XYZ Tire. They did everything they were required to do, but the left front wheel did separate from the vehicle, causing the accident and XYZ Tire installed that assembly just a few months prior to the accident. At trial, there’s a slight chance that XYZ Tire could come out on top, but the risk in this case is too great. XYZ Tire will settle, but it won’t be crippling to them or their insurance company.

Conclusion

Civil litigation is focused on assessing fault in the event of an accident. Unlike criminal law, where the defendant is considered innocent until proven guilty, civil law is more like the defendants are guilty so they must prove their innocence. Accidents just don’t happen in legal circles. Something or someone has to cause them and the offending

parties must be held accountable. When the defendants have a weak defense, then the settlements go up because the plaintiff knows they have a strong case for the jury. On the other hand, a strong defense is always in the back of the mind of a plaintiff’s attorney because losing at trial is very costly, especially when they turned down a pretrial settlement offer.

Regardless of the circumstances or the facts, an accident that results in a lawsuit is going to expose everything about the company. All of the faults and flaws will be on full display in front of a jury that will ultimately determine if the defendant caused the accident. Companies like ABC Tire are hoping they never encounter a situation like this, while companies like XYZ Tire prepare for it daily by following industry guidelines when installing tires on every vehicle.

The standard of care for tire replacement is well-known in the legal community.

Plaintiffs will use every document they can find from organizations like the U.S. Tire Manufacturers Association (USTMA) and the Tire Industry Association (TIA) to establish that standard. Falling short of the published guidelines makes a good defense bad and a bad defense worse.

There are rules for tire replacement and when they are not followed, the costs go up in civil cases because the defendant has a weak defense for whatever the plaintiff claims they did or did not do to cause the accident. However, when guidelines for tire replacement from the USTMA, TIA and the tire/wheel manufacturers are followed, the costs can be controlled because the dealer has a much stronger defense against whatever claims are being made.

Kevin Rohlwing is chief technical officer of the Tire Industry Association. He can be reached at krohlwing@tireindustry.org.

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.

Here’s an image of a General G-Max AS07 ultra-high performance tire in size 245/40ZR18

245

The first three numbers are the tire’s indicated section width in millimeters measured from sidewall to sidewall

40

The second pair of numbers is the tire’s aspect ratio or profile. This is a percentage representing the ratio of the sidewall’s section height to the tire’s section width

This

This

This

This

This designation verifies 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 S-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 2718

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 the letters DOT, 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 (27) and the final two numbers identify the year of manufacturing (18).

Therefore, you can tell the customer that this tire was produced during the 27th week of 2018.

Performance tire speed ratings/maximum speeds and typical vehicle applications

Family

Family

H

V

W

V

Y

Z

A look at load index

REPLACEMENT TIRE MAX

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.

MUST EQUAL OE CAPACITY

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.

YO U R B E S T M OV E

YO U R B E S T M OV E

RAPTIS® R-T6

PREMIUM UHP | ALL-SEASON

PASSENGER | SPORT SEDAN

Equipped with cutting edge technology and unparalleled engineering to ensure an unmatched combination of traction, ride comfort and winter performance—all without compromising safety.

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PREMIUM CUV | SUV / LT | ALL-WEATHER

Engineered for highly responsive handling on any surface, in any season, citywide to countryside, this one-of-a-kind tire is truly revolutionary in its class—offering a unique mix of wear resistance, all-weather traction and low rolling resistance.

TIS® TT1 BY HERCULES

PREMIUM | MAX TRACTION | MUD TERRAIN

Created in partnership with TIS Offroad, this recreational, off-road option offers a stylish, aggressive look and two distinct shoulder designs for ultimate customization opportunities. An aggressive tread pattern design also provides excellent grip in extreme conditions.

RAPTIS® R-T6X

PREMIUM UHP

ALL-SEASON | CUV | SUV

Who says sports car drivers should have all the fun? Delivering the same elevated technology of the Raptis R-T6 for passenger cars, the Raptis R-T6X is specifically engineered for today’s popular Crossover/CUVs.

TERRA TRAC® AT X-JOURNEY

PREMIUM ALL-TERRAIN ALL-SEASON | CROSSOVER

The advanced features and next-gen enhancements enable a quiet, comfortable ride, enhanced wet traction and increased treadlife, all while providing confident handling on dirt, gravel and snow strewn terrains alike.

TIS® UT1 BY HERCULES

PREMIUM OFF-ROAD | ALL-TERRAIN

Designed to drive “off-road” in a variety of terrains, including sand, silt, loose rocks, gravel, dirt and soil, this all-terrain tire specifically matches the performance and dynamics of the latest vehicles in the growing UTV/ATV market.

ROADTOUR® CONNECT PCV

TOURING TIRE | ALL-SEASON

Durability, reliability and security come together in perfect harmony, offering a better connection to the road in any condition. This balanced performer offers quiet comfort, allseason performance and optimized traction— even as the tire wears.

TERRA TRAC® AT X-VENTURE

PREMIUM ALL-TERRAIN | ALL-SEASON

LIGHT TRUCK & SUV

This rugged and willing warrior is equally at home on the road and off, delivering optimized traction on any surface. Plus, its 3 Peak Mountain Snowflake certification means it’s fully prepared to conquer wet or harsh winter weather conditions.even as the tire wears.

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Vezda

Vezda Touring A/S

Vezda

Klever

Klever

Klever H/T2

Klever M/T2

Kle er M/

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

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

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.

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.

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Full Flexibility: Works with most sensor brands , not just ours.

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Coverage:

Schrader sensors cover the widest range of vehicles.

18 to 24”

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

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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 high-density 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

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 five years ago, and we can safely say the mission was 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 system 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 RF based TPMS and the RS-3000 is for Bluetooth based TPMS. Either way, Bartec has you covered.

BARTEC USA

www.bartecusa.com

PERFORMANCE DATAFILE

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

Gaither TRAC Tire Jack

Gaither’s newest tool is simple in design and drastically helps technicians when mounting and demounting heavy wheel assemblies to and from a vehicle’s hub. The TRAC Tire Jack simply slides under the tire and wheel and allows the technician to roll the wheel into place. Through the use of leverage, the TRAC Tire Jack saves users time and their backs. Use the Jack and not your back!

www.gaithertool.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

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

Kanati Overland RTX

The Kanati Overland RTX is created for drivers of pickup trucks, CUVs, full-size SUVs and Jeeps who enjoy off-road adventures yet desire a smooth and comfortable ride on the highway. A dispersed tread block design with an enhanced void ratio allows for traction equivalent to many mud-terrain tires but with a quiet on-road ride. With over a decade of research and experience behind the Overland’s rugged construction and reformulated rubber compound, it’s Kanati’s most advanced and best-performing tire to date. It is available in 30 sizes.

GREENBALL CORP.

www.greenballtires.com

Kenda Vezda Touring 4S

The Vezda Touring 4S (four-season) is a premium touring tire developed for coupes, family sedans, CUVs, small SUVs and minivans looking for comfort and confident, versatile performance in dry, wet and light snow conditions. The Vezda Touring 4S is 3-Peak Mountain Snowflake (3PMSF) rated and offers a 60,000 limited tread wear warranty. The 4S is designed to be a one-tire solution for drivers in environments that experience all four seasons, but don’t receive sufficient snow or icy conditions to require a dedicated winter tire.

KENDA TIRES USA

www.kendatire.com

PERFORMANCE DATAFILE

Raptis R-T6 and Raptis R-T6X

We listened to your dealer feedback and improved upon our Raptis offering, equipping the new R-T6 and R-T6X with key technological advancements. Now available in two separate product lines, the expanded Raptis better meets the needs of today’s growing UHP market. The R-T6 has been specifically produced for passenger cars and sport sedans, boasting a 50,000-mile warranty and improved traction in any condition. For luxury SUV and CUV drivers, the R-T6X features a 60,000-mile warranty and our innovative CoolCourse temperature control system. Both lines feature our Performance Promise, making the Raptis a confident choice for customers across the board.

HERCULES TIRE

www.herculestires.com

RAZR AT-S

The RAZR AT-S (AT Sport) delivers what outdoor enthusiasts want most: all-weather traction, rugged wear and a peaceful ride. Designed for light-duty vehicles, the AT-S features our latest tread optimization and compound technology. Non-LT sizes are UTQG 660 A B. The tire features a next generation all-terrain compound with polymer optimization technology that enhances tread wear and cut/chip resistance for improved mileage. S-shaped center blocks enhance pattern stability to improve traction on any terrain, and an optimized tread pitch-arrangement reduces pattern noise for a quieter on-road ride. The RAZR sidewall design offers rugged looks and protection for challenging off-road and on-road conditions. The tire is 3-Peak Mountain Snowflake (3PMSF) certified for severe winter traction and M&S all-season rated.

MAXXIS TIRES — USA

www.maxxis.com

PERFORMANCE DATAFILE

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

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 allterrain 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. The tire features an optimized void-to-lug ratio for extreme off-road conditions and unparalleled traction in mud, snow, sand and rocky terrain. The advanced tread pattern and pitch variation tame road noise for a smoother highway ride and increase comfort for drivers and passengers. The stylish three-dimensional sidewall and shoulder lugs look good and provide puncture and impact resistance on the most rugged terrain.

PREDATOR TIRE

www.predatortires.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 Three 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 50,000mile limited warranty, the AS810 provides all-season performance and value.

MILESTAR TIRES

www.milestartires.com

All Season EV

The All Season EV is a premium tire range that has been engineered and intensively tested to meet the specific requirements of the latest Electric Vehicles (EVs). This range offers lower rolling resistance for increased EV range, enhanced safety and stability in all seasons, high mileage as well as a quiet and comfortable driving experience. An ideal choice for the latest EVs. This range also offers a 40,000 mile treadwear warranty and a road hazard replacement.

RADAR TIRES

www.radartires.com

PERFORMANCE DATAFILE

Sailun Atrezzo TCon

The Sailun Atrezzo TCon is a premium SUV/CUV all-season tire. It introduces TCon (total control) technology that uses proprietary rubber compounds that are more robust to withstand the additional needs of today’s SUVs. The Atrezzo TCon is engineered for SUVs to deliver a quiet, confident driving experience. The advanced polymer compound delivers outstanding traction on wet and dry roads, and shortens braking distance. The wide tread surface evenly distributes ground pressure and improves tread wear and high-tension cap ply with high rigidity bead enhances handling, cornering and steering response.

SAILUN TIRES AMERICA

www.gosailun.com

WheelerShip

Since 2010, WheelerShip has been your trusted source for OEM, reproduction and aftermarket replacement automotive parts and accessories for retail customers and wholesalers. We make finding affordable, top-quality car parts easy: OEM, remanufactured and reproduction wheels and accessories; replacement brake pads; electric vehicle chargers and adapters; headlights, tail lights and more; mirrors and other parts. Family-owned and operated, WheelerShip not only offers competitive prices, but our years of automotive expertise inspire confidence in our customers, ensuring they find the right part the first time. Whether by email, chat or over the phone, our live customer care team is ready to assist. Real Parts. Real People. Real Savings.

WHEELERSHIP LLC

www.wheelership.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 passenger car tires

The new Arisun passenger car tires include two lineups: Aggressor for passenger cars and Aresta for SUVs and light trucks. The Aggressor includes ZS03 and ZP01. The ZS03 is an all-season UHP tire with excellent high-speed handling, while the ZP01 is a high-value touring all-season tire with smooth riding. The Aresta includes 4x4 ZG02, H/T ZG04, A/T ZG06, R/T ZG07 and M/T ZG08, designed to provide a wide range of options perfect for both highway comfort and off-road durability.

ZC RUBBER AMERICA INC.

www.zcrubber.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

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

Bartec TPMS

6475 19 ½ Mile Road

Sterling Heights, MI 48314

Sales Support: (855) 877-9732

Technical Support (866) 407-8767

Fax (586) 323-3801

Products: A range of TPMS diagnostic tools, programmable replacement sensors, service kits and replacement valves, tire inflators, tread depth tools and a variety of torque tools.

www.bartecusa.com

www.evtpms.com

www.ritesensor.com

Gaither Tool Co. Inc.

2255 W. Morton Avenue Jacksonville, IL 62650 (217) 245-0545

Fax: (217) 245-0940

Products: Gaither manufactures equipment for demounting, mounting, inflating and repairing tubeless tires, as well as a complete line of professional lifting equipment.

Brands: Gaither, Winntec, ecube, Beak Bazooka, Moore-Safe, TRAC.

www.gaithertool.com

Autel

36 Harbor Park Drive

Port Washington, NY 11050 (855) 288-3587

Products: Autel is a leading developer and manufacturer of automotive scan tools, equipment and accessories. Powered by Autel Diagnostics, our professional-level and do-it-yourself product tool lines cover a wide variety of services including TPMS, key programming, battery analyzation, ADAS calibration, and all system vehicle diagnostics.

www.autel.com

Continental Tire

Continental Tire the Americas LLC

1794 MacMillan Park Drive 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

X: @continentaltire

Instagram: @continental_tire

Facebook: facebook.com/ continentaltire

Cosmo Tires

7500 NW 35th Terrace Miami, FL 33122 (305) 696-0096

Contact: tgi@tiregroup.com

Products: World leader in distribution and manufacturing 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

Jochen Etzel, 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

Greenball Corporation

222 S. Harbor Boulevard, Suite 700 Anaheim, CA 92805 (800) 946-9412

Products: light truck tires, ATV/UTV tires, special trailer tires, golf cart tires, lawn & garden tires, mobile home tire and wheels

Brands: Kanati, GBC Powersports, Centennial, Tow-Master.

www.greenballtires.com

Hercules Tires

12200 Herbert Wayne Court Huntersville, NC 28078 (800) 677-9535

Products: Ultra-high performance tires, all-weather tires, passenger tires, light truck tires, medium/heavy truck tires, UTV tires, Winter tires, commercial tires. www.herculestires.com

McGard LLC

3875 California Road Orchard Park, NY 14127 (800) 669-6887 or (716) 662-8980

Fax: (716) 662-8985

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

Sentury Tire USA

3850 West 108 Street, Suite 1 Hialeah, FL 33018 (305) 621-5101

Maxwell Wee, executive vice president

Products: Ultra-high performance, performance SUV/CUV, passenger touring tires, light truck, mud terrain, rough-terrain, all-terrain, premium HT tires and TBR.

Brands: Delinte, Delinte TBR, Landsail, GroundSpeed, GroundSpeed TBR, Avantech TBR, Sentury and Pantera.

www.senturytireusa.com

Kanati Tires

222 S. Harbor Boulevard, Suite 700 Anaheim, CA 92805 (800) 946-9412

Products: light truck tires including allseason highway, all-terrain, mud-terrain, rugged terrain.

www.greenballtires.com/brands/ kanati

Instagram: @kanatitires

Facebook: facebook.com/ KanatiTires

Kenda Tires USA

7095 Americana Parkway Reynoldsburg, OH 43068 (614) 866-9803

Fax: (614) 866-9805

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

Maxxis Tires — USA

545 Old Peachtree Road Suwanee, GA 30024-2935 (800) 4-MAXXIS

Tire Manufacturer www.maxxis.com

Omni United (S) Pte Ltd

4 Shenton Way

#08-02 SGX Centre II

Singapore - 068807

Products: High Performance, EV (Dedicated Electric Vehicle tires), passenger car, CUV and SUV, Light Truck, Trailer, Classic, TBR.

Website: www.omni-united.com

Email: info@omni-united.com

Instagram: @radartires

Facebook: @radartires

Sailun Tire Americas

1 Kenview Boulevard, Suite 300 Brampton, Ontario, Canada L6T 5E6 (855) 499-3240 or (289) 499-3240

Fax: (905) 792-8583

Email: info@GoSailun.com

Products: Performance tires, passenger tires, light truck tires, off-road tires, medium/heavy truck tires and commercial tires exclusively distributed by TBC Corp. www.GoSailun.com

Schrader TPMS Solutions

1960 Research Drive, Suite 100 Troy, MI 48083 (800) 288-1804

Email: SchraderNA@sensata.com

Products: TPMS sensors and TPMS tools. www.SchraderTPMS.com

Tireco Inc.

500 W. 190th Street, Suite 600 Gardena, CA 90248 (310) 767-7990

Products: Ultra-high performance tires, passenger car tires, light truck and SUV tires, commercial light truck tires, commercial tires, specialty tires, and wheels. www.tireco.com

Transamerica Tire Co. Ltd. 5118 Park Avenue, Suite 601 Memphis, TN 38117 (832) 891-2821

Email: marketing@transamericatire.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

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

WheelerShip LLC

850 Washington Avenue

Carlstadt, NJ 07072

(877) 788-8283

Email: support@wheelership.com

Joseph Cannova, Owner

George Popovich, VP, Customer Experience

Products: OEM, reproduction & remanufactured alloy and steel wheels, TPMS sensors, lug nuts, center caps, brake pads, lighting, mirrors, EV charging, aftermarket parts & accessories; buy/sell aluminum; retail & wholesale. Live inventory, same-day free ground shipping, warranty, volume discounts. www.wheelership.com

Follow us everywhere: @wheelership

ZC Rubber America Inc.

661 Brea Canyon Road, Suite #7 Walnut, CA 91789

TEL: 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

YO U R B E S T M OV E

T h e r i g h t m ov e c a n m a k e a l l t h e d i f f e r e n c e a n d w i t h t h e a l l - n ew

A M E R I CUS R E CO N T OU R , y o u c a n c h e c k m a t e t h e c o m p e t i t i o n w i t h a t i r e t h a t d e l i v e r s e x c e p t i o n a l v a l u e a n d p e r f o r m a n c e a c r o s s t h e b o a r d