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WHEEL FITMENT & TIRE SIZING Part 6 in TIRE REVIEW’S Exclusive Series Gives You a Thorough Lesson in Wheel Fitment and Tire Sizing!
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2 Black_Issue TOC 7/16/13 1:45 PM Page 2
JULY 2013
CONTENTS Volume 113 | No. 07
24
44
32
Columns & Departments ■ FIRST LOOK: TireReview.com Social Media + Employee Training + Financials
■ COMMENTARY:
FEATURES
First Off - Putting Change to Good Use The Car Side - I Have Seen the Light!
32 Cover: Wheel Fitment & Tire Sizing
■ NEWSMAKERS:
44 Tires: Small OTR Tire Market Update
More Details on Apollo-Cooper Deal Hercules Rolls Out Terra Trac AT II TIA Sets GTE/SEMA Show Schedule Goodyear Launches Newest Eagle
50 Service: Brake Pulsation Returns
■ BUSINESS:
40 Top Shop: Joplin Tire Center
Market Intel - Tire & Service Pricing Mobile Marketing - Mobile Ad Strategies Selling Smart - Moments of Truth
■ TIRES: TPMS - First and Second Generation Sensors Tire Tech - Reducing Tire Noise Truck Tires - Truck Tire Troubleshooting
■ SOLUTIONS: Spotlights - Wiper Blades Products
|6
|8 | 76
| 10 | 12 | 14 | 16
| 22 | 24 | 28
| 58 | 62 | 66
| 68 | 70
BPA
INTERNATIONAL
Members of: Proud Supporters of: TIRE REVIEW (ISSN 0040-8085) (JULY 2013, Volume 113, Number 07. Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Tire Review, 3550 Embassy Parkway, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 670-1234, ext. 242, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Tire Review, P.O. Box 75692, Cleveland, OH 44101-4755. Visa, MasterCard or American Express accepted. Founded in 1901. © 2013 by Babcox Media Inc. “Tire Review” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.
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6 Black_Online TOC 7/16/13 1:42 PM Page 6
FIRST LOOK
ONLINE @TIREREVIEW.COM
BLOGS
Measuring Training Success How do we measure training? It’s a great question, and one that every tire dealer should consider. According to TR blogger and columnist Steve Ferrante, the best way to measure the effectiveness of sales/service employees and training on a day-to-day basis is to monitor and manage activity at the point-of-sale. There are two key point-of-sale areas that should be measured and managed: face-to-face and telephone interactions. tirereview.com/blogs
inBUSINESS
inBUSINESS
Maximizing Social Efforts
Safeguarding Financials With hurricane season under way and memories of tornadoes and other natural disasters fresh in our minds, now is the time for individuals and businesses to safeguard their tax records by taking a few simple steps. tirereview.com/inBusiness
What do you do once you’ve set up your business page on Facebook, Twitter or Google+? You did all the right things, but if you’re still not seeing the results you’d like, follow these tips to pave the way for the next level of social media campaigning. tirereview.com/inBusiness
TireReview.com Visitor Comments Ignorance Is Intent: Fatalities On The Rise “Your theory that this is a result of apathy and not the economy and gas prices does not line up with the national trends. Just look at how much older the average age of vehicles has risen as a whole. This can greatly affect safety and I seriously doubt that this is ‘apathy,’ just harsh reality.” – Tire Sergeant
Rental Tires a Sad Reality in Post-Crash Economy “Let’s hope that the parasites that feed on people making bad decisions won’t
spread further though. I’ve lived in military base cities where every corner was populated by parasite shops. Don’t know how those business owners sleep at night.“ – joeaverage21 “I disagree, everyone has a choice. These people CHOSE to have a Starbucks every day, a case of beer every few days, take-out every Friday. How many of these people smoke? Tires are not normally an emergency purchase. Any idiot can see with their own eyes that their tires are getting worn down, they just don’t have the self control to
Publisher Randy Loeser, ext. 285 rloeser@babcox.com Editor Jim Smith, ext. 298 jsmith@babcox.com
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Managing Editor Denise Koeth, ext. 274 dkoeth@babcox.com Associate Editor Kristen Criswell, ext. 273 kcriswell@babcox.com Graphic Designer Nichole Anderson, ext. 232 nanderson@babcox.com
Contributing Editors Mac Demere, Tim Good, Joanne Draus Klein, Al Cohn, Shana O’Malley, Jody DeVere, Rick Barnhart, Steve Ferrante, Rich Ashley, Jeff Wallick, Heather Blessington, Brian Sacks, Sean Phillips Advertising Services Kelly McAleese, ext. 284 kmcaleese@babcox.com Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com Sr. Circulation Specialist Star Mackey, ext. 242 smackey@babcox.com
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save up in advance. It’s too bad there are so many people out there like that a new segment of the industry is born.“ – Rob
7 Ways to Attack a Competitor’s Strengths “Great article. This is all true. Attacking a competitor’s weaknesses won’t get you very far today. You just have to be better at certain things. The customer experience is the FOLLOW US ON: main factor.” – Turk
Sales/List Rental Don Hemming, ext. 286 dhemming@babcox.com Classified Sales Manager Tom Staab, ext. 224 tstaab@babcox.com
Babcox Media Inc. Bill Babcox, President Greg Cira, Vice President, CFO Jeff Stankard, Vice President Beth Scheetz, Controller In Memorium: Edward S. Babcox (1885-1970) Founder Tom B. Babcox (1919-1995) Chairman
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COMMENTARY FIRST OFF
Putting Change to Good Use C
hange is good, we are told. Change brings opportunity. And so it is in our little corner of the world, where change has come at a cosmic rate. Change is never easy, as you know, but we see much opportunity in our future thanks to the addition of new faces and some new initiatives. More on the latter later. Back in mid-April, David Moniz, publisher of both TIRE REVIEW and sister publication FLEET EQUIPMENT, left Babcox Media for his own new opportunity. That gave us the opportunity to strengthen our leadership with the hiring of two new publishers. Randy Loeser has joined as the new publisher of TIRE REVIEW. Loeser comes to us from LINQ2 Communications in Cleveland, where he served as vice president of sales and operations since 2010. He also has worked for several national business-to-business publishers in a variety of roles, including business development, marketing and Internet products management. Randy brings a lot of energy and ideas, and we’re excited about our own future opportunities with him at the helm. He can be reached at rloeser@babcox.com or 330-670-1234 ext. 285. Across the hall, Dean Martin has been named publisher of FLEET EQUIPMENT. Many of you already know Dean; for the past 17 years, he has been a regional sales manager and associate publisher with Babcox Media. Previously, he was an executive with another business-to-business publisher. Dean can be reached at dmartin@babcox.com or at 330-670-1234, ext. 225. Denise Koeth, our managing editor 8 July 2013 | TireReview
New faces from different places, moving forward with new opportunities – and you will benefit
and the person who really makes the engine run around here, also is experiencing some changes in her life. She and her husband, Ritch, anticipate the birth of their first child in August, and it is an exciting and anxious time for them both. As she will return after maternity leave, Denise’s change gave us the opportunity to add more talent to the mix. Kristen Criswell has joined the TIRE REVIEW team as associate editor. A graduate of the E.W. Scripps School of Journalism at Ohio University, Kristen has served as a digital media specialist and publicist at two Air Force bases – her husband is an Air Force pilot – and started her career with a newspaper in Toledo, Ohio. Kristen can be reached at kcriswell@babcox.com, or at 330-670-1234, ext. 273. Anyone who runs a business – like you – knows that each day brings change. Running a business, after all, is all about managing change. You either manage it, or it manages you. We prefer to put our changes to good use. Personally, I am very excited going forward. We had a strong team prior to all of these changes. Once the dust settled, combined with our roster of contributing writers and other resources, TIRE REVIEW is stronger than ever. We won’t waste that opportunity. As I mentioned, there are other changes in the works, some fantastic new opportunities for our readers and business partners alike in all-new realms and platforms. Stay tuned, as they say. For now, please make welcome for our new team members and the latest
JIM SMITH Editor jsmith@babcox.com
additions to the tire industry. ******* Speaking of change, many details are still to be worked out on Apollo Tyre’s proposed purchased of Cooper Tire & Rubber Co., so I don’t want to get too far ahead of anything. Apollo’s $35 per share offer has been accepted by the Cooper board, and shareholders will respond as they see fit – though there appears to be no real barriers. How the enlarged Apollo Tyre will look and act following the deal is still to be determined – and not by analysts and lawyers and pundits like me. But as I stated in my blog just after the deal was announced, the significance of this deal cannot be overstated. This is big. Truly a game-changer. Many expected a Chinese firm would make such a bold move – and that may yet come – but Apollo is no Third World wanna-be. Throughout the last decade, Apollo has positioned itself for this moment. It modernized significantly. It expanded its horizons beyond India, taking Dunlop in Southern Africa and troubled Vredestein in Europe. It changed its look and feel, and reshaped itself as a major player. And now it’s poised to be a Top 10 global tire company. Some 25 years ago, we were all stunned when Bridgestone stepped up to buy the staggering and struggling Firestone Tire & Rubber Co. Analysts pooh-poohed that deal. So did dealers and others. And you see how that turned out. Will Apollo-Cooper end that way? Only time will tell. Either way, it’s still a very big deal. ■
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INDUSTRY NEWS & EVENTS
More Details on Apollo’s Acquisition of Cooper While the June 12 announcement that India’s Apollo Tyre Ltd. was acquiring Cooper Tire & Rubber Co. was hardly a surprise, the backlash from Apollo shareholders and Indian stock analysts was stunning – but seemed to have little effect on the progress of the deal. At press time, The Economic Times reported that unnamed institutional investors were pleading with Apollo management to pull the plug on the deal, having watched the value of their shares fall some 40% in the weeks following the announcement. The Economic Times wrote on July 10 that these investors believe Apollo is “over-paying” for synergies that will be difficult to achieve, and they consider the drop in share price – the newspaper calculated the lost share value to be in the vicinity of $250 million – reflective of the “value-destructive” acquisition deal. The publication did not name the investors said to be speaking with Apollo management and stated it was unable to verify their identity due to alleged “compliance issues.” Apollo CFO Suman Sarkar responded to the report, saying that Apollo is “in continual engagement with our shareholders at all times and has been proactively reaching out to them post-deal announcement to explain the strategic rationale, the financing structure and the benefits to shareholders.” Apollo is said to be aiming for cost synergies of around $80 million to $100 million from acquiring Cooper. At the opposite end, news of the acquisition pushed Cooper stock values from around $22 per share to more than $33 per share, where they stayed at least through July 10. Once completed, the $2.5 billion acquisition would create the world’s seventh largest tire company with combined global revenue of an estimated $6.6 billion, according to TIRE REVIEW data. And the combined company would have three major brands and a significant footprint in the U.S., 10 July 2013 | TireReview
Europe, South Africa, India and China. Apollo Tyre would become the clear-cut leader of the fastgrowing Indian tire industry, overcoming such local rivals as JK Tyre, Balkrishna Industries and others. And with the acquisition, Goodyear Tire & Rubber Co. would be the only independent, home-grown major U.S. tiremaker. To get there, though, Apollo will finance its acquisition almost entirely through debt. Some $2.1 billion, or around 85% of the total acquisition price, will be serviced by a holding entity housing Cooper and Apollo’s Netherlands-based business – Vredestein. The remainder will be paid in cash. The acquisition is expected to close in the second half of 2013, and Cooper will drop from the New York Stock Exchange as a privately held company. Calling it a “transformational transaction,” Apollo chairman Onkar Kanwar said the deal “provides an unprecedented opportunity to serve customers across a host of geographies in both developed and fast-growing emerging markets around the world. “Cooper is one of the most respected names in the tire industry, with an extensive distribution network and manufacturing infrastructure, and a particularly robust presence in North America and China,” Kanwar said. “The combined company will be uniquely positioned to address large, established markets, such as the U.S. and the European Union, as well as the fastgrowing markets of India, China, Africa and Latin America, where there is significant potential for further growth.” “This is a compelling transaction” that “offers attractive benefits to our customers and employees,” said Cooper chairman and CEO Roy Armes. “We have watched Apollo’s successful transformation into a major global tire group, and have a great deal of respect for the company and its leadership. “We share a commitment to innovation, quality and customer service, as well as to the core values of safety, environmental sustainability, the development of our people and giving back to our communities,” he continued. “We look forward to working together to drive continued growth in a dynamic global tire business where increased scale and expanded manufacturing footprint help to ensure longterm success.”
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> Hercules Tire & Rubber Co.
New Terra Trac AT II Tested in Pair of Dealer Events
H
ercules Tire & Rubber Co. recently hosted a pair of driving events for customers, supporting the launch of the all-new Hercules Terra Trac AT II light truck/SUV radial. Separate events were hosted in May and June in Pearsall, Texas, at a tire test facility there, and in the backcountry around Moab, Utah. And both were held well in advance of Hercules’ July 1 launch date for the new tire. The Texas event in June drew 20 tire dealers, who drove the new Terra Trac AT II and competitive products both on the track and through the facility’s off-road area. The day kicked off with a brief educational presentation on the features and benefits of the new tire, test results the company had developed, and information about launch and distribution plans for the Terra Trac AT II. Part of the event focused on the tire’s wet traction performance versus a popular Tier 2 competitor. Participants went through the wet pad course in a GMC Yukon, taking four laps on each tire. When not on the wet pad, dealers pulled hot laps in a Baja race truck shod with Hercules Trail Digger M/Ts. The “all-terrain” part of the day was spent on trails with six Jeeps featuring the new tire, allowing dealers to experience first-hand the tire’s abilities on dirt, rock, sand, mud and deep water, with a challenging incline with rocky and polished concrete surfaces to cap things off. The two-day May event in Moab saw 15 dealers go trail riding in Jeeps outfitted with Terra Trac AT IIs and other Hercules light truck/SUV tires. A technical briefing started things off before guests “warmed up” on the Fins n’ Things Trail, which featured “tight turns, loose rock, lots of sand and uneven, rocky terrain,” according to Hercules officials. Day Two saw drivers tear off on the Hell’s Revenge Trail “to get a better taste of slick rock, complete with 12 July 2013 | TireReview
Hercules gave dealers a first-hand look at the new Terra Trac AT II in back-toback events in Pearsall, Texas (the group is pictured below), and Moab, Utah. The Texas event featured on- and off-road courses, while the two-day Utah ride and drive focused solely on trail riding.
white-knuckle inclines, declines and off-camber approaches,” Hercules said.
Tire Details The Hercules Terra Trac AT II is the successor to the Terra Trac A/T,
which the company said was quite popular during its decade-long market life. The new model features 29% more sipes than the previous tire, and a 17% improvement in treadlife, Hercules said, thanks to the Terra Continued on Page 14
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At the Moab event, dealers faced tight turns, loose rock, sand and uneven, rocky terrain – in addition to slick rock, complete with white-knuckle inclines, declines and off-camber approaches.
Trac AT II’s new silica-infused AT-C all-terrain tread compound. The “blatantly aggressive” tread design improves stability over the previous model, Hercules claimed, and “independent testing saw the Hercules Terra Trac AT II out-perform its best-selling predecessor and other popular all-terrain offerings in dry handling, dry braking, wet handling and wet braking tests.” The tread design features “tuskshaped grooves” to aid both water evacuation and all-terrain traction, stone ejectors, and beveled and rounded tread elements to battle uneven wear. Enhanced tread block buttressing improves block stability, Hercules claimed, while a mold profile shape creates a more stable contact patch. “The Terra Trac AT II isn’t just a better tire – it’s an all-new tire developed using everything we’ve learned
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in nearly 10 successful years with the Terra Trac A/T,” said Joshua Simpson, vice president of marketing for Hercules. “Consumers want – expect, really – high performance with great value. “The Hercules Terra Trac AT II gives our dealers an edge by enabling them to offer exactly that – a quality tire that offers enormous value and delivers security, longevity, control, quiet and stability.” The Terra Trac AT II is available in 46 SKUs comprised of P- and LT-metric sizes. All sizes offer a 60,000mile/100,000-km limited mileage warranty, road hazard protection and Hercules’ 30-day “Trust Our Ride” test drive, the company said. ■ Jim Smith Editor jsmith@babcox.com
TIA Sets GTE/SEMA Show Events, Educational Seminars It’s time once again to start planning – if you haven’t already – for the annual Global Tire Expo/SEMA Show, the tire industry’s only national trade show and educational conference. Set for Nov. 5-8 at the Las Vegas Convention Center, the annual event promises to be bigger and better than ever, with a wide range of educational programs, special events and a dedicated tire-oriented trade show area. In all, some 200,000 people are expected to attend the show, which is paired with AAPEX. TIA, which hosts the Global Tire Expo, kicks off festivities with its annual meeting at The Cosmopolitan, the GTE’s host hotel, on Monday, Nov. 4 at noon. Later that day, at 5 p.m. at The Cosmopolitan, TIA will host guests for a wine and cheese social leading up to its Tire Industry Honors program at 6 p.m. Tire Industry Honors includes the inductions of the Tire Industry Hall of Fame Class of 2013, the presentation of special awards such as the winner of the TIRE REVIEW Top Shop 14 July 2013 | TireReview
Award, speeches by both the outgoing and incoming TIA presidents, and other events. Following Tire Industry Honors, TIA will host its annual Welcome Reception, also at The Cosmopolitan, from 7:30 to 9:30 p.m. The GTE trade show is open Nov. 5-8 in the lower South Hall of the convention center. The trade show runs from 9 a.m. to 5 p.m. each day except Nov. 8, when it closes at 4 p.m. During the week, TIA has scheduled a number of educational sessions, also held at the Las Vegas Convention Center. Those sessions include: • Nov. 5 - TPMS @ 10: Understanding and Managing the Risks of Servicing TPMS - Truck Tires @ 10: Shoulder Repairs in the Field - Tires @ 2: Successful Tire Dealers Share Their Secrets • Nov. 6 - TPMS @ 10: TPMS Troubleshooting - Truck Tires @ 10: Monitoring Tire Pressure on Trucks
- Tires @ 2: Understanding Tire Buyers in the Information Age • Nov. 7 - Special Program at 2 p.m.: Understanding the Patient Protection and Affordable Care Act. For more information and to register for the GTE/SEMA Show, visit tireindustry.org.
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> Goodyear Tire & Rubber Co.
Newest Eagle is for ‘Mid-Tier Performance Segment’
A
s the performance tire segRack, Max Finkelstein Inc.) was held Goodrich, Continental, General and ment grew, so did the tires. at Bob Bondurant School of High others. But as wide tires went from Performance Driving in Phoenix. Goodyear said that the Eagle curiosity to commonplace, automakThrough 2013, the tiremaker plans Sport All-Season is “designed for reers and tiremakers created and suba series of tire dealer ride-n-drive sponsiveness, all-season traction, divided the segment to extremes. We events to support the product, and has and outstanding wet and dry hanwent from expensive cosmetic perset a consumer-oriented ad campaign dling with performance drivers in formance radials to extremely expen- – tagged “Own It.” The ad effort calls mind.” The tire features a new silicasive max-performance UHP rubber. to mind “generations of Eagle perbased tread compound, an asymmetToday, high performance and formance tires” and Goodyear’s “hisric tread pattern with angled tread UHP tires are more often than not re- tory of innovation,” according to Tara block edges, four circumferential quired as replacements for similar Foote, Goodyear brand performance grooves for water evacuation, and OE tires, putting hundreds of full cost pressure firmly depth sipes for on the backs of unwet and snow happy drivers altraction. ready grumbling Foote said the about rising fuel marketing team prices. set the table for Some tiremakthe tire, outlining ers, including an all-season Goodyear, have product that derecognized the livered “excellent problem and have wet/dry traction, begun offering a smooth and products to reach quiet ride and an the so-called “midindustry-leading tier performance treadwear warsegment” – H-, Vranty.” They then and W-rated fitpassed the ball to Goodyear’s new Eagle Sport All-Season is ideal for “non-sports cars,” offering ments that deliver the engineers and the performance benefits of a Goodyear Eagle to drivers who want to maintain or more-than-adedesigners to exeupgrade the steering and handling characteristics of their vehicles. quate on-road cute. manners at more“Our engithan-reasonable price points. marketing manager. neers are using innovative technolIn late May, Goodyear took the “This tire applies innovative techogy to develop this new generation wraps off its latest mid-tier offering – nology from our labs and design stuof products that take tire performthe Eagle Sport All-Season. Andios to continue the Goodyear Eagle ance to a higher level,” said Bob nounced first at its dealer conference high-performance leadership that Toth, Goodyear’s North American in January, the newest Eagle replaces helps you own the road,” she said. “A director of products and innovation. the Eagle GT going forward, and is key attraction for this tire is its appeal “The application of relevant technolOE tunable, Goodyear officials stated. to what some would consider ‘nonogy allows these tires not only to The new Eagle is now available to sports cars,’ thus offering the perforgain credit as true innovations, but Goodyear retailers, with a full lineup mance benefits of a Goodyear Eagle also to translate into the kind of drivof 47 V and W speed-rated sizes to drivers who want to maintain or ing performance benefits that conavailable by the end of 2013. upgrade the steering and handling sumers really want.” The tire is positioned just below characteristics of their vehicles.” Tim Lovell, technical project manthe Eagle F1 Asymmetric All-Season In short, Foote said, the target for ager, explained the technical features – which launched last spring – and the Eagle Sport All-Season is “driof the result. The new Eagle Sport carries a 50,000-mile tread life limvers who enjoy driving,” drivers All-Season features an asymmetrical ited warranty. who “want to experience a “feel for tread design with distinct inboard The formal launch event for U.S. the road.” and outboard patterns. The outboard and Canada media and select cusFoote said tire competes with “all side carries 7% more rubber on the tomers (including ATD, Sears, Tire mid-tier tires,” such as lines from BF- road versus the inboard side, which 16 July 2013 | TireReview
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NEWS & EVENTS
Event attendees put Goodyear’s newest Eagle to the test in a series of track exercises at the Bob Bondurant School of High Performance Driving in Phoenix (left). The Eagle All-Season features an asymmetrical tread design with distinct inboard and outboard patterns, according to Tim Lovell, technical project manager (right).
aids its ability to maintain its footprint on the road surface – even at light loads. Siping in the silica-based tread comes in a varying pattern across the tread face, with more siping toward the center; most sipes are full-depth, Goodyear said, to maximize traction during the life of the tread. Angled tread block edges help provide responsive handling and grip while reducing road noise and promoting even wear. This all adds up to “outstanding
wet and dry performance with enhanced grip in ice and snow,” and “confident grip as the tire wears as a result of numerous full-depth tread sipes.” Journalists and dealers tested the newest Eagle head-to-head against the Firestone Firehawk Wide Oval AS. The 18-inch tires on matching Audi A4s pulled laps on a wet/dry autocross track at the Bondurant facility. Later, the group did lead/follow hot laps in Cadillac CTSs on the Goodyear Eagle F1 Asymmetric All-Season.
“A tire is a product that can perform in all types of weather conditions, carry people to appointments, and enhance the performance of the vehicle on which it’s mounted,” said Toth. “Sometimes, drivers forget that the only four touch-points between the car and the road are the tires.” Goodyear is certainly hoping the latest Eagle will better remind them of that fact. ■
Cooper, INSA Silica Masterbatch Testing Successful
masterbatch process, but quite another to successfully use it in manufacturing and evaluate this new technology in tires. “By accomplishing this, Cooper and INSA have demonstrated significant processing advantages in our plants – including improvements in mixing efficiencies through considerable reduction in cycle times over conventional dry mixed silica – and we’ve been able to verify all aspects of tire performance.” Cooper and INSA jointly earned a U.S. patent for silica masterbatch earlier this year. “It is exciting that Cooper was able to demonstrate strong tire performance and value with this technology,” said Felipe Varela Hernandez, general director of
INSA. “We are also equally excited to have established a viable silica masterbatch manufacturing process in our Altamira (Mexico) production plant. The joint development by our two companies over several years has been a key driver to confirm the future commercialization potential of this technology.” The silica masterbatch required for these tire evaluations was produced in a full-scale production demonstration line at the INSA plant in Altamira, Mexico, Cooper said. The silica masterbatch from this manufacturing process was used to complete multiple tire evaluations by Cooper, and testing consisted of “all aspects of tire performance including traction and handling, treadwear, all-season capability and rolling resistance.”
Cooper Tire & Rubber Co. and partner Industrias Negromex S.A. de C.V. claim to have “successfully evaluated silica masterbatch technology in full-scale production facilities and demonstrated that tires produced with silica masterbatch technology offer a range of benefits compared with tires produced using conventional dry silica mixing technology.” “This is a first for the tire industry,” said Chuck Yurkovich, Cooper vice president of global research and development. “It’s one thing to patent an industry-leading silica
Jim Smith Editor jsmith@babcox.com
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Ambitious Store Opening Plans Set by STS Tire Bound Brook, N.J.-based Somerset Tire Service – STS Tire & Auto Centers – plans to open a heady 25 new full-service retail locations between June 7 and Aug. 3 of this year. Fifteen of the new stores will open in New Jersey, while five each will open in New York and Pennsylvania, STS said. “Especially in these trying economic times, we definitely have reason to celebrate our growth,” said STS president Bill Caulin. “As an employee-owned company, we know that it’s imperative to provide each and every customer with quality service. We are truly grateful that we’ve been able to serve our existing communities for 55 years and we look forward to servicing these new communities with the same level of care.” The newest additions will take STS’s store count to 150 locations, employing some 1,000 people.
Kenda Adding Tire Production Capacity Globally Kenda Rubber Industrial Co. said it is increasing its global production capacity for passenger car tires by 50%, to 38,000 units a day by the end of 2013, in order to meet rising market demand. Kenda plans to raise its capacity in Taiwan by 4,000 units a day. The company’s new plant in Tianjin, China, is expected to increase capacity by 5,000 tires a day by the end of this year, while its new factory in Shanghai will increase its production by 2,500 tires a day, according to a report in the Taipei Times. Currently, the tiremaker produces 22,500 tires
daily in its Kunshan, China, plant and 4,000 units a day in its Yunlin, Taiwan, facility. In addition to the added capacity, Kenda launched a subsidiary in Europe to promote its brand and conduct marketing in a bid to enter the European market in the near future, officials said.
Most of Closed Scher Vegas Stores to Reopen Six months after employees of Bruce Scher’s Goodyear in Las Vegas suddenly found they no longer had jobs, the lives of most of them are returning to normal. Founder and owner Bruce Scher died in early December 2012, and by Christmas company management decided to shutter its entire Las Vegas business – 13 tire and service centers in all, employing 81 people. Scher’s Southern California operations remained open. After the initial shock wore off, a new company – Superior Tire & Service – was created, with a new management group formed to buy assets, and take over many of the Scher locations, reworking leases and systematically reopening them. As of mid-June, nine of the 13 stores had been reopened, giving employment to 35 of the previously laid-off employees. Two more stores were slated to reopen in late June, according to reports. The two remaining closed stores are not considered viable long-term and will stay closed, Superior Tire officials said.
Famed Florida Tire Dealer Olin Mott Dies It is one thing to be well known and respected for one’s business suc-
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cess, but it is quite another to become even better known as a true selfless benefactor. That was Olin Mott, founder of Olin Mott Tire Co., who passed away July 2 at age 92. Over his tire career, Mott grew the business to six locations in the greater Tampa, Fla., area, all the while tackling many philanthropic endeavors that were in his eyes far more important. Honored locally and nationally for his efforts, Mott supported the small – sponsoring countess youth sports teams – and the large – founding a residential facility for abandoned children and young mothers and their children. A veteran of World War II – Mott was wounded in the Pearl Harbor attack in 1941 – the Georgia native founded his tire and service business in 1955. He turned the business over to his son, Richard, about 10 years ago. Mott is survived by his wife Doris; son Richard; daughter Linda Wren; sister Vassie Sue Wadsworth; and four grandchildren.
Senators Turn to Canadian Tire for Partnership The naming rights to the home of the NHL’s Ottawa Senators has changed hands from one iconic Canadian brand to another. Canadian Tire Corp. has taken the placard, replacing Scotiabank as the title holder. The now named Canadian Tire Centre not only hosts NHL games throughout the October-May season, it also is used for music concerts, circus stops and other major events in Canada’s capital city. The agreement took effect July 1, and arena-related signage will be in place for the start of the 2013-14 NHL season. “Canadian Tire is an iconic brand and is one of the largest hockey retailers in the world,” said Senators owner Eugene Melnyk. “That represents a unique opportunity for both of our organizations to work side-by-side on a wide range of new marketing and community initiatives that will be Continued on Page 20
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10-20 Red_Newsmakers 7/16/13 1:40 PM Page 20
■ NEWSMAKERS:
NEWS & EVENTS
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good for our business, our hockey team and most of all, our fans.”
Greenball Brings Centennial Brand Back to Life Greenball Corp. reports it has brought back the Centennial brand name, launching a line of all-terrain tires for light trucks and SUVs under the name, which originally was an associate brand of Dunlop Tire Corp. and was used by Goodyear until 2007. The Long Beach, Calif.-based private and import brand marketer applied for the Centennial trademark in April 2011 and recently received approval to use it. Greenball announced plans to launch the brand in five sizes of its Terra Commander line: LT245/75R16, LT265/75R16, LT235/85R16, P215/75R15 and P235/75R15. The tires will be produced in China and Thailand.
TBC’s Nicholson Elected TIA Secretary TIA’s board of directors elected Glen Nicholson as the association’s new secretary, putting the TBC executive in line for TIA’s presidency. He will begin his one-year term as secretary on Nov. 4, becoming vice president the following year, and then TIA president in November 2015. He was elected at the TIA biannual board meeting June 12-14. Nicholson has more than 30 years of experience in the retail tire industry and has held positions ranging from tire technician to multi-store manager. He is currently the director of retail education and quality assurance for TBC Retail Group.
Knapp to Lead Bridgestone’s Consumer Tire Biz Bridgestone Americas named Gordon Knapp president of its U.S. and Canada consumer tire division, 20 July 2013 | TireReview
Continental Tops Truck Tire Plant Expansion A “significant milestone” was celebrated at Continental Tire the Americas’ plant in Mt. Vernon, Ill., when its ongoing plant expansion was “topped” by an autographed steel beam. The beam, signed by an array of company and government officials, was installed on the skeleton of the 80,000-square-foot expansion of CTA’s medium truck tire production area at the massive plant. “It is exciting to see such great things happening for the Continental plant, as well as for the local community,” said Benny Harmse, Mt. Vernon plant manager. “It signifies the progress and commitment of our company. This is progress, and represents the job opportunity and economic vitality Continental continues to bring to the Mt. Vernon area.” The $95 million expansion project will increase production to an annual volume of more than three million truck tires, CTA said. Included is a new mixer and equipment to build super wide radial truck tires. Construction on the truck tire expansion is expected to be completed by the end of 2015.
effective June 17. Knapp succeeds Larry Magee, who previously announced his retirement after 38 years with Bridgestone Americas. “Throughout his career, Gordon has shown commitment to delivering value to consumers through innovation, a focus on results and a passion for operational excellence,” said Eduardo Minardi, chairman, CEO and president of BATO. Knapp also has held leadership positions in the consumer products businesses for Pfizer Inc. and Warner-Lambert Inc. He earned a bachelor’s degree in business administration from Trent University and an MBA from University of Western Ontario. He will relocate to Nashville from his current home in Wisconsin.
Data Firm R.L. Polk Sold in $1.4 Billion Deal Southfield, Mich.-based R.L. Polk & Co. has been acquired by business data firm IHS Inc. in a $1.4 billion deal. IHS, based in Englewood, Colo., would pick up both R.L. Polk, the respected 143-year-old global automotive data firm, and its wholly-owned Carfax subsidiary. It has offices in the U.S., Canada, England, France, Spain, Italy, Germany, China, Japan and Australia. The deal was announced June 9 and is expected to close later this year. ■
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22 Green_Market Intel 7/16/13 1:39 PM Page 22
BUSINESS
MARKET INTEL
TIRE REVIEW and InteliChek present up-to-date tire and service price information from major U.S. metropolitan areas. For this monthly feature, InteliChek directly contacts a selection of independent tire dealers, mass merchants/chain stores and car dealers to obtain current pricing on replacement tires and vehicle services. InteliChek requests and verifies
Atlanta, GA Market Period 6/10-18 Mass Merch. A
Mass Merch. B
Tire Dealer A
retail prices via phone calls, using common specific vehicles, tire sizes and vehicle services. In that way, direct and useful comparisons can be made by readers. The tire prices shown in this report are for tires only, and do not include mounting/balancing or any add-on warranties or other services or fees. To allow for a more accurate comparison, the level of tire brand –
Tire Dealer B
Car Dealer
Avg. All
Tier 1, Tier 2 and Private Brand/Other – recommended by the retailer is noted. (See legend below charts.) The services chosen for these surveys include a standard oil change (oil plus filter), a standard fourwheel alignment and front brake work (replace front pads and turn both rotors). For more information on InteliChek, visit intelichek.com. ■
Buffalo, NY Market Period 6/10-18 Mass Merch. A
Mass Merch. B
Tire Dealer A
Tire Dealer B
Car Dealer
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$29.99 $35.99 $40.00 $24.95 $28.99 $31.98 $488.00** $427.96** $387.56** $419.96* $388.00** $422.30
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$32.00 $25.00 $31.75 $21.99 $34.95 $515.96** $611.96* $521.92** $556.00* $548.00*
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$79.99 $89.99 $65.00 $89.99 $99.95 $307.96** $455.96** $356.00** $359.80** $427.52**
$84.98 $381.45
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$69.99 $355.96**
Vehicle 3 Front Brakes, Turn Rotors $149.00 $179.99 $170.00 $169.00 $179.95 Replace All: 265/70R17 $684.00** $679.96** $549.76*** $556.00** $792.00*
$169.59 $652.34
Vehicle 3 Front Brakes, Turn Rotors $250.11 Replace All: 265/70R17 $572.00**
$250.00 $225.00 $109.99 $229.00 $775.84* $566.00** $880.00* $800.00*
Avg. All
Las Vegas, NV Market Period 6/10-18 Mass Merch. A
Mass Merch. B
Chicago, IL Market Period 6/10-18 Mass Merch. A
Mass Merch. B
Tire Dealer A
Tire Dealer B
Car Dealer
Avg. All
$29.14 $550.77
$84.99 $89.95 $94.00 $89.95 $85.78 $527.96* $508.76** $512.00** $390.96** $459.13
Tire Dealer A
Tire Dealer B
Car Dealer
$212.82 $718.77
Avg. All
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$35.00 $39.95 $25.00 $355.96** $636.00* $495.84*
$29.95 $34.95 $599.80* $444.00*
$32.97 $506.32
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$28.99 $33.77 $20.00 $463.96** $532.00* $560.00*
$35.00 $29.95 $500.00* $444.00*
$29.54 $499.99
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$80.00 $79.99 $80.00 $79.95 $119.00 $359.96** $476.00** $500.00* $399.80** $408.00*
$87.79 $428.75
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$79.99 $84.99 N/A $379.60** $520.00* $640.00*
N/A $109.95 $460.00* $492.00*
$91.64 $498.32
Vehicle 3 Front Brakes, Turn Rotors $169.99 $184.99 $230.00 $320.00 $204.95 Replace All: 265/70R17 $579.96** $716.00** $720.00** $639.80* $684.00*
$221.99 $667.95
Vehicle 3 Front Brakes, Turn Rotors $180.00 $160.00 $170.00 Replace All: 265/70R17 $572.00* $611.92* $640.00*
$180.00 $200.00 $560.00* $960.00*
$178.00 $668.78
Washington, DC Market Period 6/10-18 Mass Mass Merch. Merch. A B
Tire Dealer B
Lincoln, NB Market Period 6/10-18 Mass Merch. A
Mass Merch. B
Tire Dealer A
Tire Dealer B
Car Dealer
Avg. All
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$30.00 $33.00 $38.97 $19.00 $40.00 $499.80* $475.96* $440.00** $420.00* $584.28*
$32.19 $484.01
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$19.99 $579.96*
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$74.99 $74.95 $85.00 $479.80** $495.96* $392.00**
$69.00 $97.68 $452.00* $396.00**
$80.32 $443.15
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$89.99 $84.99 $471.96** $503.96*
Vehicle 3 Front Brakes, Turn Rotors $173.00 $200.00 $250.00 $149.00 $200.00 Replace All: 265/70R17 $615.80** $636.00** $667.80* $592.00** $683.80*
$194.40 $639.08
Vehicle 3 Front Brakes, Turn Rotors $220.00 Replace All: 265/70R17 $559.96***
Legend
22 July 2013 | TireReview
* = Tier 1 Brand
** = Tier 2 Brand
Tire Dealer A
$21.66 $40.00 $49.00 $527.96* $416.00** $556.00*
Car Dealer
$39.95 $34.12 $616.00** $539.18
$85.00 $70.00 $89.95 $83.99 $432.00** $480.00*** $381.56** $453.90
$190.00 $250.00 $155.00 $350.00 $656.00* $740.00** $1,000.00* $684.00*
*** = Private Brand/Other
Avg. All
$233.00 $727.99
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24,26 Green_Mobile Mkting 7/16/13 1:38 PM Page 24
BUSINESS
MOBILE MARKETING
Mobile Advertising Strategies A
s I sat in Tom’s cramped office in the back of his shop, I could see he was frustrated. Tom had called me because he needed some new customers and he needed them right now. He was getting bombarded almost daily from salespeople offering all sorts of programs that were all about getting him new customers. There were radio spots, TV commercials, coupons, print ads and, of course, the weekly calls from the “deal site” salesperson and the Yellow Pages. Tom told me that those calls weren’t as bad as the others. “What others?” I asked. He said he was getting two or three calls every day from people offering him a mobile app, a mobile website, a new website, Facebook, Twitter, YouTube – you name it. They all wanted to help with his “reputation.” The problem, he related, was that he was getting more of those calls than he was from customers needing an appointment. His business was way down and he didn’t have much of a budget for advertising and promotion. But he realized he needed to do something. So what should he do? I shared two very important points with Tom that very few tire
To make an impact while reducing your ad spend, consider a mobile payper-click campaign
and service business owners think about.
That works if you have a multimillion dollar (at least multi-thousand dollar) ad budget – but that
Mobile pay-per-click ads are targeted to people who are actively searching for your products and services – and are doing so on mobile devices.
Mistake 1: Get Your Name Out There Advertising salespeople will often say, “You need to get your name out there so people will think of you when they need tires or a repair.”
THE REASON LARGE BRANDING ADVERTISING MAY NOT WORK FOR A SMALLER INDEPENDENT SHOP IS THAT TO MAKE IT PAY, YOU NEED TO DO IT CONSISTENTLY AND BROADLY. 24 July 2013 | TireReview
BRIAN SACKS Contributing Writer brian@trackableresponse.com
was not Tom’s situation. He was scraping together the money for this promotion and if it didn’t work, he might not be able to meet payroll. The reason large branding advertising may not work for a smaller independent shop is that to make it pay, you need to do it consistently and broadly. That means you must have a large budget. If you’re advertising on radio, TV or in print, you are paying based on the number of listeners, viewers or readers. So if your local newspaper has 100,000 readers, how many may
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■ BUSINESS:
MOBILE MARKETING
need tires that day? Probably only 10-20, but you’re paying for the full 200,000 eyeballs.
Mistake 2: You Need a… Don’t get me wrong, you do need a great website, a solid mobile website, even a mobile app. And you need to be involved in social media by utilizing Facebook, Twitter, YouTube and more. That’s the “Tire Dealer 101” stuff that every dealer should be engaged with. It will all help you generate new customers and retain your existing customers. We have numerous clients we have been assisting with the above tools and each and every one has shown profits and a great ROI. But, remember, that was not Tom’s immediate issue. He said he needs customers (and their money) now – and he has a small budget to work with.
Pay-Per-Click Strategy What I proposed to him was a mobile pay-per-click campaign. Let me explain why that was my suggestion. There are three major ways of generating pay-per-click traffic: Google Ads: If you conduct a search on Google for virtually any term, you’ll normally see three ads
on the top in a shaded area and seven to 10 more on the right hand side of the page. These ads are worthwhile, but they typically produce shoppers and not buyers. The good news is that you know someone who typed in the product you’re selling is at least searching for that product, which is better than the brand type advertising we spoke about earlier. Facebook Ads: These are display ads on Facebook and you can choose where they appear – meaning you can target your customer. That’s important because you can better manage your ad budget. If you know your typical customer is a 34-yearold woman living within 10 miles of your shop, you can have your ad appear only to those who fit that criteria. Want to reach senior couples ages 54-70, living in the suburbs, driving a Lexus, and who like to vacation in the Caribbean? Again, you can target just those Facebook members. The problem here is that these people are not specifically looking for you or your service, so this is yet another version of brand advertising. Mobile Pay-Per-Click: These ads are targeted to people who are actively searching for your products and services – and are doing so on
mobile devices. According to Google, 81% of such searches on a mobile device result in a physical interaction with the business, usually within 24 hours. And more than 80% of those people are searching for a local business. The people clicking on mobile ads have a five times better conversion rate than those searching from a desktop or laptop computer. That means mobile searches are mostly from buyers who want a service or product now. Currently, mobile ads are significantly cheaper than desktop ads and are markedly more effective. They also are more impactful for creating customers quickly, since someone searching on a mobile device probably needs your service now and is not just shopping or browsing. This is the method we implemented for Tom and, so far, the results are proving this was the correct decision. His costs were a fraction of a TV, radio, print or even ValPak – and certainly far, far less than a Yellow Pages ad. Here are the steps to implementing a mobile advertising campaign: 1. Assess what keywords are being searched and the cost per click. 2. Create ads based on that information. It’s ideal to start with two or even three ads to see which will perform the best. 3. Create a daily budget. You can tell Google how much you want to spend each day and you also can turn off your ads during the hours your shop is closed. 4. Run the campaign. Monitor your progress to see if it’s working – and working well. 5. Assess your ROI and decide to continue the campaign, grow the campaign, or create a whole new campaign. ■
Brian Sacks is a mobile marketing expert with more than 26 years of direct response marketing experience. He is co-founder of Trackable Response Inc., a mobile marketing provider to the tire and auto service industries, based in Catonsville, Md. Brian can be reached at brian@trackableresponse.com or 410-747-1100. 26 July 2013 | TireReview
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28,30,31 Green_Selling Smart 7/16/13 1:37 PM Page 28
BUSINESS
SELLING SMART
Maximizing Moments of Truth T
here is perhaps no greater story of the positive impact of customer service focus than the remarkable true account of Jan Carlzon and the business turnaround that he led as the president of Scandinavian Airlines. In 1979 and 1980, Scandinavian Airlines (SAS) was in financial turmoil, having accumulated a loss of nearly $30 million. When Carlzon was appointed CEO in 1981, the future of the company looked bleak at best. Against all odds, Carlzon was able to return the business to profitability within a year – in fact, SAS’ successful turnaround culminated with Air Transport World’s “Airline of the Year” award in 1984. How did Carlzon do it? And, more to the point, what does this have to do with customer service? Everything. Unlike the conventional “we need more sales” approach, Carlzon’s brilliant, yet simple plan was to refocus the organization on its most important asset – existing customers. Carlzon made a business case that SAS already had 10 million passengers per year and, if the company did a more effective job in managing those existing relationships, it could turn the airline around and prosper.
Focus on impressionforming moments for customer loyalty and increased profits
Doing the math, he reasoned that the average passenger came into contact with five SAS employees during a single transaction with the company. He called these encounters “moments of truth.”
any aspect of the company, however remote, and thereby has an opportunity to form an impression.” Carlzon recognized that each customer contact is a unique, unrepeatable opportunity for a company to differentiate itself from the competi-
The first big moment of truth is a customer’s first impression of your company. The dealership should be clean, safe and inviting – inside and out.
Moments of Truth Defined According to Carlzon, “a moment of truth is an episode in which the customer comes into contact with
“A MOMENT OF TRUTH IS AN EPISODE IN WHICH THE CUSTOMER COMES INTO CONTACT WITH ANY ASPECT OF THE COMPANY, HOWEVER REMOTE, AND THEREBY HAS AN OPPORTUNITY TO FORM AN IMPRESSION.” 28 July 2013 | TireReview
STEVE FERRANTE Contributing Editor steve@saleawayllc.com
tion. In the case of SAS, he made it his job and top priority to proactively manage those 50 million unique customer contact experiences. No doubt you’ve heard the phrase “You never get a second chance to make a first impression.” That being the case, the first moment of truth takes place as soon as the customer walks in the front door of your store. This initial encounter between the customer and your frontline employees sets the table for the rest of the Rapid Response: 800-928-1184 ext. 52029 佡
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■ BUSINESS:
SELLING SMART
experience and forms a lasting impression of the entire company in the mind of the customer. If the customer perceives it as lousy or unwelcoming, you are failing a key moment of truth and leaving the door open to competitors who would happily invite your customers in and take away your business. Very often, it all comes down to providing genuine hospitality. Simple gestures like making eye contact, smiling and speaking in a positive, en-
thusiastic manner will normally produce a feeling of customer satisfaction. Customers who feel valued and appreciated from the very start will have the greatest tendency to return for future business. It is vital to remember that service and sales go hand-in-hand. In every service opportunity there is a sales opportunity, and in every sales opportunity there is a service opportunity. All too often in tire and auto service businesses, marketing efforts are
focused on increasing store traffic and producing new customers. At the helm of Scandinavian Airlines, Carlzon did not set out specifically to generate new business, although that was an anticipated (and welcomed) byproduct of the positive word-ofmouth created by his moments of truth campaign. The same is true in tire/auto service: the better the job employees do in providing superior customer care, the better the job those customers do at promoting the business to others and providing new sales opportunities. In today’s competitive marketplace, service is the most important thing a company has to sell. It differentiates companies when they have the same product – often as in the case of tire dealerships. Every decision should be made with customer focus in mind and viewed as another opportunity to make a favorable impression. The benefits of providing exceptional customer service are clear. Unfortunately, failure to satisfy a customer on any moment of truth interaction can quickly ruin the customer’s memory of high quality service; even the most delicious meal isn’t very good when service is poor, because poor service leaves a bad taste in your mouth. Your shop’s appearance can be sparkly beautiful and your product displays perfect, but when service is substandard, the customer experience will be perceived as mediocre at best. Managing your moments of truth and providing exceptional customer service is not a one-time event; you have to be consistent. It is only as good as your last encounter. Like a Broadway show, it is a live production, and it goes on stage every day at the same time.
Big Three Moments of Truth The Drive By – How’s your business’ curbside appeal? Does the overall appearance of the store and exterior landscape look inviting, welcoming, clean, safe, etc.? Remember, the majority of tire/auto service customers are women, and many women will not approach the facility if it doesn’t appear clean, safe, inviting, etc. The Phone – As I wrote in one of my recent TIRE REVIEW blog posts, Rapid Response: 800-928-1184 ext. 52030 30 July 2013 | TireReview
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SELLING SMART
thing in the store should communicate “winning team” and make customers feel they are in a world-class, professional environment. All employee-customer encounters must impress with the same positive attributes as phone interactions, with special focus on body language skills. To secure customer loyalty and referrals that boost sales and profitability, remember your moments of truth and give every customer contact point the special attention it deserves! ■
All employee-customer encounters must offer the same positive attributes as phone interactions, with special focus on body language skills.
“Top 3 Reasons Why Phone Skills Training is Most Important in Sales” (http://bit.ly/12lkcRr), phone interactions are the single most important point-of-sale area when it comes to developing new business. Proper attention must be given to both outgoing, and especially incoming,
customer calls. To maximize customer engagement, employees need to sound professional, positive, caring and courteous, and effectively humanize a business by personalizing their interactions. In the Store – This is truly where the rubber meets the road. Every-
Steve Ferrante, CEO of Sale Away LLC, is the producer and host of the Pinnacle Performance sales and customer service training program for the tire/auto service industry. He can be reached at 866-721-6086 ext. 701 or steve@saleawayllc.com.
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Back 2Basics SEAN PHILLIPS Contributing Editor
FEATURE
6
Back 2Basics Bac
Step-by-Step T
WHEEL FITMENT & TIRE SIZING
his article on wheel fitment and plus sizing is the sixth in a series on basic tasks performed in tire dealerships. The first in the series covered Basic Tire Repair (February 2012), the second addressed Tire Demounting and Mounting (May 2012), the third discussed Tire Rotation (August 2012), the fourth covered Tire/Wheel Balancing (November 2012), and the fifth looked at Tire/Wheel Alignment (March 2013). This installment reviews the basics of custom wheel selection and considering proper plus-sizing options. Even though the economic downturn was harsh to the custom wheel business, there are still a lot of drivers out there looking to cus32 July 2013 | TireReview
tomize their rides or make even a seemingly minor tire and wheel size change for aesthetic reasons. There is nothing “minor” about changing tire and wheel sizes. This article is intended not only for newly trained tire and service technicians, but also veterans who want to brush up on their techniques. Background information for this article was supplied by a variety of industry experts and groups, including former TIRE REVIEW columnist and performance tire/wheel expert Scott Blair. One of the easiest and most effective ways for an owner to change the look and feel of a car, pickup or SUV is to change the wheels, and that often means changing the size.
Whether a customer is looking to upsize to larger wheels for the performance benefits, downsize for winter tires, or just going for a unique look for his car, there are a number of details that a dealer, salesperson and tire tech must get right to ensure proper fitment and safety – and above all, to make the customer happy and keep him coming back. According to Tire Rack, “An accurate fitment is the difference between good, better and best. Critical wheel dimensions such as width, diameter, offset, center bore, brake clearance, as well as load factor and lug hardware, are the basics when it comes to properly fitting aftermarket wheels.”
32-36 Black_Cover Feature 7/16/13 1:37 PM Page 33
Upsize or Downsize
Keep in mind that when changing the diameter of the wheels, the width also usually changes, and this can cause problems if you’re not careful.
Something to watch for, especially when downsizing, is the brake clearance on the vehicle. Some high performance cars have oversized brakes or aftermarket brake kits that will not accept smaller wheels. If you’re unsure of brake clearance, test-fit the wheels before mounting tires on them, so that the wheels can be returned if necessary. You also will want to watch out for cars with staggered setups in which the rear wheels are wider than the fronts, mostly found on BMW and Mercedes models (unless you’re seeing a lot of super cars at your store). In terms of wheel fitment, you usually can put the width for the narrower front wheels on all four points if you absolutely have to, but you can’t ever put the wider rear wheel size on the front, or the wheels will rub.
Bolt Pattern Getting the proper bolt pattern obviously is important when fitting new wheels, since if the pattern is wrong, you’re just not going to get
very far in trying to install them. Most of the time, bolt patterns are pretty easy. Patterns are expressed by the number of bolts and the distance across the center of the pattern, either in inches or millimeters, as in 5x4.5 or 4x100mm. Data generally can be found for the year, make and model of the customer’s car in the Tire Guide, the Hollander Book or in the vehicle owner’s manual. The wheel’s bolt pattern is usually embossed somewhere on the back of the wheel. Bolt pattern gauges also are available for when a wheel’s particular pattern is unknown. There is, however, one thing that can trip up even experienced technicians – the difference between 5x4.5 and 5x115mm, or between 5x4.75 and 5x120mm. These patterns differ by less than a millimeter, little enough that one will generally fit on the other. But even while they will fit, they do not interchange. Torquing the wrong pattern onto the car will usually bend the bolts just slightly and probably cause a vi-
“AN ACCURATE FITMENT IS THE DIFFERENCE BETWEEN GOOD, BETTER AND BEST. CRITICAL WHEEL DIMENSIONS SUCH AS WIDTH, DIAMETER, OFFSET, CENTER BORE, BRAKE CLEARANCE, AS WELL AS LOAD FACTOR AND LUG HARDWARE, ARE THE BASICS WHEN IT COMES TO PROPERLY FITTING AFTERMARKET WHEELS.”
– TIRE RACK
TireReview.com 33
Step-by-Step WHEEL FITMENT & TIRE SIZING
There are some very good reasons for either upsizing or downsizing tires/wheels, depending on what the customer is looking to achieve. Going to larger wheels up to 18 inches can positively affect things like cornering grip, braking performance, ride comfort and steering feel, while somewhat negatively impact acceleration and fuel economy due to the greater unsprung weight of larger wheels. At 19 inches and larger, however, the positive handling and comfort effects start to go away, while acceleration and fuel economy get worse, so those really big wheels are best installed just for looks. Downsizing, on the other hand, generally is a good idea for that extra set of wheels with winter tires on them. Smaller, narrower tires perform much better on snow and ice, and winter tires smaller than 17 inches are usually quite a bit less expensive. Keep in mind that when changing the diameter of the wheels, the width also usually changes, and this can cause problems if you’re not careful. In general, there will be at least a half-inch change in width for every inch change in diameter, so going up an inch from a 15x6 wheel to a 16inch wheel will generally put you at 16x6.5. But if the new wheels are 16x7, that might be too wide to clear the suspension. If you’re getting aftermarket wheels from an online distributor, they often will do most of the sizing calculations for you to prevent potential problems, but if you have to do it yourself, the folks at wheelsizecalculator.com can give you an incredible array of useful data for any make and model, including proper offset, hub diameter, bolt pattern and wheel width for each possible tire and wheel size.
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Step-by-Step WHEEL FITMENT & TIRE SIZING
bration that can be very difficult to diagnose. Handy rule of thumb: BMWs, unless they are really old, are all 5x120mm, and no other car uses that pattern. Not so handy rule: 5x4.5 is usually on either American or Japanese nameplates; and 5x115mm is usually on either a European or Japanese marque.
Load Rating Wheels have a maximum load rating, which is generally stamped on the back of the wheel or available in the wheel’s literature. To determine the proper load rating, check for the plaque usually mounted just inside the driver’s side door or on the fuel door. The car’s gross axle weight rating will be printed on the plaque. Divide the GAWR by two to determine each wheel position’s required weight rating.
Hub Center Bore The hole in the center of the wheel where the center cap goes is the wheel’s hub center. OE wheels are designed so the hub center bore matches the diameter of the axle exactly to ensure a tight fit. This is critically important as it is this “hubcentric” connection that centers the wheel precisely on the rotor and, in most cases, actually carries the weight of the car, while the lug studs simply hold the wheel against the rotor plate. Most aftermarket wheels are designed as “lug-centric,” meaning that the center bore usually will be slightly wider than the car’s hub. These wheels should be installed with centric rings, or “spacers,” that make up the difference between the wheel’s center bore and the vehicle’s hub. There is a longstanding – and sometimes acrimonious – debate regarding whether installing lug-centric wheels without centric rings is acceptable. Tire Rack feels that lugcentric installations are fine, as long as the wheels are correctly centered, noting that, “With these [lug-centric] wheels it is critical to torque the lug hardware with the vehicle on jack stands, off the ground. This allows the nuts or bolts to center the wheel and torque down without the weight of the vehicle pushing them off center.” 34 July 2013 | TireReview
As with any tire/wheel assembly replacement, proper balancing is a key part of the process.
I do not agree. While that technique will probably center correctly, I have personally seen innumerable lug-centric installations cause vibration, stud damage and even irreparable damage to the center bore caused by the hub jarring against it, because the studs are not strong enough by themselves to hold the wheel laterally against the weight of the car and deal with impacts. This is obviously my own opinion based on my shop experiences, but I also would suggest there is no real advantage to taking the risk of a lugcentric installation when spacers are extremely inexpensive and easy to install. I strongly advise using hubcentric rings whenever possible.
Offset and Backspacing Offset is defined as the distance between the back of the wheel’s mounting plate and the centerline of the wheel, expressed in millimeters. Positive offset means that the mounting plate is in the front side of the wheel, toward the wheel face. Most OE wheels will have a positive offset. Negative offset means that the plate is on the suspension side of the wheel; this most often is seen in extremely deep-dish aftermarket wheels. Thus, offset determines how the wheel sits in the wheel well, and how much of the wheel’s barrel ex-
tends toward the suspension components. When interchanging wheels of the same width, the offset should be as close to the original as possible to avoid having the wheel rub against the suspension. My rule of thumb has always been within 5mm either way. Backspacing, on the other hand, while often used interchangeably with offset, is defined as the distance between the mounting plate and the rear flange of the wheel. Backspacing is therefore partly dependent on the wheel’s width, whereas offset is not. When interchanging wheels that are different widths, one should calculate the proper backspacing rather than offset to ensure proper fitment. There are several excellent backspacing calculators available on the web to make that job easier. The best one that I have seen is at 1010tires.com.
Fasteners It’s also important to ensure that you have the right fasteners – lug nuts or lug bolts – for the replacement wheels. Lug hardware comes in several different shapes, which must be matched to the lug holes on the wheel: • Conical – A 60-degree tapered cone is the most common style.
Rapid Response: 800-928-1184 ext. 52035
Step-by-Step WHEEL FITMENT & TIRE SIZING
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Always use a well-calibrated hand torque wrench to finish the job on any expensive wheels or spline drive tuner lugs.
• Flat – These lugs have a short barrel designed to fit into the lug hole itself, while the flat shoulders mate to the flat surface around the hole. Some flat lugs will have a separate washer around the barrel instead of an integrated shoulder. • Ball – These lugs have a round shape rather than a tapered cone, and are common on most Mercedes, Audi, VW and many Honda vehicles. • Tuner – Some aftermarket wheels come with very small lug holes, requiring extremely narrow lugs called “tuner lugs.” Rather than having a hex shape to accept a ratchet head, these lugs have many narrow grooves on the head, called a spline drive, which accept a special low-profile key that can fit into the lug holes. Old-style tuner lugs known as “socket lugs” used a hex-shaped key that would be inserted into the inside of the lug. This poor design led to rounded off keys and lugs rusted to the lug studs, since the bolt threads were left open to the elements. Remove and replace any of these that are still found on vehicles and upgrade to spline drive lugs. In addition, installers should make sure that if lug bolts are to be used, they are the proper length, as the original hardware may not insert to the proper depth into the rotor plate with an aftermarket wheel. If new hardware is necessary, the cus-
36 July 2013 | TireReview
tomer should always keep the old hardware in case it is needed to install an OE spare.
Tire Sizing Finally, when the wheels are properly fitted, it’s time to get the right size tires on them. This is an important and somewhat tricky process called plus sizing. The odometer and speedometer settings of all consumer vehicles are set in terms of the overall diameter of the wheel and tire assembly, also known as the “standing height,” so when upsizing or downsizing the wheels, an installer must match the standing height of the new tire and wheel assembly to the standing height of the old one, and also must match the width of the tire to the wider wheel. The industry standard is to maintain +/- 3% of the OE tire height when replacing the tires. To explain this, I’ll start with a basic 185/65R15 tire size. 185 is the section width of the tire expressed in millimeters. The 65 is the aspect ratio of the tire, meaning that the aspect height of the sidewall is 65% of the 185mm width, or 120.25mm. The 15 is the wheel diameter of the tire in inches (bead to bead), which corresponds to the outside diameter of the wheel. So, for example, if you are upsizing from a set of 15x6 wheels with 185/65R15 tires to 16x6.5 wheels, the new tire must lose an inch in aspect height to keep the same overall diameter, and gain about half an inch
in width. That means the new tire would have to be 195/55R16. This is called a “plus one” sizing. Going the other way from 16 inches to 15 inches would be a “minus one” sizing. Got a headache yet? Don’t worry. You really don’t want to do the math for this every time you try to size a tire, and you don’t have to. Numerous calculators exist to do that for you. My favorite is the one at miata.net, which lets you plug in tire sizes and gives you the difference in overall diameter as a percentage, (again, less than 3% is best) as well as showing what the speedometer differential would be and giving you a handy graphic to visualize the difference between the sizes.
Always Use (Torque) Protection Always use torque sticks on your air tools, and use a well-calibrated hand torque wrench to finish the job on any expensive wheels, spline drive tuner lugs or any lug hardware that looks hinky. Never use torque sticks to remove lug hardware. Every so often, I hear from a technician who insists he can achieve proper torque by “feathering the trigger” of an impact wrench. I laugh sadly, because I am convinced this is the reason I used to get so many customers with wildly overtorqued lug hardware or worse, a lug bolt that had been cross-threaded and blindly driven in anyway. Use the right torque tools for the job. ■
Disclaimer Changing the dimensions of vehicle tires and wheels from OE dimensions is serious business. The preceding article was researched and written using material furnished by industry sources, including tire dealers, Scott Blair, the Tire Rack, and other resources. This information is not meant as a substitute for proper training by tire and wheel companies, TIA or torque tool providers. Recommendations made here are consistent with the basic practices used in the industry. This article is meant purely for educational purposes and those who use the methods recommended are solely responsible for any injuries or losses resulting from their application. Rapid Response: 800-928-1184 ext. 52120 佡
Rapid Response: 800-928-1184 ext. 52121
Rapid Response: 800-928-1184 ext. 52039
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TOPSHOP FEATURE
SHANA O’MALLEY Contributing Editor
Joplin Tire Center After a devastating tornado, Missouri dealer rebuilds with help from loyal employees, customers
T
im Bailey had only owned Joplin Tire Center for two months before a catastrophic F5 tornado ripped through Joplin, Mo., on May 22, 2011. The store was previously operated under another name for 25 years before Bailey bought it from a friend. “He was retiring and wanted out,” explains Bailey. “I owned the business across the street, so I just bought this one, too.” Bailey had previously worked in the tire business in college and was just getting back into the swing of things when the tornado hit the small town. Thousands of homes and businesses were torn to shreds, totaling nearly $3 billion in damage. Bailey’s tire shop, along with the vending shop he owned across the street, were among the businesses leveled. “I didn’t know the building was demolished until I got to it,” explains 40 July 2013 | TireReview
In May 2011, an F5 tornado tore through Joplin, Mo., leveling Joplin Tire Center and thousands of homes. Six months later, the new store (top photo) opened.
Bailey. “It took me two hours to get to it because of all the debris in the way and everything was blocked off. They wouldn’t let anybody go in.” Thankfully, he says no one was at
the shop and none of his employees were hurt. “It was just a building and you can rebuild it, and that’s what we did.” Rapid Response: 800-928-1184 ext. 52122
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■ FEATURE: Picking up the Pieces
Business Strategies
Less than a week after the storm, Bailey was able to move what he could into a small temporary location and get back to work. He says the dealership fixed a lot of flats caused by debris. “It was big enough for one car at a time and a couple of tires and a tire machine,” he says. “The first day we made $65. That was the first day and after that, it went right back up. We were busy from seven in the morning until five at night.” Bailey says his main focus was making sure his employees had a job to come back to. “The guys I have in the shop now stuck with me through the tornado and didn’t go anywhere. They never missed a paycheck,” says Bailey. “They stayed here everyday. They take care of stuff.” Despite the adversity, Bailey says he feels more fortunate than many others who were affected by the tornado. “I had insurance. A lot of people in this town didn’t have it; a lot of businesses didn’t have it,” he says.
Unlike many shops that offer both tires and service, Joplin Tire Center remains a tires-only store. Bailey says it also is one of the few that still offers used tires for sale. “We’re known for our used tires,” he says. “We sell a ton of new, but we’ve also got a quantity of used.” Bailey says many people simply can’t afford a set of new tires and buying used can save customers 50% or
TOP SHOP
more on the total cost. He’s says he’s glad to be getting customers into something a little safer than trying to stretch their tires past 2/32nds-inch tread depth. “If you get a used tire on there that’s good, they’re better off then what they were using,” he says. Bailey adds that the shop checks each used tire by looking for wear and tear and filling it with air to check for punctures. “And, if something is even re-
New Beginnings By November 2011, a new shop was constructed where the old one once stood. The modest garage houses four cars at a time, as well as a few Coats tire changers and Hunter balancers. The waiting room includes a few seats for customers, a TV and a table with magazines. Two years after the storm, Bailey says things are finally starting to get back to normal. “Everything slowed down, but we’re steady now,” he says. “It’s going to take years to fully recover. We’re not way up and we’re not down, we’re just right where we should be. It took time for us to get from where we were, in a little temporary building, to the new building.” He adds what really makes the shop run smoothly are his three employees. “I don’t have any problems in the shop,” says Bailey. “I’ve got good guys in the shop who take care of everything. I’ve got a good manager. My business is made up of these guys right here; they are what make this a good shop.” Rapid Response: 800-928-1184 ext. 52041 Rapid Response: 800-928-1184 ext. 52123
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■ FEATURE:
TOP SHOP
“I’ve got good guys in the shop who take care of everything.” Bailey says, “My business is made up of these guys right here; they are what make this a good shop.”
motely a problem, it’s gone, we throw it out,” he says. Some of the main tire brands Joplin Tire Center sells include Kumho, Nexen, Eldorado, Yokohama and Pegasus. Rather than using a big marketing campaign, Bailey prefers to attract
customers by word of mouth. In the past, the dealership has tried coupons and radio advertisements, but Bailey says any extra effort would take away time from work at the shop, which is his main focus. “We stick to doing business and taking care of customers. That’s our
Rapid Response: 800-928-1184 ext. 52042 42 July 2013 | TireReview
main thing,” says Bailey. “We get a lot of customers that are ‘rediscovering us.’ They didn’t know where we were when we were at the temporary location. They are all coming back and they like to see us back.” When he’s not at the shop, Bailey enjoys spending time at the local drag strip, where he does some sponsoring. “Since the tornado we haven’t really been able to do a whole lot,” he says. “We support the local racetrack; I do a lot there.” He says the shop’s biggest competition is other small local shops, as well as large discount stores such as Walmart. While the whole town continues to recover and rebuild after the storm, Bailey says he’s started looking toward the future. “I’d like to expand to another shop somewhere else, I just don’t know where yet. I’ve got a real good crew here,” he says. He added there also are plans to add an alignment rack to the shop in the near future. ■
Rapid Response: 800-928-1184 ext. 52043
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TIRES FEATURE
JOANNE DRAUS KLEIN Contributing Editor
Back to Building Linked to economic health, small OTR tire market growth has returned
End-users of small OTR tires seek a variety of features, including quality, price, ow that the economy is rollavailability, brand name, cost-per-hour and durability, among others. ing again, so are forklifts, graders, backhoes and compactors. Small construction equipup, can create shortages in certainsteers, forklifts, compactors and ports ment and other tire-using contrapsize tires in the small OTR segment. are Hercules’ most popular small tions are getting back to work, so the We feel that the market will mimic OTR tires. (See sidebar on page 46 for small OTR tire industry is, as well. economic growth and have small insizes.) “The U.S. economy is on the mend creases in the small OTR segment. If “There was no shortage of small and housing and construction marthere are increases in construction, OTR tires in 2012,” he says. “There kets are showing signs of life,” says this would assist growth.” are now more players from China, Minoo Mehta, director of commercial So, which small OTR tires are curIndia, Indonesia, Thailand, Sri Lanka tire marketing for Hercules Tire & rently most popular? and Taiwan in this field, in addition Rubber Co. “We expect steady growth “For Double Coin products,” to the majors.” for small OTR tires from 2012 to 2014. Murphy says, “we see sizes used on Murphy details last year’s sales If the economy stays healthy, tire sales loaders and small earthmoving maprogression. “In 2012, the market was will do the same.” chines as most popular. In addition, very strong early in the year, with “Most small OTR tires are used in our radial grader tire is a very popucertain sizes being in high demand,” construction, earthmoving and some lar sales item.” The radial products he says. “Our sales of 29.5R25 E3/L3 aggregate mining,” adds Aaron Murare in the sizes of E3/L3; the loader tires were at an all-time high through phy, vice president of China Manuand earthmoving tires are 20.5R25 the first six months. facturers Alliance/Double Coin. “If and 23.5R25; and the radial grader is “In the second half, demand wanthese specific industries are affected 14.00R25 G2. ed a bit and, while we finished up by economic factors, we can see an Meanwhile, Mehta says tires for with record sales in units, the last increase or decrease in usage. The backhoes, implements, graders, skidquarter of 2012 was much less vibconstruction market, when heating
N
44 July 2013 | TireReview
Rapid Response: 800-928-1184 ext. 52045
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■ FEATURE:
TIRES
rant than the first quarter. It felt like, after mid-year, demand decreased and production was steady, which created a very full supply chain.”
CMA/Double Coin vice president Aaron Murphy says the company sees sizes used on loaders and small earthmoving machines as being most popular, in addition to the tiremaker’s radial grader tire.
Rapid Response: 800-928-1184 ext. 52046 46 July 2013 | TireReview
ratio, as well as matters of endurance, to the list. “The most important thing is to have stock, because these customers cannot wait when their vehicles are down,” Mehta says. Market Factors, Trends “Availability of product locally, Several global factors have afand recommending the correct prodfected the small OTR market in both uct for the application, are two very positive and negative ways, accordimportant things necessary for a ing to Mehta. Differing anti-dumping dealership to remain ahead of its duties on China-produced OTR tires competition,” Murphy agrees. “Offerhave hurt business, he says, while the ing the ability to support the tire after U.S. economy’s sluggishness has rethe initial sale, for retreading or warsulted in slow-moving housing marranty work, also is valuable to the kets and construction activities, and end-user.” therefore slow-moving sales of the “Offering customers a choice of tires they require. good, better and best – with reasonMeanwhile, the poorly performing able, competitive pricing – creates a European market has had its own im- big advantage in retaining custopact, along with a growing global inmers,” Mehta adds. “Dealers who crease in production capacities. fulfill the demands of availability, Nevertheless, Mehta says he exquality, brand name, credit, price and pects the market to hold steady appearance of the tires will rate better through 2016, “as additional capacity with customers.” will balance the growth in demand.” Changing trends within the indusMurphy agrees, saying that steady try, however, continue to change exgrowth “will be realized, especially pectations, as well as other aspects of with global economies slowly strengsmall OTR tire use and manufacture. thening.” “A few clear trends are emerging,” As workers get back to starting up Mehta says. “One is the conversion of their forklifts and backhoes, what the lower-cost bias market to higherwill those end-users be considering cost radials. Bias still ranges from when they purchase tires for their 30% to 70% of market share, dependequipment? ing on the segment and category of Mehta lists those factors, in order tire. of importance, as availability, quality, “It also is evident that many tire credit, price, brand name, appearance companies are making the transition and country of manufacture. Murphy to lower-aspect ratio tires and bigger adds an improved cost-per-hour sizes as vehicles become more technologically savvy. And pneumatics are conPOPULAR SMALL OTR TIRE SIZES verting to solids for lesser down-time,” he BACKHOE (FRONT): 11L15, 11L16 says. “The market’s raBACKHOE (REAR): 19.5L24, 21L24 dial conversion continues, for sure,” Murphy IMPLEMENT: 12.5/80-18, 10.5/80-18 agrees. “And equipment is getting larger, placing additional GRADER: 13.00-24, 14.00-24 stress on the tire and requiring enhanced SKID STEER: 12-16.5, 10-16.5 performance. “Every customer is FORKLIFT: 7.00-12, 6.00-9, 6.50-10, 7.50-15, 2.50-15 a bit different,” Murphy says. But they do COMPACTOR: 7.50-15, 9.00-20, 11.00-20 have one thing in common: They’re all rollPORT: 18.00-25 (SMOOTH TREAD) ing back to work on small OTR tires. ■ SMALL OTR: 20.5-25, 23.5-25, 26.5-25
Rapid Response: 800-928-1184 ext. 52047
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“
Having access to the most reliable data and market feedback is incredibly vital to our success. Especially in
Tire Review’s annual Sourcebook distills it all down for us, with industry stats, dealer outlook, and consumer feedback – along with a huge Buyer’s Guide – all in one issue. If it’s not there, it’s not important.” the fall when we start planning for the next year.
- Howard Fleischmann Sr., co-owner, Community Tire Pros & Auto Repair, Phoenix
More. Delivered.
50,52,56 Black_Service Feature 7/16/13 1:34 PM Page 50
SERVICE FEATURE
ANDREW MARKEL Contributing Editor
Brake Pulsation Returns Don’t blame the pads or rotor – runout causes thickness variation that leads to pulsation problems
H
ere is a scenario: A shop buys a set of pads and rotors and performs a brake job on a vehicle (nothing special about the vehicle). The front pads and rotors are replaced. On the test drive, the vehicle had zero signs of pulsation, even after an aggressive break-in procedure. Six months and 6,000 miles later, the customer is back complaining of a pulsation in the pedal. So, what happened in 6,000 miles? Did the customer tow a boat? Drive the entire Rocky Mountains? Participate in a high-speed police chase? Even if the customer answered yes to one of these events, chances are this did not cause the pulsation they are now experiencing. When the wheels are removed, there are no visual indications the vehicle has a pulsation problem. The pads are worn evenly. The rotors look fine, with very little visible wear, corrosion or excessive heat. So what next? The technician could machine the rotors on a lathe and put them back on the vehicle. On the test drive, the pulsation will be gone, for at least another 6,000 miles. The next time the customer is back at the shop with the same pulsation problem, the shop could go all out and install new pads and rotors. They could even search the repair information for TSBs related to pulsation. Surely they could not be alone! When the vehicle is given back to the customer, chances are there will not be any pulsation, at least for the next 6,000 miles. If you were reading the above scenario and wondered, “What was the runout and disc thickness variation (DTV) measurement?” you are ahead 50 July 2013 | TireReview
of the game. If you did not think about this and wanted to know what brand of pad or rotor the technician installed, you need a little help. Chances are the fictional shop in this example lost a lot of money on this brake job – along with the customer’s trust. And the poor parts store had to deal with a return. But, it did not have to happen like this. Measuring runout and DTV would have taken 20 to 25 minutes during the initial brake job. Also, the shop could have sold the customer the services or parts to correct the problem. These “preemptive” diagnostics can prevent pulsation comebacks and false returns to shops.
What Really Happened? Let’s say the vehicle had .003-inch of lateral runout when measured at the outside face of the rotor. If this vehicle is riding on 205/55R16 tires, in one mile, the high spot with .003-inch of runout goes past the caliper approximately 836 times. During 6,000 miles that spot on the rotor will go past the pads more than five million times! Every time this spot passes the pads, a little bit of the rotor’s material is removed. At more than five million revolutions, enough material is removed to create a thickness variation that can be felt by the driver. The rotor is not warped. In the scenario, we never used the word “warped.” The words “warped” and “warping” should never be applied to brake systems. In this scenario, there is no twisting or bending. There is only wear and changes in the dimensions of the rotor. Heat was not a force distorting the
rotor by softening the metal. The heat used to cast the rotor is three to five times greater than the heat produced in the most aggressive braking down a mountain road. Most engineers will tell you that rotors will crack long before they are distorted by heat. Sure, a customer can experience a pulsation or judder after higher-thannormal brake temperatures are experienced. About 99% of the time, it is not the fault of the rotor; it is the pads. The pad’s friction material has been unevenly deposited around the face of the rotor. This creates uneven braking forces as the dissimilar sections pass by the pads. These types of pulsations or “judders” will typically go away after a few hundred miles.
Parallelism The main culprit of the chronic pulsation was variations in disc thickness, or parallelism. The two friction surfaces of a rotor are designed to be parallel to one another within a certain specification. The allowable tolerance is known as ‘parallelism.’ It is also known as the rotor’s disc thickness variation, or DTV. In order for the pad to stay in contact with the rotor, the piston must extend or be pushed back into the housing as force is applied. This creates the pulsation in the pedal that is most noticeable to the driver. Every time the low spot passes by the caliper, hydraulic pressure at the caliper drops. This produces less braking force as this area passes by the pads. This also can affect braking distances.
Runout Runout is defined as the amount of
Rapid Response: 800-928-1184 ext. 52051
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lateral (side-to-side) movement of the rotor as it rotates 360 degrees. The specification is usually provided as TIR or ‘total indicated runout.’ TIR is defined as the runout measured on the vehicle or installed runout. TIR includes all factors that can influence the amount of runout. Runout can be in the hub’s flange, the rotor, or it can be caused by improper lug torque. You also could call TIR the stacked runout of the hub/rotor/wheel assembly. All of the above factors add up to give the rotor’s TIR. This brings up an important point. The average allowable TIR specification for latemodel vehicles is between .001-inch and .003-inch. This is the maximum allowed. Some manufacturers have specified .000-inch of runout. Runout will not cause pedal pulsation on vehicles with floating or sliding calipers, and when the caliper housing is free to move and the runout is not excessive. Under these conditions, the caliper will follow the runout. The caliper housing will move in and out in relation to the runout. This movement will not cause the caliper piston to move. This is a key point to understand. No piston movement results in a lack of fluid movement in the hydraulic system. If there is no fluid movement, the brake pedal won’t move or pulsate. So, a key point to understand is runout generally does not cause pulsation. Runout causes thickness variation that leads to pulsation problems.
Solutions The first solution to solve pulsation problems is to prevent them from happening in the first place. For every brake job, runout and DTV should be measured and documented. This includes pad slaps, machining rotors and installing new rotors. Second, pay special attention to the mounting flange. Taking time to clean the mounting flange on the hub can remove corrosion and debris that can cause runout. Also, pay attention to lug nut torque. Third, the shop should take time to service the caliper, slides and hardware. If a caliper cannot float or retract the piston, it can result in increased wear that could lead to DTV and pulsation. Some new vehicles use new abutment clips that help to Rapid Response: 800-928-1184 ext. 52052
push the pads back from the rotor to reduce drag and allow for less wear on the pads and rotors. Failing to renew these components as part of a brake job could reduce the life of the brake job and increase comebacks. Fourth, using an on-the-car lathe can help to reduce runout. The main advantage of these lathes is that they are able to cut a rotor in its operating plane. This means the rotor is machined to match the hub. Fifth, flange runout can be corrected with tapered shims that are available to correct a runout of 0.003inch (0.075 mm) to 0.009-inch (0.230 mm). A runout of more than 0.005inch (0.125 mm) at the bearing flange cannot be corrected by the use of a shim. The combination of rotor and bearing flange could prevent the rotor from being turned. Checking bearing flange runout should be performed after friction surface runout. Changing the rotor position 180 degrees on the bearing can check flange runout. If the high spot changes 180 degrees, the rotor could be OK or ready to turn after the bearing is shimmed. Components should be marked as you perform an inspection of the assembly. Check the bearing endplay. Mark the relation of the rotor to the bearing flange. Mark the rotor high and low runout spots on the rotor friction surface; the low spot marked as zero and the high spot as the maximum value. Mark the high and low runout spots on the bearing flange with the same method and the rotor friction surface. Once a technician has collected the data, the following comparisons should be made: • Compare bearing flange to rotor runout position. If the shim cannot correct the runout, the bearing should be replaced. • Check the rotor thickness. The minimum dimension should be stamped or cast into the rotor. There has to be enough thickness to cover the runout without going below the minimum thickness. Pulsation comebacks cost technicians and shops parts and lost labor. Rolling the dice every brake job by not eliminating runout or trusting in new rotors will cost you more than the time spent measuring with a dial gauge and micrometer. ■
Rapid Response: 800-928-1184 ext. 52053
Rapid Response: 800-928-1184 ext. 52054
Rapid Response: 800-928-1184 ext. 52055
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SERVICE FEATURE
ANDREW MARKEL Contributing Editor
Brake Myths Revisited
T
he overall response to our Eight Brake Myths Busted article was huge. A few techs took umbrage, but at least there was discussion. Too often, technicians get stuck in a mindset that leads to false diagnoses. The point of the article was to shake things up in your diagnostic thinking. A large number of complaints were in response to the section on brake hose restrictions. In this myth, I made the statement that many brake hose restrictions were misdiagnosed. Some readers felt compelled to write in explaining their own experiences. The number one reason a lot of readers brought it up was corrosion’s role in causing restrictions. Many cited brackets and collars that corrode to the point that they reduce the diameter of the hose. One reader in the Rust Belt even said that it is far too common an occurrence. He said the crimps on some fittings on aftermarket hose assemblies are starting to corrode due to the thin coating of plating on the lines. Another cause of restrictions brought up by readers was damage by clamps and pliers. Some technicians clamp lines and force the fluid out of the bleeder when the piston is pushed back, while others do not like to put any clamps on the hose, except for diagnostic purposes. It is a fact that the most contaminated brake fluid is at the wheels, and removing the contaminated fluid through the bleeder screw is a good idea. But, where did this practice start? Looking at OE service information, we could not find this procedure outlined in any current service procedure. Maybe OEMs do not want to pay 56 July 2013 | TireReview
Many OEMs and hose manufacturers are using CT and MRI imaging to test brake hoses.
the warranty time or they do not see cars in the state independent shops do. But, we suspect that they are afraid of damage to the lines. Looking back, this practice went mainstream when ABS systems were starting to find their way onto cars in the late 1980s. Could technicians be doing more harm than good by clamping lines? The jury is still out. But, chances are if the boot and seals on the caliper have perished to the point where debris is large enough to block or get jammed in a valve, the caliper should be replaced. This goes back to the myth about rotor discard dimensions.
Brake Hose Construction With all of the discussion about hoses, we did some more research to find out if things are changing with hoses. FMVSS 106 addresses brake line standards for the U.S. Department of Transportation, but it does not address corrosion.
Most hydraulic brake hoses have four layers of synthetic rubber and fabric. FMVSS tests resistance to collapsing, chemicals and other extreme conditions. The DOT standard, in a nutshell, says brake hoses must be flexible in a wide range of temperatures while having a predictable expansion rate so the pedal feel and ABS response is the same in winter and summer. It also specifies that hoses must be able to bend and twist at certain angles without collapsing or kinking. One engineer, speaking off the record, said that most restriction and failures of hoses occur at the ends of the hose where it connects to the caliper banjo bolt or hard line. He said this is where layers can break free and cause restrictions. Also, he noted the worst thing for a hose is if it accidentally supports the weight of the caliper. When should a brake hose be replaced? Any time there is a sign of cracking or deformation like bubbles or indentations. Don’t take any chances. What is in the future for brake hoses? With efficiency of the engine becoming more important, the efficiency of the hydraulic brake system is coming into question. Engineers see the vacuum brake booster as a controlled vacuum leak that throws off the stoichiometric ratio that has been tamed with direct fuel injection and advanced engine controls. Without a booster, the transfer of force from the pedal to the caliper has to become more efficient. This could mean even stiffer and maybe smaller diameter brake hoses in the future. â–
Rapid Response: 800-928-1184 ext. 52057
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TIRES
TPMS
The End of the Beginning I
f you’ve done any tire and wheel installation in the last six years, you probably know quite a bit about TPMS – which became mandatory in 2007 on all passenger cars and light trucks thanks to the TREAD Act, signed into law in 2000. But one thing you may not know is how effective TPMS has been in the aggregate. According to NHTSA’s November 2012 TPMS Effectiveness Report: • Safety studies have shown that the presence of TPMS resulted in a 55.6% reduction in the likelihood that the vehicle would have one or more severely underinflated tires. • An estimated 250,000 vehicle crashes are caused by underinflated tires each year. Vehicles with properly inflated tires experience optimum ride and handling, shorter braking distances, longer tire life and improved fuel economy. • Properly inflated tires save the typical passenger car 9.32 gallons of fuel, and over an entire year, TPMS saved some $511 million for the TPMSequipped vehicle population. But the clear advantages and efficiencies of TPMS don’t mean there haven’t been a lot of problems along the way. Many dealers and tire techs view TPMS as just one giant headache, or even the perfect example of the government trying to solve a problem by creating a catastrophe. Six years into the great TPMS experiment, as first-generation sensors are beginning to reach the end of their useful lifetimes, it seems like a good time to take a look back and review the many problems involved in TPMS and 58 July 2013 | TireReview
As TPMS grows up, let’s recap the shortcomings of first-gen sensors and take a look at what’s ahead
take a look forward, as well, to see how those problems are being solved in the second generation of sensors. One of the most frustrating initial problems installers encountered with TPMS was the incredibly wide variety of OEM sensor types, to the point that
SEAN PHILLIPS Contributing Editor
lines. Most dealers can now cover 80% to 90% of all vehicles while stocking only three or four sensor types. Paul Wise, director of product management and marketing at Schrader, says, “With our patented EZ-sensor option, a service and repair facility can
When dismounting a tire, care must be taken when the wheel goes onto the tire machine to place the valve stem at “11 o’clock” or just to the left of the mounting head.
not only does just about every make of car use a different style of sensor, but it sometimes seems as if each car model carries a different sensor. Barry Steinberg, CEO of Direct Tire and Auto Service in Boston, notes, “It’s painful, it’s just painful. Every car has different sensors. BMW just changed to another sensor, so they’ve got, like, four different sensors now.” Fortunately, in recent years, aftermarket companies such as Schrader, Dill Air Controls, Oro-Tek and many others have stepped up and provided programmable multi-vehicle sensors that can be used across make and model
stock just two sensors (315 and 433 Mhz) and program them to over 85% of TPMS-equipped vehicles that they may see come into their shop. This eliminates the need to stock hundreds of the original replacement sensors.”
Sensor Damage and Corrosion This is a good thing, because it turns out sensors need replacing quite a lot. Most OE sensors are extremely fragile, requiring tire techs to take great care when mounting or dismounting tires to avoid breaking the monitor off the valve stem. The best method to avoid damage to the stem usually involves
Rapid Response: 800-928-1184 ext. 52059
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■ TIRES:
TPMS
removing the valve core to deflate the tire, then removing the nut that holds the valve stem to the wheel, thus allowing the stem and sensor to simply drop inside the tire to be retrieved after dismounting. The second best technique is to ensure the tire-changing machine’s shovel is placed to break the bead at 180 degrees opposite the valve stem, so that neither the shovel nor the tire bead can put pressure on the sensor. Care must then be taken when the wheel goes onto the tire machine to place the valve stem at “11 o’clock” or just to the left of the mounting head, so that the tire bead does not contact the sensor when it moves downward into the wheel’s drop center. By far, the most prevalent reason today for sensors needing replacement is simple corrosion. The metal valve stems on most first-gen OE sensors have shown a spectacular ability to corrode at the least provocation. Horror stories abound, even to the point of having stems snap off vehicles while in motion, leading to catastrophic pressure loss situations.
Sensor corrosion tends to be at its worst in high-salt areas, either near the ocean or where road salt is used during the winter, but most nickel-plated sensor stems will corrode in nearly any conditions. And some vehicle makers – we’re looking at you Chrysler/Dodge/ Jeep – come up quite often in driver complaints about sensor corrosion. Almost as bad has been the tendency for corroded stems to make it difficult or impossible for a technician to remove the retaining nut from the valve stem without damaging or destroying the stem. When the nut freezes to the stem due to corrosion, turning the nut will either snap the stem off entirely or cause the stem to turn instead of the nut. A few first-gen sensors were built as two pieces so that a corroded or damaged stem can be removed from the much more expensive sensor, but most OE sensors are designed as one integrated piece, such that the stem cannot be removed from the sensor without destroying the entire assembly. Nearly all aftermarket sensors are now a two-piece design with a snap-in rubber valve stem rather than the ear-
Rapid Response: 800-928-1184 ext. 52060 60 July 2013 | TireReview
lier one-piece designs with metal stems. This solves one of the most glaring design flaws involved in making a simple, inexpensive valve stem into a complex, expensive piece of electronics. Additionally, the problem was made much worse by early sensors using metal valve caps that very quickly welded themselves to the stem. Steinberg says, “Initially, they were putting out a lot of metal caps on these metal valve stems and they were seizing and cracking and breaking. But ever since they’ve all gone to plastic valve caps, we’ve seen a lot less of that.” The only real defense against corrosion is proper maintenance. This is why it is so important to employ the service packs on TPMS sensors every time the tires are serviced. Replacing the nut on the sensor stem often prevents corrosion from having enough time to take hold and weld the nut and stem together. Replacing the rubber Orings eliminates problems from dried out O-rings leaking air. Replacing the valve core also is necessary, as the nickel plating will wear off over time.
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■ TIRES: It’s also important to ensure all technicians who perform TPMS service know the inflexible rule of valve cores. Never ever put anything other than the proper nickel-plated valve core into a TPMS valve stem. Brass valve cores will galvanically weld themselves into the stem in a very short time, becoming impossible to remove. It can be just that easy to destroy an expensive sensor with a 50-cent mistake.
Battery Life Issues The last major problem with firstgeneration sensors is still somewhat on the horizon, but coming quickly: batteries. Battery life for TPMS sensors is generally projected to be in the range of six to eight years at best, which means that with major sensor use starting in 2007, you can expect to start seeing substantial battery failures starting about now, with a major wave of failures coming in the next two to three years and continuing into the next decade. Unfortunately, the vast majority of sensors were designed as sealed units and it is impossible to simply replace a battery.
So, in essence, you will need to be ready to replace a whole lot of sensors in the coming years, and, in general, your customers are not going to like hearing that. However, having the proper tools and equipment in place to make the process as easy and economical as possible will go a long way not only toward easing that blow for your customers, but decreasing the headache for your shop. • Possibly the most useful tool you will need for TPMS is a good sensor scan tool. Actually, if you’ve been dealing with TPMS at all over the past six years you probably already have one, but now may be a very good time to look at upgrading to the newest model. Today’s scan tools not only perform the essential “test before touch” job to verify that sensors are working and perform sensor relearn and ODBC programming tasks, but also can print reports that will both show your customers what’s going on with their sensors and provide an audit trail, if necessary, to verify that you are following NHTSA regulations. • It’s also best to have torque-pro-
Rapid Response: 800-928-1184 ext. 52061
TPMS
tected hand tools designed to avoid over-torquing sensitive TPMS components like the nut and the rubber o-rings. • Finally, of course, you will need to have a good stock of replacement sensors that fit your business and the needs of your customers. Keeping a smaller stock of programmable or multi-vehicle aftermarket sensors does seem to just make more business sense and will probably cost your customers quite a bit less than keeping hundreds of OE sensors to be able to cover every possibility, or having to search for just the right sensor when you need it. So, in general, the second generation of TPMS seems to be maturing just in time for the first to step aside. It may even be that the automotive aftermarket really can manage to take a catastrophe and reduce it to a mere problem. As Winston Churchill once said of the Allied invasion of North Africa, “Now this is not the end. It is not even the beginning of the end. But it is, perhaps, the end of the beginning.” Here’s to the next generation. ■
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TIRES
TIRE TECH
The Fight Against Tire Noise M
otor vehicle noise has been a problem since the first attempts to produce a “horseless carriage.” Because all tires are inevitably a compromise to meet widely differing conditions (temperature, weather, road surfaces, ride and handling requirements), reducing tire noise has always been difficult. Despite these modern challenges, major reductions in noise have been achieved. By some estimates, improvements in materials, construction, contours and, above all, tread patterns, have made today’s passenger cars less than 20% as noisy as those produced 30 years ago. Commercial trucks have improved even more dramatically, producing less than 10% of the noise of their 1980s predecessors. There are two types of noise produced by a moving vehicle: “interior noise” heard by the driver and passengers, and “exterior noise” affecting
62 July 2013 | TireReview
Noisy tires suck, but why does this happen? Is it really all the tire’s fault?
people outside the vehicle. Although some level of noise from the engine is often considered desirable (especially for high performance vehicles), tire noise isn’t on anybody’s list of favorite sounds. Interior noise is an important issue for both tire and vehicle manufacturers. Tire noise intrudes on the luxurious environment vehicle manufacturers strive for in many of their offerings. High levels of tire noise can make conversation in the vehicle difficult. Also, with many of today’s drivers preoccupied with switching between audio sources, making phone calls, checking out the GPS and eating, it makes sense to reduce distractions as much as possible. Engines, powertrains, tires rolling over the road surface and air passing around moving vehicles all contribute to exterior noise. At low speeds, especially in urban areas, engine and powertrain noise, caused largely by
Rapid Response: 800-928-1184 ext. 52062
RICH ASHLEY Contributing Editor
acceleration from a stop, is the dominant noise source. Above 30 mph, noise from the interaction of tires with the road surface plays the larger role. The most common noise produced by tires is tire pattern noise. Pattern noise is what people usually are referring to when talking about tire noise; it occurs because air is trapped in the tread pattern and is suddenly released as the tire rolls along the road surface. Tread elements successively hitting the road surface can create what’s known as a “rhythmic percussion.” Tread designs made up of short, repetitive patterns often generate a whine. Usually, a tire with a rib tread pattern is much quieter than a tire with a lug or block tread pattern. Tires with the same size tread segments all around the circumference of the tire (a single pitch pattern) tend to create significantly higher noise levels than tires with tread blocks of varying sizes and shapes (a multiple pitch pattern). While the multiple pitch patterns each produce different pattern noises, the overall noise level is much lower. Reducing tire noise by varying the tread pitch pattern is a complicated process. At a minimum, there must be several different pitches placed around the circumference of the tire. But it requires more than simply making several different tread pitches. Tiremakers continue to look for a formula for variable pitched treads that will produce the least noise. No one claims to have discovered the exact pitch sequence that consistently produces the best noise characteris-
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The United Nations Economic Commission for Europe’s ECE symbol on a tire’s sidewall includes the letter “e” or “E” and number code in a circle or rectangle (right). The first number identifies the country where a tire was originally registered (a list of country codes is presented on the left), followed by two digits indicating the regulations under which the tire was approved. The final four or five digits represent the tire size and type.
tics, but engineers have been able to reduce noise significantly. Undoubtedly, improvements will continue to evolve.
Other Noise Sources Not all tire noise is due to the design of the tread pattern. Tires also make noise because the tread elements squirm under the weight of the car and slip over the pavement. At low speeds, some of the easiest places to observe this type of noise are parking garages with polished concrete floors. The squealing noise that occurs during rapid acceleration, hard braking and high speed cornering is a result of significant slippage of the rubber on the road surface. This slippage creates an intense self-induced vibration of the tread that produces the sounds TV and movie producers are so enamored with. Similarly, the combination of poor tire uniformity and a rough road surface can result in what is known as “elastic vibration noise.” In general, vehicles carrying a light load produce lower tire noise than those with heavy loads. Tires running higher inflation pressures generate lower noise levels compared to those with lower inflation levels. Radials are much quieter than bias tires, and high speeds result in more noise than lower speeds.
Government Intervention Tire noise has not escaped the attention of government regulators. So far, the U.S. Department of Transportation and NHTSA, responsible for developing many of the standards for vehicles
and automotive components sold here, have not developed anything like the tough noise standards mandated in Europe. Nonetheless, motorists here will still benefit from this research, according to tire industry experts. The United Nations Economic Commission for Europe (ECE), which establishes standards for passenger and commercial vehicles, has long regulated the physical dimensions, sidewall branding, durability and high-speed endurance requirements of tires sold there. More recent ECE standards have extended to wet traction and tire noise. The ECE noise standards were first applied to OE tires on new vehicles beginning in 2004 and have expanded to all tires sold in Europe. The ECE symbol on the sidewall includes the letter “e” or “E” and number code in a circle or rectangle. It represents the tiremaker’s certification that the manufacturer certifies the tire meets all regulations, including the load index and speed symbol that appear in its service description. The first number identifies the country where a tire was originally registered (such as E2 for France or E4 for the Netherlands), followed by two digits indicating the regulations under which the tire was approved (“02” for passenger tires and “00” for commercial vehicle tires). The final four or five digits represent the tire size and type. Tires that meet the “pass-by” noise limits and wet traction standards may have a second ECE symbol with an “s” (for sound) and “w” (for wet traction). Rapid Response: 800-928-1184 ext. 52063 TireReview.com 63
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TIRE TECH
In addition to the ECE branding, beginning on Nov. 1, 2012, labels indicating fuel efficiency (rolling resistance), wet grip and noise became mandatory on all replacement passenger tires sold in the European Union. The new EU label grades tires on “A” to “G” scales for fuel efficiency and wet stopping distance. The external noise generated by the tire is indicated both in decibels (dBs) and by black sound waves that indicate the noise class of the tire, from 1 (quiet) to 3 (loud). • 1 black sound wave: Already 3dB below the 2016 European limit • 2 black sound waves: Already compliant with the 2016 European limit • 3 black sound waves: Compliant with the 2012 European limit “Pass-by” noise is measured from the sides of the road with a vehicle traveling 50 mph with the engine switched off. A tire rated “one wave” is half as noisy as a tire rated with “two waves.” Ratings are established by size, with narrower tires having to meet lower dB requirements than wider tires. As a result, while the dB level can readily be compared to all other passenger tires, a
64 July 2013 | TireReview
particular tire’s number of sound waves is only measured among tires of the same size.
Tire Noise Expectations For practical purposes, the noise reduction available from the tires alone may have reached the limits of the current state of the art. Although improvements to a particular tire or line of tires certainly are available, any significant reductions in overall tire levels may not be possible without affecting desirable performance characteristics. If the weather was always dry and warm, it might be possible to build perfectly smooth roads and tires without tread designs. Slick tires on pool tablesmooth roads would produce a lot less noise. Unfortunately, the need for wet weather traction requires coarse road surfaces and tread patterns that drain away water. And roads are made up of a variety of materials that inevitably include bumps, manhole covers, pavement joints and other obstacles. So significant additional reductions in tire noise are likely to require that tire and vehicle manufacturers, road
Rapid Response: 800-928-1184 ext.52064
On the new EU tire label, external noise generated by the tire is indicated both in decibels and by black sound waves that indicate the noise class of the tire, from 1 (quiet) to 3 (loud).
builders and urban planners all work together to evaluate new types of road surfaces and materials. Tires that were quiet when first installed but become much louder as they wear are still with us. Tires get noisier as they wear because of their construction, tread design and uneven wear. As a tire wears and the thickness of the tread and its sound insulating properties are reduced, it gets closer to its belts and reinforcements – this can increase tire noise. Directional tires often get louder as they wear; much more than non-directional tread designs. Tires that are allowed to wear in an uneven manner produce more noise and even steeringwheel vibration. Proper tire rotation and wheel alignment are critical to avoiding such problems, especially with directional tires. Like so many other aspects of the tire business, managing customers’ expectations is important. Help them understand the performance characteristics of different types of tires. Find out how important a quiet ride is compared to handling, wear and value. Emphasize the need for regular rotation and alignment checks to promote even wear. Although there are no guarantees that they will never get noisy, helping your customer choose the best tire for their needs and giving them an understanding of how to care for them can go a long way toward ensuring a good driving experience. ■
Rapid Response: 800-928-1184 ext. 52065
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TIRES
TRUCK
Troubleshoot Truck Tire Issues
Optimize a fleet’s tire program with proper inflation pressure, tread wear education
I
have the opportunity to speak at several truck fleet seminars, and most of the questions raised focus on tire issues that can develop and affect removal mileage. Fleet managers are looking for answers on why such tire conditions are occurring, what tire pressures should give them the best overall performance, how they can improve fuel economy with their tires, and the secret to maximizing the number of retreads per casing. These are complicated topics that require some explanation in order to be able to fully communicate with your fleet customers. Understanding the reasons why tires come out of service is the first order of business. If the tire was not worn smooth when it was removed from the tractor or trailer, the objective is to determine what caused the early removal. It also is possible that a casing condition developed that may have had no effect on the original mileage, but may have an adverse impact on the ability to retread the casing. Tires are an expensive investment and fleet managers want to maximize removal miles and retread at least once – and hopefully two or more times. When analyzing tires that come out of service, it is important to analyze them by wheel position. Was the tire running on a steer, drive or trailer position? Steer tires in slow-wearing line-haul operations may develop shoulder step or chamfer wear on one tire shoulder. This is a common condition and usually has little or no effect on tire removal miles. 66 July 2013 | TireReview
If the steer tire has full wear on one or both shoulders, this will lead to early removal miles. Most of the time, this is a sign of side scrubbing due to vehicle misalignment. The misalign-
AL COHN Contributing Editor al.cohn@psi-atis.com
Steer tires with cupping wear that creates a scalloped appearance are tough to troubleshoot. This can be due to the tire/wheel assembly being out of balance, improper wheel bearing adjust-
While the simple approach for fleets is to have one pressure spec for steer, drive and trailer tires, that is not necessarily the correct and best way.
ment could be generated by a simple steer axle toe condition, or it may have been initiated by drive axle misalignment or even trailer axle misalignment. If there was too much toe-in, the result is both shoulders will develop fast wear. Drive axle misalignment results in fast inside shoulder wear on one steer tire and fast outside shoulder wear on the other. Another common alignment problem is improper camber. Excessive camber leads to steer tires with excessive wear on one side extending from the shoulder to the center of the tread.
ment and even underinflation. If steer tires develop inner ribs that are depressed in relationship to the outer ribs, it is primarily caused by low pressure. This should not be very common, since steer tire inflation pressures usually are monitored very closely by the driver.
Drive and Trailer Tires When it comes to drive tires, there are different conditions that can develop. Heel/toe wear is a common condition, which is easily identified when each lug is worn heavily from
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■ TIRES: the front to back edge of a tread element. This is caused by mismatched inflation pressures on dual tires. It also is aggravated by high torque operations. Mismatched pressures on dual tires is quite common. Nobody likes to bend down, get dirty and measure pressures on those inside duals. If you run into a flat spot on a drive tire, it typically is
>TAKEAWAYS • EXAMINE REMOVED TIRES FOR MISALIGNMENT AND WEAR CLUES • CALCULATE PROPER LOAD • MAINTAIN CORRECT INFLATION PRESSURE due to a brake skid. Driver training can help significantly reduce this issue. Free rolling trailer tires tend to have the most issues because of driver neglect. Industry surveys always show that the trailer tires have the poorest air pressure maintenance, and low air pressures always lead to issues. It is even worse when the outside dual is running at the correct 100 psi inflation pressure and the inside dual is only at 70 psi. Revolutions per mile change significantly when the tire is running at 100 psi and the tire next to it is only 70 psi. This will lead to significant uneven wear, like cupping and depressed wear. Most fleets are not checking trailers for alignment and the results are irregular conditions like fast shoulder wear on one or both shoulders, depressed ribs and cupping. Tire footprints change dramatically when the trailer is running fully loaded versus empty. Fully loaded trailer tires have footprints that are evenly spread across the tread, while unloaded trailer tires have very small footprints; the result is the shoulders may not even be touching the ground. This will result in shoulder cupping and early tire removals.
TRUCK
spec fuel-efficient tires, which virtually every tire manufacturer has in its portfolio. These tires may have a price premium, but the benefits and payback to the fleet’s tire budget are quick and significant. Keep in mind, however, maintaining proper air pressure is very important to the success of those fuel-efficient tires. Running tires underinflated will generate excessive heat, increase early tire removals due to irregular wear, and will reduce retreadability. Every fleet needs a serious tire inflation program and should check tires for air pressure on a regular basis. If a fleet sees primarily line haul service and is running coast-to-coast, the industry practice is to check tire pressures at least once per week. If the tires see a lot of mixed service and travel on unpaved roads, then tire pressure checks should be more frequent. Technician and driver training is a key component of every successful tire program. “Tires 101” needs to be an ongoing process and not just taught quickly on the first day of a new person’s employment at your dealership. Drivers and techs can and should be the early warning system for any tire issues. If you can identify a specific tire wear issue early on in the process, the problem can usually be fixed with little or no tire damage – be it either a vehicle- or inflation-related problem. When tire dealers work with fleets to help them make improvements to their tire programs and reduce costs in the long term, the business relationship will last a very long time and will be a win-win for everyone. ■
Optimizing Pressure Fleet managers need to understand how to choose the best pressure for their tires. The education process here is very simple. If you know the worst-case load the tire will encounter, then load-inflation tables will identify the correct and optimum tire pressure. Loadinflation tables are readily available on all of the tire company websites. The simple approach for fleets is to have one pressure spec for steer, drive and trailer tires. But that is not necessarily the correct and best way. In many cases, based on the worst-case load, you may find that steer tires need to be running at 110 psi, drives at 95 psi, and trailers at 90 psi. Maximizing vehicle fuel economy significantly impacts the fleet’s bottom line. Even a 1% or 2% improvement in fuel economy can save a mid-size fleet hundreds of thousands of dollars annually in fuel costs. The secret of good fuel economy is for fleets to Rapid Response: 800-928-1184 ext. 52067 TireReview.com 67
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SOLUTIONS
SPOTLIGHT
Product Spotlight Wiper Blades Good wiper blades are essential for clear visibility when driving through wet weather conditions. The latest wipers on the market can endure a mix of heat, rain and snow, as well as salt, oil, mud and other materials that can break down blades quickly. Advanced wiper technology also helps to maximize contact between the blade and the glass for excellent visibility in any driving condition.
BOSCH Premium Bosch Icon wiper blades are designed to handle all weather conditions from extreme heat to cold, sleet, snow, strong winds or heavy rain. A flexible dual rubber-wiping element resists heat and ozone deterioration to help maintain flexibility all year around, according to Bosch. Dual tension springs are housed in a flexible, asymmetrical aerodynamic spoiler that creates down force to keep the blade hugging the windshield even at highway speeds. With no external steel brackets, springs or partitioned plastic spoilers, Bosch Icon blades do not clog with ice and snow in winter, the maker added. www.boschautoparts.com Rapid Response: www.TRRapidResponse.com/52150 Or call 800-928-1184 – Ext. 52150
ANCO Anco said its Transform hybrid wiper blades integrate the aerodynamic features and all-weather efficiency of beam style blades with the precisely positioned pressure points of bridge blades for exceptional wiping performance. Transform wipers are equipped with an integral spoiler that helps maximize down force and a unique secondary linkage with bowed flexor for firm, consistent blade-toglass contact for optimized wipe performance at high speeds, according to the manufacturer. They are available for a vast majority of North American passenger vehicles, with blade lengths ranging from 16 to 28 inches. For non direct-replacement applications, Transform wipers utilize Federal-Mogul’s fast, easy Anco KwikConnect installation system, the company added. www.ancowipers.com Rapid Response: www.TRRapidResponse.com/52151 Or call 800-928-1184 – Ext. 52151 68 July 2013 | TireReview
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VALEO Valeo said it is now offering the Ultimate MasterConnect line of wiper blades, an optimized range that contains 15 sizes ranging from 15 to 28 inches, including four with reversed spoiler for butterfly systems. The unique connection adapter allows for one solution to three types of original beam blade arms, the company added. More than 120 vehicle makes are covered. The wipers’ convenient blister packaging is made of recycled and recyclable material. www.valeoserviceusa.com Rapid Response: www.TRRapidResponse.com/52152 Or call 800-928-1184 – Ext. 52152
DENSO Denso Products and Services Americas has launched a new marketing campaign to raise awareness that wiper blades should be replaced on a regular basis to ensure best performance when needed. The multi-faceted program includes print advertisements and consumer brochures, as well as various promotional and incentive elements, Denso said. The campaign is designed to communicate with various audiences, including retail customers, auto shop counterpersons, installers and warehouse distributors. Denso added that drivers need to be aware that virtually everything around them can affect the wear and performance of wiper blades – including sunlight, oil, car wax, sand, mud, dust, snow, acid rain and salt water. Depending on the area and climate, wiper blades should be replaced every six months to a year, or as soon as the driver notices a change in visibility, the company added. www.globaldenso.com Rapid Response: www.TRRapidResponse.com/52153 Or call 800-928-1184 – Ext. 52153
TRICO Trico Force is an all-new high-performance beam blade engineered with a powerful combination of advanced wiper technologies designed for maximizing safety in today’s extreme driving environment, the company said. Available now, Trico Force features the patented VorTec aerofoil that controls airflow and transfers wind force downward to provide maximum contact between the wiper blade and windshield, according to the manufacturer. With a robust superstructure for durable, all-weather performance, this swept-wing spoiler slices through turbulence to deliver a flawless wipe and excellent visibility in all driving situations. www.tricoproducts.com Rapid Response: www.TRRapidResponse.com/52154 Or call 800-928-1184 – Ext. 52154
Rapid Response: 800-928-1184 ext. 52069 TireReview.com 69
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SOLUTIONS
PRODUCTS
Hot New Products Durable Lift Pads BendPak said its new ToughPads fit later year BendPak two-post lifts and offer the grip of natural rubber combined with the ultimate in abrasion and tear resistance of polyurethane. The durable, wear-resistant polymer compound extends the life of the contact pads, which helps increase workplace safety and reduce operating costs, the maker said. Additionally, the round slip-over design makes installation quick and easy. ToughPads, which replace earlier BendPak contact pads made of natural rubber, offer resistance to abrasion, oil and solvents, tears, heat and cold. They also feature a higher load bearing
capacity, the company added. bendpak.com Rapid Response: www.TRRapidResponse.com/52155 Or call 800-928-1184 – Ext. 52155 Mobile-Friendly Dealer Websites MoFuse Local, a provider of mobile Web content, said that based on recent Google keyword search analysis, approximately 823,000 local Google searches for “auto repair” are done on mobile devices each month – yet more than 90% of small business websites do not display properly on smartphones. The company added it has an affordable solution to help tire dealers reach these mobile customers. For businesses with a standard website, MoFuse Local provides a re-direct code that detects when a visitor is on a phone and automatically serves the mobile-friendly site to maximize the shop’s opportunity for new business. If a business does not have a website, the MoFuse Local site can work as a primary website, the company added. mofuselocal.com/deal/tire Rapid Response: www.TRRapidResponse.com/52156 Or call 800-928-1184 – Ext. 52156 Tool Application Guide AME International said its new Tool Application Guide showcases the most common uses for AME tools and allows users to reference the most up-to-date tool pairings. The free chart for commercial tire dealers features some of the company’s best-selling items, ranging from wheels and pumps to jack plates and cribbing. It includes popular tire sizes and tire changing tools (broken down by both three- and five-piece rim sizes) and is designed to hang on the shop wall or be folded and carried on the service truck, AME added. ameintl.net Rapid Response: www.TRRapidResponse.com/52157 Or call 800-928-1184 – Ext. 52157
Rapid Response: 800-928-1184 ext. 52070 70 July 2013 | TireReview
Long-Life Tire, Retread Michelin North America has launched the Michelin X One Line Energy D tire and precure retread. According to the manu-
facturer, the Michelin X One Line Energy D tire features a 15% improvement in tread life versus the Michelin XDA energy tire. Additionally, the X One Line Energy D tire is engineered with dual energy compounds that provide a top layer of tread rubber for increased fuel efficiency. michelintruck.com Rapid Response: www.TRRapidResponse.com/52158 Or call 800-928-1184 – Ext. 52158 Corrosion-Resistant Wheels Alcoa recently introduced its new M-Series line of wheels, designed for medium-duty truck segments, Classes 3-6. According to Aloca, M-Series wheels resist corrosion and maintain the clean
bright look that fleets deserve. Additionally, the wheels improve fuel economy, reduce carbon emissions and are infinitely recyclable, the maker added. alcoawheels.com Rapid Response: www.TRRapidResponse.com/52159 Or call 800-928-1184 – Ext. 52159 Compatible TPMS Sensor Package Dill Air Controls recently launched the 1305B sensor package. According to Dill, shops will be able to simplify the TPMS process by installing sensors that work with all TPMS scan tools and require no extra programming steps. The 1305B package comes with four sensors in each part number, including the rubber stem version (7001HP, 7002, 7004, 7001HP-R). dillvalves.com Rapid Response: www.TRRapidResponse.com/52160 Or call 800-928-1184 – Ext. 52160
71-73 Gray_Classified 7/17/13 9:55 AM Page 71
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TireReview.com 72 July 2013 | TireReview
71-73 Gray_Classified 7/16/13 1:24 PM Page 73
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75-76 Purple_The Car Side 7/16/13 1:23 PM Page 75
■ COMMENTARY: Continued from page 76 “Why indeed.” Basil shook his head. “Quigley, why don’t you show Mr. Bailey here some wiring diagrams for that vehicle. I suspect there is a faulty ground somewhere that needs to be specified and rectified.” “Splendid!” Righteous rubbed his hands together with obvious pleasure. Being a small operation, he didn’t invest much in expensive equipment or monthly subscription fees. He preferred to bum the use of those costly things from his “unenlightened” colleagues. Quigley led Righteous off to our database computer in the parts room while the rest of us tried to forget he’d ever been there. By the afternoon coffee break things had returned to normal. “I’ll raise ya three grapes and a peanut butter sandwich,” said Tooner, holding his cards tight to his chest. Suddenly the front door burst open – Righteous was back in the building. Tooner threw down his empty hand and sagged in his chair. “Now what!?” Righteous Bailey ignored the angry glares coming from all corners of the
room. “Well, I’ve checked and cleaned every ground connection I can find in the diagrams – behind the driver’s side kick panel, and on the left front fender – but when I plugged in another new module and turned on the headlights…” He spread his hands. “Well, that was the end of the module.” He shook his head sadly in disappointment. “Obviously, your previous advice lacked credibility. However, if you’d like to try again…” Tooner stood up and pointed a finger in Bailey’s surprised face. “Listen up, buddy, ‘cause I’m only gonna say it once. Forget about the factory grounds. Run some new grounds directly from the DRL module to the dashboard metal. That way you ain’t takin’ no chances.” Righteous was aghast at the thought. “What? And not locate the actual source of the original problem?” He put one hand over his heart and struck a patriotic pose. “Never! I shall seek this out; I shall track it down; I shall never give up…” “You’d better give it up,” interrupted
THE CAR SIDE
Tooner with a sneer. “How many modules d’ya plan on payin’ for?” Righteous paused, “Hmm, he does have a point…” With his tail between his rather wide legs, he went back to his Prizm and ran dedicated ground wires between the chassis and the DRL module. And to no one’s surprise (except his own), the daytime running lights worked perfectly from then on. They say that people don’t change, but Righteous Bailey had. He had cut corners, so to speak, and had still obtained a satisfactory repair. I guess you could say he’d finally seen the light. ■ Rick Cogbill, a freelance writer and former shop owner in Summerland, B.C., has written The Car Side for a variety of trade magazines for the past 15 years. “A Fine Day for a Drive,” his first book based on the characters from this column, is now available for order at thecarside.com.
TireReview.com 75
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COMMENTARY THE CAR SIDE
I Have Seen the Light! U
h-oh.” Quigley looked out the window with a frown on his face. “Here comes trou-
ble.” Four necks swiveled in unison to see what our salesman and service writer was referring to. The answer came sauntering across the parking lot, heading toward our front door. “Good morning, gentlemen,” said Righteous Bailey a minute later, as he eased his pot-bellied form into a vacant coffee room chair. “I trust I’m not interrupting anything worthwhile.” Tooner rolled his eyes, laying down his playing cards. “Not that it makes no difference to you, but yes – you are. What’s it this time, Righteous?” Righteous feigned a look of fake indignation. “Do I detect a hint of hostility in your voice, Mr. Tooner? Really, that’s no way to treat a fellow colleague. We’re all fighting the same battle, you know.” Tooner’s ears began to smolder as he rolled up his sleeves. “If it’s a battle yer wantin’, then let’s step outside!” “Relax, boys,” I said quickly. A scuffle in the parking lot would not look good to the clientele. “What can we do for you today, Righteous?” Normally we keep pretty good relationships going with the other shops in town. But Righteous Bailey was the exception, and to be honest, it was fully self-inflicted. For starters, there was the sign over his little one-man shop down the street. It read “Righteous Repairs – Only We Can Fix it Right(eous).” By implication, the rest of the shops in town were nothing less than crooks and charlatans. And to make matters worse, Right76 July 2013 | TireReview
A shortcut repair for daytime running light issues brings enlightenment
eous was also a purist. Now, taking pride in your work was one thing, but Righteous took it to the extreme. Every oil change meant sending off oil samples for lab analysis – at his customer’s expense – and a new set of brake pads came with an intimidating cross-examination about your driving habits. Even with something as simple as a flat tire, Righteous would want to know the rate of air loss, the contami-
nation factor of the rusty nail, and, above all, the penetration angle relative to the estimated rate of entry speed of the foreign object. His passion for knowing how things worked was not only an obsession, it was also a point of self-righteous pride. In his view, the rest of us were “the unenlightened ones.” But while his insistence on detail drove us nuts, for some reason his flock of faithful customers loved him. Though we hated to admit it, the fact he was still in business bewildered us. Righteous looked around for a
RICK COGBILL aka Slim Shambles Contributing Writer
spare coffee mug, but there wasn’t any – Quigley had quietly hidden them away. He sighed. “Gentlemen, I’m having this reoccurring problem with the daytime running lights on a 2001 Chevrolet Prizm, and…” “A Prizm?” interrupted Beanie. “Never seen one of those in this town. Do they even make those anymore?” Our unwelcome guest gasped, clearly at a loss to explain Beanie’s ignorance. “Young man, the Prizm is a compact sedan manufactured by a small auto manufacturing plant in Fremont, Calif., called New United Motor Manufacturing. A joint venture between both Chevy and Toyota, the Prizm is…” “It’s basically an American-built Toyota Corolla with the Chevy nameplate on it,” interjected Basil. “Righteous, could you move things along? You’re interrupting our card game and I happen to be winning.” “Fine!” Righteous folded his arms over his ample belly and continued. “As I was saying, there’s this reoccurring problem with the daytime running lights. The headlamps were staying on, so I knew the daytime running light module behind the glove box was defective. But when I replaced the module, an interesting phenomenon occurred.” “Lemme guess,” chuckled Tooner. “Ya let the smoke out?” Righteous glared at him. “In a manner of speaking, yes. Whereas initially the headlights would not turn off, I now have the problem of the running lights staying on. Obviously the DRL modules are burning out; the question is why.” Continued on page 75
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