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TIRE/ WHEEL BALANCING Part 4 in TIRE REVIEW’S Exclusive Series Gives You a Thorough Lesson in Balancing Today’s Tire/Wheel Assemblies!
November 2012 TireReview.com
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NOVEMBER 2012
CONTENTS Volume 112 | No. 11
38
24
46
Columns & Departments ■ FIRST LOOK: TireReview.com Customer Service + Brakes + Facebook Strategy | 4
■ COMMENTARY:
30
First Off - The Great MSRP Debate The Car Side - Killer Spikes & Spiking Car Killer
■ NEWSMAKERS: Industry News Briefs Pirelli’s New Cinturato P7 All Season Plus Bridgestone Consumer Tire Dealer Meeting Bridgestone Recaps Plant Growth Goals
■ BUSINESS:
FEATURES
Market Intel - Tire & Service Pricing
24 Cover: Tire/Wheel Balancing Basics 30 Tires: Trailer Tire Market
■ TIRES: TPMS - TPMS Sensor Swapping Tire Tech - No More Spares – Now What? Truck Tires - Tire Wear and Trailer Alignment
■ SOLUTIONS:
38 Service: Vehicle Lighting & Upgrades
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TIRE REVIEW (ISSN 0040-8085) (NOVEMBER 2012, Volume 112, Number 11. 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. © 2012 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.
2 November 2012 | TireReview
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FIRST LOOK
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inBUSINESS
Customer Service Myths Exposed Ever since the phrase “the customer is always right” was coined, it surely has been the bane of every worker whose title includes the word “associate” or “representative.” Though front-line employees bear the brunt of customers’ requests, when it comes down to it, we’re all in the customer service business. Here’s how to break down the myths of customer service, get into customers’ heads, and figure out the best way to serve them and turn a problem customer into a customer for life. tirereview.com/inBusiness
BLOGS
inSERVICE
Is Facebook Working?
10 Brake Solutions
Generally speaking, most dealers are finding value in their Facebook marketing, but as with most marketing initiatives, many of them are trying to quantify the bottom-line results. How is Facebook working for you? tirereview.com/blogs
Nothing is worse than a customer returning to your shop after a brake job, complaining of a noise or performance issue. These comebacks cost your shop’s productivity and reputation. Find out how to avoid brake comebacks. tirereview.com/inService
TireReview.com Visitor Comments Age No Longer an Excuse to Dodge Calif. Inflation Check Law “Great. So now we aren’t allowed to trust the government-mandated TPMS system and instead must check the air pressure manually. So when checking the air, and the government-mandated TPMS system breaks because it was not designed robustly enough, the customer will make us pay for a new one. This totally sucks.” – Paul Vanderburg
Weigh In: Is OE TPMS Sensor Failure a Hidden Problem? “I agree this is an issue. I put the blame on the manufacturers of the sensors. All the technology and intelligence that
goes into the development of such products and they didn’t think about this?” – John “The best way to prevent corrosion from causing air loss or a damaged sensor? Replace the service kit each time a tire is replaced. Some tire dealers are still ignoring the components when installing a new tire for fear that they may damage the sensor. In fact, they are doing more damage by ignoring it and leaving a worn out seal and partially corroded components on the valve stem that can later fail and cause air loss or result in a complete sensor replacement. For the same reason a standard rubber valve stem is replaced
Publisher David Moniz, ext. 215 dmoniz@babcox.com
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Editor Jim Smith, ext. 298 jsmith@babcox.com Managing Editor Denise Koeth, ext. 274 dkoeth@babcox.com Graphic Designer Nichole Anderson, ext. 232 nanderson@babcox.com
Contributing Editors Tom Duke, Mac Demere, Joanne Draus Klein, Al Cohn, Shana O’Malley, Tim Good, Jeff Vasichek, Jody DeVere, Rick Barnhart, Steve Ferrante Rich Ashley 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
4 November 2012 | TireReview
Sales Representatives Doug Basford, ext. 255 dbasford@babcox.com Dean Martin, ext. 225 dmartin@babcox.com Jim Merle, ext. 280 jmerle@babcox.com Glenn Warner, ext. 212 gwarner@babcox.com Sean Donohue, ext. 206 sdonohue@babcox.com Roberto Almenar, ext. 233 ralmenar@babcox.com John Zick 949-756-8838 jzick@babcox.com
when new tires are installed, the service components must be replaced to keep the valve stem sealing in the rim and prevent corrosion from damaging the stem.” – Brian Rigney
Ribbon Cutting Today for New National Tire Research Center “As long as no government money went into this, I’m all for it. This facility hopefully stays ‘unbiased’ so it will be a fair fight for all tires to be rated.” – John FOLLOW US ON:
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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
The Great MSRP Debate N
ow that we are through with the Great China Tariff of 2009, everyone’s attention has turned to the issue of pricing…in all of its forms. At the recent Global Tire Expo/SEMA Show, there was strong chatter about tire pricing, aisles slick with “Didja hear…” and “Whatcha know about…” The only agreement was that posttariff, the Major Brands (define that as you wish) were indeed cutting prices on mid-line and lower end product. Some said 6% to 8%, others said 6% to 12%. Some said prices will continue downward well into 2013, while others insisted the drops were because of low demand. Still others said the declines were because tiremakers are facing some inventory issues. Oddly, we heard even less about what the importers were doing with their now tariff-free prices. What we did hear more detail (and by “detail,” we mean “complaints”) about was the issue of tiremakers publishing online their consumer tire Manufacturer’s Suggested Retail Prices. We all understand the concept of MSRP; manufacturers of any goods are prevented by law from setting the retail prices for their products. They can, though, “suggest” prices that might be appropriate…the MSRP. The Big Three – Goodyear, Bridgestone and Michelin – are the only brands sharing their MSRPs with consumers thus far, claiming “customer satisfaction” and helping buyers “understand product choices” as the factors behind their move. But this is perhaps where good intentions are crashing headlong into 6 November 2012 | TireReview
The road to smarter, more informed consumers is paved with unintended consequences
unintended consequences. It used to be that tire dealers could set their retail prices based on a number of factors, including local same-brand competition (territory protection), direct competition (regardless of brand) operational costs and product acquisition costs. Larger dealers able to order larger quantities earned large discounts, which allowed them to charge less at retail for tires. In these days of “satisfaction on demand,” tiremakers are so focused on selling tires four at a time that they have seemingly looked past independent dealers – representing some 70% of U.S. retail tire sales – and their need to make profitable sales. And dealers – far more sensitive to gnat-hair thin margins than car dealers, mass merchants, price clubs…literally any outlet – don’t need more pricing pressure. In the chase for “customer satisfaction,” though, tiremakers may be boxing dealers into a price corner. Goodyear, for example, posting a MSRP of $165 for an Assurance ComforTred Touring in size 205/60R16 effectively sets the price bar for that tire. Same with Bridgestone posting its Turanza Serenity Plus (same size) with a MSRP of $149.99, or Michelin with its Primacy MXV4’s $163 MSRP. If a dealer wants that business, they have to be willing (not necessarily able) to accept those price levels. Never mind how much they paid for that tire. Never mind what competition is charging. Never mind what services and support and customer satisfaction THEY deliver to the retail buyer. Never mind that they have bills and employees to pay. So when a customer at Top Shop Tire & Service sees a tire price $10 per unit above the MSRP, what’s the con-
JIM SMITH Editor jsmith@babcox.com
sumer supposed to think? What reputation does that dealer get tagged with? What’s wrong if a highly successful dealer CAN sell tires at $10 above the MSRP? I get that tiremakers are trying to protect and position their products by giving tire buyers a simple element (dollar signs) to compare to other brands. I get the idea of “empowering consumers.” There is nothing wrong with what they are doing. But then there are those pesky unintended consequences. How does MSRP play in the real world? Consider Tire Rack’s prices. At Tire Rack, that Assurance ComforTred Touring sells for $133 per unit. Price difference: $32 per tire. That Turanza Serenity Plus at The Rack was $112. Price difference: $37.99 per tire. That Primacy MVX4 goes for $137. Price difference: $26 each. This may not compare with your business (I know Tire Rack charges shipping) but that isn’t the point. Unless you have massive buying power, this MSRP thing may well impact your business. A lot. Price comparisons between retailers are always apple-to-grapefruit for a lot of reasons. Goodyear- and Bridgestoneowned stores aren’t even using their company’s respective MSRPs, further muddying the water. There’s such a thing as too much information, especially when it adds to an already unlevel playing field. Keeping the retail waters clear and still is far more beneficial – and harms independent distribution less – than trying to create “smarter consumers” by being overly transparent. ■
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NEWSMAKERS INDUSTRY NEWS & EVENTS
Longtime Babcox Media Executive Becky Babcox Dies Mary Rebecca “Becky” Babcox, a longtime automotive aftermarket industry veteran, died peacefully on Oct. 15 in Akron after a long battle with Multiple System Atrophy (MSA). She was 60 years old. For many years, Becky was co-owner of Babcox Media (publisher of TIRE REVIEW magazine), along with her brother, Bill Babcox. Together, they were the third generation of the Babcox family to run the company founded by their grandfather, Edward S. Babcox, in 1920. Becky retired from the company in 2006, after nearly 30 years in the business. She was named “Woman of the Year” by the Car Care Council Women’s Board that same year. In addition to serving as corporate secretary of Babcox, Becky was publisher of AUTOMOTIVE REBUILDER magazine, known today as ENGINE BUILDER magazine. She was an active participant in the rebuilding industry, serving as a board member of the Production Engine Remanufacturers Association (PERA) and numerous other aftermarket associations, including the Engine Builders Association (AERA), the Automotive Parts Remanufacturers
Tireco, Hangzhou Zhongce Form Westlake Deal Tireco Inc. and China’s Hangzhou Zhongce Rubber Co. have entered into a long-term exclusive distribution agreement that will allow Tireco to distribute Westlake branded consumer tires in the U.S. Tireco will offer the Westlake brand on both a factory direct program and from its 1.2 million-square-foot facility in Fontana, Calif. “The Westlake line encompasses one of the broadest consumer product 8 November 2012 | TireReview
Association (APRA) and the Car Care Council Women’s Board. “Becky was well-known and respected for her contributions to the industry and made many friends among aftermarket professionals during her years of service. With her warm and friendly nature, Becky couldn’t walk down the aisles at trade shows without receiving abundant hellos from admiring industry peers,” the company said in a statement. “All those who knew her would say her generosity was unmatched. She lived life with a positive attitude and even in the end stages of life never relinquished her characteristic grace and humility.” In addition to her significant career accomplishments, Becky served the Akron community by giving time and energy to Goodwill Industries, Planned Parenthood, Junior League of Akron, the Akron Garden Club, Old Trail School and many others. Becky was a graduate of Emory University and received her MBA from the Ohio State University. She is survived by her son, Rob.
offerings available in the market today and is widely regarded for its consistent, high quality standards and performance value,” said Victor Li, Tireco vice president of sales and marketing. Hangzhou Zhongce Rubber Co. is China’s largest tire manufacturer and is ranked ninth globally. Founded in 1952 as Hangzhou Rubber General Factory, the company employs some 25,000 people and has an annual manufacturing capacity of more than 40 million tires. Tireco also distributes the Geostar, Milestar, Nanco, Tracgard and Geotrac tire brands, and also is the exclusive distributor of Nankang-made products in North America.
Leadership Change at Vredestein N.A. Al Smoke, longtime head of Vredestein’s operations in the U.S., has announced his retirement, effective at the end of this year. Smoke, currently country manager and sales manager for Vredestein North America Inc., based in New Jersey, has worked in the tire industry for 44 years, 26 of which have been with the Dutch tiremaker. With his retirement, Vredestein Continued on Page 10
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has appointed Emil Herbak as the new country manager in charge of Vredestein North America Inc. Herbak comes to the position after seven years as regional sales manager in Germany and country manager in Hungary, Romania and Slovakia.
Bridgestone Adds Pressure, Temp OTR Tire Monitor In September, Bridgestone Americas launched its new B-TAG Bridgestone Intelligent Tag, a system that monitors tire pressure and temperature in large and giant OTR tires and reports the data in real time. B-TAG, said the company, “allows mine operators to make informed decisions that impact safety, tire performance, maintenance and production.” “Manual tire checks on a haul truck can average six minutes a tire. With B-TAG installed, checks take only about one minute per truck,” said Kurt Danielson, president of Bridgestone’s commercial tire group. “This system allows personnel to minimize downtime and create a safer work environment at the same time.” B-TAG hardware is installed on the vehicle, the tiremaker said, and data is sent from sensors in the tire to the onboard system in the vehicle, and then may be forwarded to the mine dispatch system, a handheld reader or downloaded directly for analysis. Mine operators can see data in real time to make immediate decisions, and data also can be compiled to identify pressure trends or assess and adjust operating conditions for more long-term solutions, the tiremaker said.
Registration Open for 2013 TIA OTR Conference Online registration has opened for the 2013 TIA OTR Tire Conference, which is set for Feb. 2023 at the Gran Melia Golf Resort 10 November 2012 | TireReview
in Rio Grande, Puerto Rico. Those interested can register at tireindustry.org. Rooms at the Gran Melia Golf Resort are expected to go quickly, TIA said, and the negotiated room rate is $199 per night. Reservations can be made by calling 800-336-3542 or visiting https://resweb.passkey.com/ go/otrconference. Attendees also can save 5% on airfare with American Airlines by making reservations aa.com/group and entering 9123AZ in the Promo Code box. Additionally, TIA said, the golf outing spots for this conference are almost gone, and unlike past years, there is no secondary course to handle overflow. The tournament will take place on Feb. 21 at the Trump International Golf Club in Coco Beach. World Golf Hall of Famer Chi-Chi Rodriguez will be the keynote speaker for the OTR Tire Conference, and also will spend time with the golfers during the outing.
Hoosier Tire Founder Bob Newton Dies The founder of Hoosier Racing Tires, Bob Newton, died on Sept. 26 at his home in Plymouth, Ind. He was 85. Newton started Hoosier in 1957, parlaying his driving career into a lifetime of tire development and supply of race tires for numerous North American race series. At one point in recent years, Hoosier challenged Goodyear, capturing wheel positions in NASCAR’s top series. He also became a respected mentor to dozens of up-and-coming drivers and a generous supporter of many charitable causes. Newton is survived by his wife, Joyce, their four children, and numerous grand- and great-grandchildren.
Buyer’s Guide Corrections In switching over to a new system to manage our Tire Industry Buyer’s Guide, we experienced a few problems with some company listings. These listings have already been corrected on our online Buyer’s Guide (tirereview.com). Listed here is the correct information for five suppliers: • Continental Tire the Americas was listed as offering agricultural and OTR equipment tires (they do not), but should have been listed as selling retreading equipment/supplies, tread rubber, cushion gum and complete retreading systems. • Additional Listing: Western States Manufacturing 811 Main St. Sioux City, Iowa 51103 P: 712-252-4248 F: 712-258-4368 sales@westernweld.com www.westernweld.com Product Categories: tire repair products/equipment, valve stems/cores, tire marking products, tire inflation gauges and tire mounting lubricants. • Corrected Listing: Bosch Diagnostics 2800 S. 25th Ave. Broadview, IL 60155 P: 800-321-4889 F: 708-865-6433 www.boschdiagnostics.com • Corrected Listing: Robert Bosch LLC 2800 S. 25th Ave. Broadview, IL 60155 P: 708-865-5200 F: 708-865-6433 www.boschautoparts.com www.boschdiagnostics.com • Corrected Listing: Tireco 500 W. 190th St., Ste. 600 Gardena, CA 90248 P: 310-767-7990 F: 310-217-9267 www.tireco.com sales@tireco.com
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Retail Sales – Sept ’12 vs. Sept ’11 (Final) 98
99
100
98.8
Total Tire Units
99.3
Total Service $s
98.8
Broadline
99.4
HP/UHP
99.0
98
99
100
101
102
103
104
99.3
Undercar
99.3
Underhood
Retail Sales – Oct ’12 vs. Oct ’11 (Prelim.) 95
96
97
98
99
100
100.8 100.7 100.3
105
105
LT/SUV
104.0 103.8 104.7
94
Retail Sales – Year to Date
Retail Sales – Oct ’12 vs. Sept ’12
103.6
Total Tire Units
104
Total Service $s
103
Broadline
102 HP/UHP LT/SUV
101
103.8
Undercar
100
103.8
Underhood
103.3
101
Total Tire Units
Total Service $s
99
Broadline
98
100.5
HP/UHP
97
100.5
LT/SUV
100.8
Undercar
100.7
Underhood
12 November 2012 | TireReview
Service $
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Sept . Oct.
97
July Aug.
96
Apr. May June
95
Dec. Jan. Feb. Mar.
94
Nov.
93
Tire Units
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> Pirelli Tire North America
Cinturato P7 All Season Plus Unveiled at New F1 Track
B
y the time you’re reading this the top of its class as an original Mexico, where the P7 All Season Plus article, Formula One will have equipment fitment.” will be exclusively built. returned to the U.S. after a sixOr, as Pirelli stated: “One Tire, The tire boasts a 15% reduction in year absence. Four Seasons, No Compromises.” rolling resistance compared to previOn Nov. 18, F1 race fans from aroAccording to Tom Gravalos, vice ous Pirelli A/S tires, providing a 2% und the world will have focused their president of marketing and OE, and to 3% savings in fuel consumption, attention on the newly constructed Steve Carpino, vice president of reaccording to the tiremaker. Pirelli and purpose-built Circuit of the Amsearch and development for North added the tire is made using a highly ericas in Austin, Texas. America, the Cinturato P7 All Season aromatic oil-free compound and 6% The track truly is something to less raw materials; has a silicasee, and in October journalists from based tread compound for 47% North America had the chance to better tread life; and features an do just that, as well as to test-drive optimized asymmetric tread dePirelli’s new Cinturato P7 All Seasign that provides a 5% reduction son Plus. Being the F1 tire supplier in road noise. does have its advantages, and The Cinturato P7 All Season Pirelli took the opportunity during Plus has a more rigid structure ribbon cutting ceremonies at the thanks to the use of latest generatrack. tion materials, a progressively The name Cinturato – “cintura” flexible sidewall, and a reinforced is an Italian description for the contact patch, according to “metal belt” that gives the tire its Pirelli, which added the extra strength – was carried by the very rigidity cuts down on deformafirst tires Pirelli produced for F1 tion and dispersal of energy, rePaolo Ferrari, chairman and CEO of Pirelli Tire in the 1950s. The Cinturato name ducing rolling resistance. The North America (left), and Tom Gravalos, vice has stood for performance, safety steel belts have been lightened, president of marketing and OE, speak with media and control ever since, including with a level of tension optimized at the launch event. the tiremaker’s latest rollout for to guarantee stable and well-balthe North American luxury touranced performance. The tire’s ing market. Plus is representative of the new ofcompounds are designed to reduce According to the tiremaker, the ferings in Pirelli’s product portfolio braking distances and lessen rolling Cinturato P7 All Season Plus was decreated by its Interactive Developresistance, Pirelli added. veloped by Pirelli engineers with the ment Process (IDP). The new tire will be “competiobjective of creating “one tire for all IDP, as they explained, improves tively priced” and carries a 70,000seasons, further improving the safety interaction between “different teams mile limited treadwear warranty and and ecological characteristics of the of engineers working in different dea 700AA UTQG rating. Target vehiCinturato P7 for the replacement partments,” getting the best input cles include the Audi A3/A4/A6, market without compromising the based on “skills and experiences” to BMW 3/5/X3/X5, Infiniti G, Fiat performance that has taken the P7 to “develop and test the most appropri500, Mini Countryman, Mercedes ate evolutions.” The process includes A/B/CLC/S and the Porsche Pan“intensive use of virtual mathematical amera, according to Pirelli. modeling,” which allows tire concepts Through mid-2013, the P7 All Seato be tested under “a variety of usage son Plus will be offered in 16 sizes conditions via computer simulation.” ranging from 16- to 20-inch wheel diAll of this shortens product timeameters; in the second half of the to-market and “helps accelerate the year, Pirelli will add 11 more sizes. pace of new innovations,” vital as Dealers can expect to see the tire Pirelli said it expects to garner 57% introduced in the near term at drivof its revenues from new products ing events around the country. ■ by 2015. The new tire’s launch is being Pirelli’s tagline for the Cinturato P7 David Moniz All Season Plus is, “One Tire, Four timed with the ramping up of prodPublisher dmoniz@babcox.com Seasons, No Compromises.” uction at Pirelli’s new plant in Silao,
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> Bridgestone Americas
Dealer Meeting Reveals Renewed Focus, New Boss
T
here’s a new boss at Bridgeand more to decide what options sale in 2020); color sidewall printing stone Americas. And because they’ll even entertain. technology; an airless concept tire; the boss is such an integral part “The zero moment of truth is the lightweight steel cords for greater of success for both the tiremaker and perception that consumers have befuel efficiency; new compounds for its dealers, the company is shifting fore even setting foot in a store,” wear and wet grip; tinted rubber for its entire go-to-market strategy. Baratta said. “It isn’t about what the treads; and a stubble-resistant lamiJust who is this new boss? The competition is doing, it’s about what nate for ag tire tread. consumer. the consumer is doing. We must “The key to product innovation is Company executives shared just focus on all three of these moments.” having an incredibly strong relationhow Bridgestone plans to answer to Through product innovation, reship with the boss and making sure this new boss during its annual Convamped marketing campaigns and a consumers’ needs are met,” Garfield sumer Tire Business Meeting, held stronger digital media effort, Bridgesaid. mid-October in Nashville, Tenn. The meeting’s theme, Brand Strategies “Bring Your Customers To help simplify Home,” was a nod to the and streamline things close proximity of Bridgefor “the boss,” both stone Americas’ headquarthe Bridgestone and ters, but also addressed Firestone brands will changes in the tiremaker’s be enhanced with marketing strategy and clearer brand posiproduct screen designed to tioning to increase bring customers – the brand familiarity, acbosses – home to dealer locording to Larry Macations. gee, U.S. and Canada “In the end, if we don’t consumer tire presiplease the boss and you dent. don’t please the boss, neiThe tiremaker will ther one of us is going to continue to build on be successful,” John Barthe Bridgestone John Baratta, president of Bridgestone’s U.S. and Canada consumer atta, president of Bridgebrand’s “Time to replacement tire sales division, introduced dealers to the company’s stone’s U.S. and Canada Perform” campaign. new boss. consumer replacement In addition, an adtire sales division, told justed sponsorship the crowd of about 500 tire dealers stone said it will target consumers in deal with the NFL will see more and their guests. an all-encompassing, comprehensive mention of the brand throughout the According to Baratta and other way. year. speakers at the event, Bridgestone is Another major part of that stratWhile the Bridgestone brand no shifting to view things from the conegy is increased production; the tirelonger has naming rights for the Super sumer’s point of view. Primarily, the maker’s Aiken plant expansion is on Bowl Halftime Show, it will have an adtiremaker aims to excel in “moments track, with the first phase slated for vertising presence in more NFL events, of truth,” a term borrowed from completion in April 2013. Aiken’s ca- including the playoffs, Pro Bowl, preProcter & Gamble. pacity expansion will give the tiredraft combine, draft and Super Bowl The first “moment of truth” is maker the ability to react faster to ads, according to Phil Pacsi, vice presiwhen the customer selects a product market and size change demands, dent of consumer marketing. at a store, and the second is when according to Eduardo Minardi, chief “Consumers are in the tire market that customer tries out the product operating officer. day in and day out,” added Phillip and decides whether it passes musOn the innovation front, president Dobbs, chief marketing officer. “You ter. But even before that, according to and CEO Gary Garfield overviewed can’t drive a specific sell because Baratta, there is a “zero moment of the tiremaker’s pending developthey are in the market every day. We truth” – when consumers peruse the ments, including the use of alternate wanted to be top of mind, making Internet for product information, lomaterials; a tire made of 100% suscontact with consumers year-round.” cations, social media buzz, reviews tainable materials (slated for retail
Continued on Page 16
14 November 2012 | TireReview
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An example of Bridgestone’s color sidewall printing technology (left); and the meeting’s welcome reception, held at the Country Music Hall of Fame.
A renewed effort for the Firestone brand includes the all-new “Drive a Firestone” campaign, which tells consumers “Firestone is a car company” and features the return of the iconic Firestone shield – first introduced in 1922 to symbolize the company’s “mark of quality.” Tire dealers can tag each commercial spot for their local markets, said John Neilson, vice president of brand marketing. Another facet of the increased ad budget for the brand is a new Firestone website, which will launch in the first quarter of 2013. “Firestone is still very much topof-mind for consumers,” Dobbs said. “When we polled consumers in researching the campaign, it was like they were getting a call from an old friend. We already had an advertising presence with Firestone, but not to this new level of intensity.” He added that revamping both campaigns is possible because the Firestone and Bridgestone brands don’t overlap directly, but are complementary. “Firestone is what we refer to as the ‘work hard, play hard’ group, but still mostly mainstream, while Bridgestone drivers tend to be more affluent and technology-focused,” Dobbs noted. “We want to be sure we invest and focus on both brands”
New Products Also previewed at the dealer meeting were several new products: • Potenza RE97AS, described as a performance tire blended with touring attributes, that the tiremaker said 16 November 2012 | TireReview
offers low rolling resistance and fuel efficiency, as well as wet performance and excellent steering feel and response. Available in March in 22 V and W speed rated sizes ranging from 16- to 18-inch wheel diameters, the tire targets performance vehicles such as the Acura TL, Nissan Maxima and Mazda 6. • Potenza RE-11 A, a UHP tire Bridgestone said offers cornering performance, wet performance and outstanding grip. Offered in 10 V and W speed rated sizes ranging from 15- to 17-inch wheel diameters, the tire will launch in March and is targeted for performance vehicles such as the Mitsubishi Lancer Evo, Subaru WRX and Volkswagen GTI. • Dueler H/P Sport AS, a performance tire for high-end crossover vehicles. Due out in April, the tire is geared for CUVs from Lexus, Acura, Audi, BMW, Mazda, Lincoln and Mercedes, among others. It will be available in nine H, V and W speed rated sizes ranging from 17- to 20inch wheel diameters. • Blizzak LM-32, a V- and W-rated winter tire for European luxury sedans. The tire will be available in July 2013 in 33 sizes ranging from 16to 20-inch wheel diameters.
Dealer Program Additions Also revealed at the meeting, the Bridgestone Affiliated Retailer program now focuses even more on the consumer – as well as the dealer – with several new additions: • A reissued credit card includes a $70 American Express gift card rebate
with the purchase of any four Bridgestone passenger or light truck tires. • The program’s Nationwide Manufacturers Warranty, Tire Protection Plan and Service Warranty covers service, tire repair and replacement, and roadside assistance. Consumers can return to the dealer nearest them – wherever they may be at the time service is needed. If there are not any network dealers nearby, a consumer can visit a non-network facility and still be covered under the plan. • Beginning in 2013, Bridgestone’s “One Team, One Planet” take-off tire program will involve dealers, saving them money on tire disposal costs. • The program will offer an enterprise software system that will allow dealers to communicate with customers between appointments, and will offer consumers a personalized vehicle records webpage where they can log in to view their vehicle history and make appointments. The software is due out the first quarter of 2013. “The Bridgestone Affiliated Retailer network is now a consumer-focused program,” Baratta said in closing. “This benefits dealers in that the streamlined, more consistent message will drive more traffic to stores.” It all boils down to satisfying the new boss, and Bridgestone Americas believes it is up to the challenge. ■
Denise Koeth Managing Editor dkoeth@babcox.com
Rapid Response: 800-928-1184 ext. 44017
■ NEWSMAKERS:
gFollow@Tire_Review
NEWS & EVENTS
> Bridgestone Americas
Investment in S.C. Continues to Grow
B
ridgestone Americas recently hosted industry journalists for an in-depth tour of its expanded 1.8-million-square-foot passenger/light truck tire plant in Aiken County, South Carolina. The additional 474,000 square feet of production and warehouse space joins the previously announced 266,000-square-foot expansion of the plant in July of this year. The facility, which produced its first tire in 1998, currently is manufacturing 25,200 tires daily in 32 sizes, according to John Stewart, plant manager. By 2016, the plant will produce 37,750 tires daily in 61 sizes. In addition, some 650,000 tires are stored in the integral warehouse facility. Sixty-five percent of the tires produced at the plant are headed to OEMs, while the remainder end up at dealers and other retailers. Mike Martini, president of OE consumer tires, told the journalists, “We’re working on vehicles 4-5-6 years out, and the expansion here will help address capacity needs.” Tires produced for carmakers are not created in a vacuum, he added, and that adds to the complexity and technology. “We’re concerned what the end-user says, including the wear and safety patterns.” During the one-day program, the company also reviewed status and progress of the construction of its new 1.85-million-square-foot offroad radial OTR tire manufacturing facility, being constructed next door on a greenfield site in Graniteville, S.C. Previously, large OTR tires (49through 63-inch) had been produced exclusively at Bridgestone’s Shimonoseki and Kitakyushu plants in Japan or the tiremaker’s OTR plant in Australia, and shipped to North America as needed. The company believes it can respond better to customer needs and growing global demand by installing OTR production technologies in the
18 November 2012 | TireReview
By 2016, Bridgestone’s Aiken, S.C., plant will produce 37,750 tires daily in 61 sizes after expansions have been completed.
new U.S. plant. The Bridgestone Group also will have multiple options for future expansions, improving its ability to rapidly respond to market changes and customer requirements. The new state-of-the-art plant will manufacture 49-, 51-, 57- and monster 63-inch radials for customers in the U.S., Canada and South America. According to Bridgestone, demand for off-road radial tires is steadily increasing as the need for mineral resources grows due to rapid economic expansion across the globe. With the facility, Bridgestone said,
“We’ll be even more responsive to our ‘boss,’ the man driving the vehicle all day long. We care what he thinks about the tire’s feel and performance.” Two such customers are Canadian firms Suncor Energy and Canadian National in Ft. McMurray. When fully completed, these three projects will total a $1.2 billion investment and will increase Bridgestone Americas’ workforce in Aiken County by more than 850 people, excluding contractors. ■ Mike Pennington Contributing Editor
Rapid Response: 800-928-1184 ext. 44019
Rapid Response: 800-928-1184 ext. 44021
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
Bangor, ME Market Period 10/1-3 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. ■
Detroit, MI Market Period 10/1-3 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
$31.99 $478.00**
$29.99 $24.95 $539.80* $529.80*
$34.00 $34.10 $604.00* $595.00*
$31.01 $549.32
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$39.00 $410.68**
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$69.99 $444.60**
$79.99 $643.96*
$89.99 $69.95 $79.97 $504.00* $460.00** $527.31
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$74.90 $49.00 $74.00 $45.00 $59.95 $60.57 $392.00** $440.00** $335.96** $500.00** $489.32** $431.46
Vehicle 3 Front Brakes, Turn Rotors $150.00 Replace All: 265/70R17 $672.00**
Jackson, MS Market Period 10/1-3 Mass Merch. A
Vehicle 1 Oil Change/Filter Replace All: 215/60R16 Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$89.95 $584.00*
$179.00 $160.00 $180.00 $200.00 $915.96* $615.96** $744.00* $920.00*
Mass Merch. B
Tire Dealer A
Tire Dealer B
Car Dealer
$173.80 $773.58
Vehicle 3 Front Brakes, Turn Rotors $180.00 Replace All: 265/70R17 $596.00**
Avg. All
Phoenix, AZ Market Period 10/1-3 Mass Merch. A
$22.99 $25.00 $29.99 $34.00 $712.00* $432.00*** $498.00** $794.00*
$140.00 $189.00 $150.00 $220.00 $760.00* $564.00** $720.00* $684.00*
Mass Merch. B
Tire Dealer A
Tire Dealer B
Car Dealer
$30.98 $534.38
$175.80 $664.80
Avg. All
$30.98 $534.38
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$27.99 $24.95 $32.74 $29.95 $36.95 $416.00** $492.00** $553.60** $574.00* $760.00*
$79.99 $69.95 $84.95 $69.00 $129.95 $86.77 $332.96*** $440.00** $323.52** $512.00** $360.68** $393.83
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$79.99 $69.99 $64.95 $69.95 $89.99 $74.97 $351.96** $396.00** $400.00** $424.00** $348.36** $384.06
$34.99 $36.99 $26.95 $26.99 $28.99 $447.96* $457.40** $512.56* $636.00** $618.00*
$30.52 $559.12
Vehicle 3 Front Brakes, Turn Rotors $159.99 $184.90 $179.95 $129.99 $189.95 $168.96 Replace All: 265/70R17 $647.96* $712.00** $627.40** $780.00* $680.00** $689.47
Vehicle 3 Front Brakes, Turn Rotors $160.00 $159.00 $180.00 Replace All: 265/70R17 $599.96** $648.00* $700.00*
$180.00 $180.00 $680.00* $640.00*
$171.80 $653.59
Portland, OR Market Period 10/1-3 Mass Merch. A
Topeka, KS Market Period 10/1-3 Mass Merch. A
Mass Tire Merch. Dealer B A
Tire Dealer B
Car Dealer
Avg. All
Mass Merch. B
Tire Dealer A
Tire Dealer B
Car Dealer
Avg. All
$29.95 $596.00*
$35.90 $589.72*
$37.00 $607.00*
$32.57 $555.98
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$29.95 $33.95 $29.95 $39.95 $37.00 $524.00** $509.96** $507.80** $612.00* $672.00*
$34.16 $565.15
Vehicle 1 Oil Change/Filter Replace All: 215/60R16
$29.99 $471.24**
$29.99 $515.96*
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$59.95 $399.80**
$69.67 $540.04
Vehicle 2 4 Wheel Alignment Replace All: 225/60R16
$59.95 $389.20**
$79.99 $79.00 $64.95 $65.00 $69.78 $503.96* $480.00** $531.00** $372.00** $455.23
$206.79 $958.12
Vehicle 3 Front Brakes, Turn Rotors $139.95 $160.00 $145.00 $171.95 $157.00 Replace All: 265/70R17 $938.56** $731.96* $700.00** $700.00** $716.80*
$83.50 $79.95 $49.99 $74.95 $532.00** $891.80* $484.60** $392.00**
Vehicle 3 Front Brakes, Turn Rotors $149.95 $267.00 $190.00 Replace All: 265/70R17 $680.00** $1352.00** $1143.80* Legend
22 November 2012 | TireReview
$227.00 $200.00 $814.80* $800.00* * = Tier 1 Brand
** = Tier 2 Brand
*** = Private Brand/Other
$154.78 $757.46
Rapid Response: 800-928-1184 ext. 44023
FEATURE
4
Back 2Basics
TOM DUKE Contributing Editor
Step-by-Step TIRE/WHEEL BALANCING This article on how to properly balance tire and wheel assemblies is the final 2012 installment in our series covering basic tasks performed in tire dealerships. The first in the series was an article on Basic Tire Repair (February), the second on Tire Mounting/Demounting (May) and the third on Tire Rotation (August). This latest article covers generally accepted practices for balancing tire and wheel assemblies. It is intended not only for new tire technicians, but also veterans who want to brush up on their techniques. Photos, diagrams and background information 24 November 2012 | TireReview
were supplied by Hennessey Industries’ Coats brand. The recommendations made in this article are based on the use of a Coats 1250 tire/wheel balancer. There are other brands of wheel balancers on the market, and this does not mean that we endorse any one brand over another. We suggest that you save this article – and the entire Back2Basics series – for future reference. It is important to note this article only applies to consumer tires and does not address commercial tire applications – light or medium truck tires – or the use of outside balancing aids that would be installed into the tire/wheel cavity.
which may cause a half-ounce or so translation to the wheel.
Tire/wheel assembly balancing is a very basic service, and still a good profit center for tire dealers who invest in the necessary equipment. Modern cars and light trucks/SUVs are highly tuned vehicles, and anticipated performance, driver comfort, fuel economy and tire life all can be negatively impacted by even the slightest imbalance. Fractions of an ounce truly do matter today. Current tire/wheel balancers are much easier to use than earlier machines or the old-school bubble balancers, with many automatic and computer-generated features designed to deliver exceptional balance. Many modern tire/wheel balancers include features such as direct drive motors, multiple balancing modes, laser guides, automatic starting with a cycle of seconds, weight storage bins and automatic static balancing. There are a number of reasons why you should be checking the balance of the tires/wheels on your customers’ vehicles. The three basic times when balancing should be done include:
Types Of Balancing
• When a tire is replaced or repaired • When a balance weight is moved or falls off • When new tires are purchased Tire technicians know that balancing tire/wheel assemblies can eliminate vibration and wobbling. This will improve tire wear, increase fuel mileage and remove stress from a vehicle. Vibration caused by out-of-balance tires usually occurs at speeds of 50 mph to 70 mph. Consumers who only drive around town and not on expressways may never notice their tires are unbalanced, but damage is still being done. Today’s high-quality tires will hold their balance well unless an outside force, such as hitting a curb or the loss of a weight, occurs. Technicians also should check to see if a customer has locking wheel lugs in some positions. Some locking lugs are up to 1.5 ounces heavier than conventional lug nuts,
In many cases, when a tire is manufactured, it is inspected for static and dynamic balance. Not every tire, even among the major makers, is directly tested, though. Tires that don’t measure up in either factor are rejected. Tire manufacturers measure static balance by the use of a sensor mounted to the spindle assembly, and measure dynamic balance by mounting a tire on a test wheel, accelerating the assembly to 300 rpm or higher and then measuring the forces of imbalance as the tire rotates. In most cases, the old-school bubble balancer is a thing of the past. Dynamic balancers – also referred to as “spin balancers” or “computer balancers” – are the most prevalent piece of equipment. Even among dynamic balancers, though, there are vast differences in not only features but, more importantly, precision. Dynamic balancers not only determine the location of any imbalance, but also point out the exact amount of counter weight that must be added to correct the imbalance. Various available equipment features can make that an even more precise operation. Road force variation balancing is yet another method that has been in use at the OE level for many years. While only in limited use in the aftermarket, road force variation equipment is becoming increasingly popular as vehicle sensitivity to imbalance becomes ever greater.
Steps for Balancing a Tire/Wheel Assembly Depending on the equipment you have, tire/wheel assemblies are balanced in a number of ways. The steps are outlined as follows if you are using one of the more modern, automated machines, like the Coats 1250. These instructions are not meant to cover every balancing situation. Before a tire can be balanced, it must be concentrically seated. You
Today’s balancers can handle almost any car or light truck assembly that rolls into a bay in a quick and efficient manner.
can determine this by measuring the distance between the molded rib on the lower sidewall of the tire and the edge of the wheel’s rim flange. The tire must be deflated and reseated if the distance between the two points is greater than 2/32-inch. After ensuring that the beads have reseated properly, the tire should be inflated to the recommended pressure.
1. Turn your machine OFF then ON, which resets the balancer. The machine wakes up using standard clip-on wheel weight locations. 2. Remove stones/rocks or other debris from tread and any weights already attached to the wheel. During this process you also should remove any mud, dirt or snow on the inside of the wheel and make sure that the mounting surface of the wheel is completely
Cleaning the wheel prior to balancing is important.
clean of debris.
TireReview.com 25
Step-by-Step TIRE/WHEEL BALANCING
Background On Tire/Wheel Balancing
3. Mount a tire/wheel assembly on a balancer that will use standard clip-on wheel weights. Use the most appropriate mounting method. Technicians should be careful to avoid back injury and should seek assistance when lifting a heavy tire/wheel assembly onto a balancing shaft.
4. There are three main mounting methods. They include: • Back Cone – Most original equipment and steel wheels can be mounted properly using this method. The wheel is centered on a cone from the inner side of the wheel.
The Back Cone method of mounting is most common.
26 November 2012 | TireReview
• Front Cone – A wheel should be centered by the outer side of the hub only when the inner surface will not provide an accurate sur-
Front Cone mounting is one alternate method.
face to center on. • Pin-Plate – An alternate method of securing and aligning an assembly on a balancing machine is the pin-plate method. A pin-plate is
The Pin-Plate method is a variation of the Back Cone method using a pinplate.
Rapid Response: 800-928-1184 ext. 44026
There are a variety of pin-plates. These are just a few of the many that are designed for the different sizes of bolt-hole chamfers and sizes.
added instead of a pressure cup.
5. Enter A & D wheel dimensions using offset arm. Before a wheel can be balanced, wheel dimensions must be entered into the computer on your unit. These include: A = Offset – The distance measured from the balancer (“0” on offset arm) to inner plane of the wheel rim (inner weight location). W = Width – The width of the wheel at the rim flanges, measured
Rapid Response: 800-928-1184 ext. 44027
with calipers. D = Diameter – The diameter of
Step-by-Step TIRE/WHEEL BALANCING
Screens with newer balancers show inboard and outboard measurements automatically. Note the clip-on weight location on the wheel flange.
8. Lower the hood. The wheel will spin and unbalances are measured and displayed. The corrective weight amount appears in the weight display window for inboard
Measuring the rim flange ensures selection of the proper clip-on weight.
14. Attach outboard corrective weights. Attach specified weight amount at the top-dead-center on the outside flange of the wheel. 15. Lower the hood to respin the tire/wheel and check balance. The weight readings should now be 0.00.
A view of the pressure monitoring sensor being placed on the rim of the wheel.
the wheel as indicated on the tire. 6. For automatic measurement, pull the offset arm out to the wheel, hold it still at clip-on weight position against the wheel flange and wait for a “beep.” Re-
Screen on a typical balancer prior to lowering the hood for automatic measurement.
and outboard weight locations.
9. Raise the hood after the tire stops rotating. Make sure that the wheel has stopped before raising the hood.
10. Inboard center bar blinks. If an inboard corrective weight is not required, the wheel will stop at the outboard corrective weight location and you can go to Step 13. A, W and D dimensions on assembly.
turn the arm to home position.
7. Enter the wheel width dimension. Use plastic calipers to measure wheel width for manual entry. Press the W key. Use the keypad to enter width value (between 2 and 20 inches.) Lower the hood for automatic measurement (see above). Note the value entry of the W dimension. 28 November 2012 | TireReview
11. Attach inboard corrective weight. Attach specified weight amount at top-dead-center on the inside flange of the wheel. NOTE: Wheel weight suppliers often will supply a rim flange contour gauge to help technicians select the correct clip-on weight for the wheel. 12. Press NEXT, causing the wheel to rotate. 13. The outboard center bar will blink.
Balancing In A Nutshell The balancing steps outlined in this article are typical but will vary somewhat depending on the type of equipment used. Recapping the steps, a technician must: 1. Turn on the balancer 2. Clean the tire, rim flange and wheel 3. Mount the tire/wheel assembly on a balancer 4. Enter the A & D wheel dimensions 5. Enter width wheel dimensions 6. Lower the hood to spin the wheel and check dimensions 7. Raise the hood after the tire stops rotating 8. Note when the inboard center bar blinks 9. Attach inboard corrective weight 10. Press NEXT, which rotates the wheel 11. Note when the outboard center bar blinks 12. Attach outboard corrective weights 13. Lower the hood to respin
A Look at Wheel Weights and check balance
Disclaimer Tire/wheel balancing is a serious business. The preceding article was researched and written using material furnished by Hennessy Industries, including photos and diagrams. This information is NOT meant as a substitute for proper training by TIA, balancing equipment manufacturers or tire manufacturers. The balancing recommendations made here are consistent with practices used in the industry when operating this type of balancing equipment. 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. ■
Just as there are a number of assembly balancing methods, there are a variety of weights for balancing purposes. There are standard clip-on weights of various types that are made to accommodate the contours of different rim flanges. There are MC weights used on a number of U.S. vehicles, EN weights used on VW and Honda vehicles, FN weights for Japanese vehicles and IAW weights used on many South Korean and European vehicles. A few of these types are shown in this box. There also are adhesive weights
Standard clipon weight
that are not covered in this article. They are used for custom wheels or those that do not have an outside flange. Additionally, there are three primary materials used to produce wheel weights. Lead weights, the original weights used to balance assemblies, are making their way out of the scene. Several states have outlawed lead weights – as have the European Union and Japan – and the EPA is considering national action. Remaining alternatives for both clip-style and stickon weights include zinc and steel.
Clip-on mass weight
Rapid Response: 800-928-1184 ext. 44029
FN weights used on Japanese vehicles
TireReview.com 29
TIRES FEATURE
DENISE KOETH Managing Editor
Carrying Through Trailer tire segment holds steady as consumers opt to maintain, not replace, equipment
T
hough there still are a number of factors negatively affecting the new trailer market, tire dealers in this segment will be glad to know that trailer tire demand is holding steady. The trailer market – whether for livestock, boats, construction and recreational equipment, and more – is somewhat tied to the still-sluggish economy. But while tightened budgets for businesses and fewer discretionary dollars for consumers have slowed purchases of new trailers, this means current trailer owners have opted to maintain their existing equipment – including tires. “With the downturn of the economy, new purchases of travel trailers and boat trailers are way down. When discretionary spending is down, the last thing people consider is getting a new boat or travel trailer,” says Randy Tsai, director of marketing and GBC
Motorsports for Greenball Corp. “When construction is down, new trailer purchases for heavy equipment hauling are also down. “However, on the flipside, when new trailer sales go down, replacement tire sales go up,” he continues. “People start to maintain their trailers when they do take them out and on most trailers, the major wear items people think about would be tires and brakes.” According to Eric Yang, automotive marketing manager for Kenda USA, economy, gas prices and weather are the three largest factors affecting the trailer market. Not only are new trailer purchases influenced by a down economy and high gas prices, but “good and bad weather will also influence the purchase of new trailers,” he says. Tsai notes that with record-setting heat this summer, fewer people pulled their trailers out. “When people don’t
>TAKEAWAYS • REPLACEMENT MARKET IS STRONG • TRENDING TOWARD MORE DURABLE, FUEL-EFFICIENT TIRES • LIMITED SKUS ARE NEEDED • PROPER TIRE CARE AND MAINTENANCE IS KEY • LET CUSTOMERS KNOW YOU SELL TRAILER TIRES 30 November 2012 | TireReview
use their trailers, they don’t think about putting new tires on,” he adds. “Sales of new trailers often follow the trend of new car sales,” says Yang. “2012 has been a strong year for new car sales and after a few soft years in the trailer industry, we expect the trend for trailers to pick up. However, this will heavily depend on the status of the economy.” Tsai explains that from 2002-08, there was a boom in the trailer industry – and during and after the recession, new equipment sales suffered a large drop and a slow recovery, respectively. “As these units get older and the economy starts to improve, people will eventually start to look into replacing their old trailers with new ones.” In the last decade, Greenball has witnessed a shift in customer base, Tsai adds. “Greenball serves both the OE and aftermarket segments. When new trailer sales were hot, we moved 70%80% of our product to OE. When new trailer sales went down, all that business shifted to aftermarket sales.” And he offers encouraging insight for dealers: “Once people own trailers, they use them. So as long as trailers are out there, the demand for trailer tires exists.” Moving into 2013, due to the fact that the economy and consumer confidence have not yet fully recovered, Greenball is prepared for a few more years of maintenance and trailer tire re-
Rapid Response: 800-928-1184 ext. 44031
■ FEATURE:
TIRES
placement, Tsai says, adding, “For 2013, we feel that the replacement market will continue to be strong.”
Trend Spotting Aside from sales trends, tire dealers also should be aware of equipment trends in the trailer market, as they will have an impact on what dealers must stock and sell – and the advice they give to customers. According to Kenda’s Yang, recent trends include the production of smaller, more compact trailers, as well as a shift to increase fuel economy in trailers – and to reduce rolling resistance in tires. “There are many different micro-segments in the trailer market. However, a general trend we’ve seen is the movement to smaller tires. We’ve also seen more interest in radial tires (as opposed to bias) in the premium trailer market,” he says. Trailers also are getting heavier, while tow vehicles are becoming more powerful, meaning they are traveling much faster, Tsai says. “Trailer tires traditionally were designed for 55 mph,
32 November 2012 | TireReview
but nowadays it’s rare to see a truck pulling a trailer and not keeping up with traffic. “The increased speed and heavier loads now require a more robust tire in terms of load capacity and heat dissipation,” he continues. “Many manufacturers have already addressed the issue of load capacity with heavier ply rating tires and now are also addressing wear issues because of increased speed/heat.” Greenball’s latest radial trailer tire, the Towmaster SS (summer solution), is the new premium flagship Towmaster ST tire, Tsai says. “Our new Towmaster SS has been re-engineered to dissipate heat better and run cooler for better wear and enhanced reliability.” Yang notes that Kenda’s Loadstar trailer tires have been trusted by many OEMs for years. “What is unique about the Kenda brand is that we also own our own high speed trailer wheel manufacturer, along with our own tire and wheel assembly in the U.S.,” he says. “Dexstar Wheel is one of the oldest and most trusted steel trailer wheel manu-
Rapid Response: 800-928-1184 ext. 44032
facturers in the U.S., and ATW has several assembly locations around the country for quick and easy delivery.”
Dealer Knowledge As in many segments, when it comes to being successful – and profitable – in the trailer tire market, knowledge is key. “While there aren’t many differences in mounting and storage of a trailer tire versus a standard passenger tire, trailers need much more attention,” Kenda’s Yang says. “For example, trailer wheels are subjected to more abuse, so the tire/wheel assembly needs to be checked and retightened more often than with automotive tires. Also, trailer tires generate more heat from the beating and the heavier load, therefore maintaining the correct air pressure also is important. “Basic trailer knowledge can not only prevent damage to the customer’s trailer, but also build a better relationship at the same time,” he adds. “Trailers are often trusted to carry large
Rapid Response: 800-928-1184 ext. 44033
■ FEATURE:
TIRES
investments and nobody wants to see a simple lack of maintenance lead to a major catastrophe.” Greenball’s Tsai says it’s ideal for dealers to have a large parking lot and moveable jacks to service larger travel trailers that may not fit in a service bay. “Informing the customer about how to maintain their trailer tires is very important,” he says. “Trailer tires are designed to carry a heavy load at higher air pressure than passenger tires. In
most cases, trailers are not used on a daily basis; periodic visual inspections are a must, especially if a trailer is not used for extended periods of time. Customers need to regularly check their air pressure. Even when towing – in hot weather or long distances – a visual inspection and air pressure check while on the road is vital for safe operation.” In addition to educating their staff, dealers also must let customers know
Rapid Response: 800-928-1184 ext. 44034 34 November 2012 | TireReview
they actively stock trailer tires. “Probably the biggest hurdle to trailer tire sales is letting the customer know you have them,” Tsai says. We have found that signage or a small display in the dealer showroom floor goes a long way to tell people that you have them. The customer who is in there getting new tires on a car or truck may not buy a set of trailer tires right then and there, but the next time he pulls out the trailer and realizes new tires are needed as soon as possible, that dealer is going to be the first one that person thinks about.” He also advises dealers to target customers based on the vehicles they drive. “If a customer has brought in a pick-up or SUV with a tow hitch on the back, giving that customer a flyer about how you have trailer tires in stock is probably a safe bet.” Consumers often overlook trailer maintenance, so when they want to buy new tires, it’s most likely because they plan on using their trailer within the next 24 to 48 hours, according to Tsai, who adds, “It’s important to have them there and ready to install.” Luckily, dealers can cover the vast majority of the trailer tire market with far fewer SKUs compared to the passenger market. Tsai suggests there are about nine sizes that will cover the entire radial trailer tire segment (13- through 16inch wheel diameters); and eight sizes will cover smaller bias trailer tires (8through 12-inch diameters). Depending on distinct geographic needs and trends in an area, five or six SKUs will cover 80% of typical customer needs in the trailer tire segment. Kenda’s Yang notes there are less than 10 sizes that are essential to the market, pointing out the following bias and radial sizes for recreational vehicle trailers: ST175/80R13, ST205/75R14, ST205/75R15 and ST235/80R16. He also recommends stocking sizes 480-8, 480-12 and 205/65-10 for the utility trailer market. Though there are fewer SKUs to stock, competing in the trailer tire segment isn’t necessarily easy. But for dealers who keep on top of shifting market trends and take the time to educate their staffs on the nuances of the niche, the trailer tire segment can be a great source of profit and an opportunity to strengthen customer relationships. ■
Rapid Response: 800-928-1184 ext. 44035
Rapid Response: 800-928-1184 ext. 44037
SERVICE FEATURE
LARRY CARLEY Technical Editor
Vehicle Lighting Overview A look at the evolution and latest developments in headlamp technology
N
ighttime driving obviously requires a good set of functioning headlights. Headlights should illuminate the road ahead, but not hinder the vision of oncoming drivers. Excessive light and glare from a vehicle’s headlights can be dangerous because it may blind other drivers. The Department of Transportation (DOT) has rules that limit not only the brightness of low-beam and high-beam headlamps for on-road use, but also dictate how the headlights project their light. The light pattern from low-beam headlights should cut off roughly at hood level, and not scatter too far into the oncoming lane of traffic. The headlight beam pattern of any given vehicle is determined by the design of the reflector inside the headlamp housing, the headlamp lens (if one is used to further direct and diffuse the light), and the location of the bulb inside the housing. Since all of these are fixed by the vehicle manufacturer, the only component that can easily be modified to enhance lighting performance is the headlamp bulb.
Halogen Headlamps Halogen headlamps have been around since the 1970s, when a change in federal regulations allowed vehicle manufacturers to use “composite” headlight housings instead of sealed beam headlamps. Composite housings allowed greater styling freedom in the design of the headlight itself for better optics and aerodynamics. It also al38 November 2012 | TireReview
lowed the use of replaceable bulbs that could be changed from the rear of the housing. In theory, this simplified replacement by eliminating the need to remove lens covers, grille trim and retaining rings to change a burned-out headlamp. But on some vehicles, there’s not much clearance behind the headlight assembly, so replacing a bulb can be difficult. The switch to halogen headlamps provided a significant improvement in lighting. On older vehicles with sealedbeam headlamps, light output was limited not only by DOT rules, but also by the poor efficiency of the bulb itself. One of the limitations of conventional headlamps is that their light output depends on the temperature of the filament. The hotter the filament, the brighter it glows and the more light it produces. But if the filament runs too hot, it will quickly burn out and fail. Tungsten wire is used for the filament in most incandescent light bulbs because it has a melting temperature of 6,332˚F (3,500˚C). It can burn fairly hot for a long time without burning out, as long as there is no oxygen inside the bulb. So the air inside the bulb is removed and replaced with inert argon gas to cool the filament. This works fairly well, but over time some of the tungsten vaporizes from the hot filament and forms a black coating on the inside of the bulb. This slowly reduces the light output of the bulb as it ages. Eventually, the filament thins to the point where it either fails or breaks.
With halogen lighting, argon is replaced with a mixture of bromine, chlorine and fluorine, allowing the filament to run hotter and produce more light without burning out. The iodine gas inside the bulb helps recirculate the hot metal vapor so it redeposits back on the filament, prolonging the life of the bulb. The gas pressure inside the bulb also is about three to four times higher than a standard bulb to further reduce metal evaporation from the hot filament. As a result, the glass on a halogen bulb doesn’t darken as the bulb ages, and light output remains much more consistent throughout the life of the headlamp. But the higher operating temperature of a halogen headlamp does require a special heat-resistant quartz glass. The higher operating temperature of a halogen headlamp also means it operates more efficiently, producing more light with less power consumption. A halogen low-beam headlamp that uses 55 watts may produce 1,000 to 1,400 lumens of light depending on the lamp number, while a 65-watt high-beam halogen headlamp may produce 1,270 to 1,700 lumens. Another plus with halogen headlamps is that the color of the light is whiter and closer to natural daylight than that produced by conventional incandescent bulbs. The color of the light produced by a headlamp is often referred to as its “temperature” in degrees Kelvin (K). This can be a bit confusing because it has nothing to do
Rapid Response: 800-928-1184 ext. 44039
Upgrade performance headlamps that feature increased light output and/or a bluish tint are more profitable items to sell than standard replacement bulbs.
with how hot the bulb is, but rather the spectrum of light it is producing. The higher the temperature rating of the bulb, the bluer the light it produces appears to the human eye. Halogen headlamps typically produce light with a temperature (color) rating of about 3,100˚K to 3,500˚K, depending on the bulb. A conventional incandescent sealed beam headlamp, by comparison, produces light with a temperature rating of around 2,800˚K, giving it a slightly yellowish appearance. Whiter light reflects better off objects and road signs at night, improving visibility for safer nighttime driving.
HID Lighting
Rapid Response: 800-928-1184 ext. 44040 40 November 2012 | TireReview
In the mid-1990s, the first high intensity discharge (HID) headlight systems appeared on European sports sedans and domestic luxury cars. Since then, the use of HID lighting has grown substantially, with hundreds of models now offering it either as standard equipment or an extra cost option. Unlike conventional or halogen headlamps, HID headlights use bulbs that do not have a wire filament. Instead, they contain a mixture of xenon, other gases and mercury vapor (which was discontinued in 2004 in new bulbs, but is still present in older HID bulbs). When the gas inside the bulb is excited with high voltage (20,000 to 25,000 volts), xenon becomes conductive. This initiates an arc that starts the bulb glowing. Within a couple of seconds, the bulb comes up to full brightness. The voltage needed to sustain the arc can then be reduced to about 9,000 to 15,000 volts, where it remains until the HID headlamps are switched off. Since there is no filament to burn out or break, bulb life is up to 10 times that of a halogen headlamp. The light produced by a xenon HID headlamp also is much higher than a halogen headlamp (up to three times greater). Though the voltage required
also is higher, the wattage (current) needed to power HID headlights is actually less, typically around 35 watts. This reduces the load on the alternator, helping to improve fuel economy when driving with the headlights on. The light produced by HID xenon headlamps is about 14% ultraviolet, which is filtered but still gives the headlamps a slightly bluish cast. The color rating on most OE HID headlamps is around 4,200˚K. The slightly bluish white light is even better than the white light produced by halogen bulbs for visual clarity and depth perception when driving at night. But some motorists say the bluish-white glare produced by HID headlights is too bright and too distracting. Even so, some people who own older vehicles or even newer ones with standard halogen lighting want the look and performance of HID headlights. OE HID lighting can add considerable cost to a vehicle, up to $1,200 or more depending on the make and model. Aftermarket HID conversion kits are available for converting vehicles, and may cost as little as $200 (though some kits can run up to $1,000 or more for certain applications). HID headlights require a high-voltage ballast and control module to start and control the voltage to the headlamps. The HID bulb often is referred to as an “igniter” because of the way it works. On older-style HID headlamps, such as D1S and D1R bulbs, the ballast is built into the base of the bulb assembly (making them very expensive to replace). HID bulbs such as D2S and D2R use an external ballast, making them less expensive, but still more costly than halogen bulbs to replace. One way to tell if a vehicle is equipped with HID headlamps is to look at the outer lens cover. If the headlamps are HID, the markings D1R, D1S, D2R or D2S will be displayed on the lens. Xenon HID bulbs do run hot (up to
Rapid Response: 800-928-1184 ext. 44041
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SERVICE
1,500˚F) and contain up to 30 atmospheres of internal pressure. This creates a potential burn and explosion hazard, so voltage should never be connected to a HID bulb outside of the headlamp assembly to test it. Also, the HID bulb must be in a horizontal position when it is on, otherwise it may overheat and fail.
The End of the Road Halogen bulbs typically last 400 to 600 hours, which roughly translates into 25,000 to 40,000 miles of nighttime driving. Since most vehicles are driven both during the day and night, it’s hard to say how long the original headlamps will last before they burn out. Driving on rough roads also can shorten the normal lifespan of the headlamps because the filaments are vulnerable to jolts and vibrations. Also, any problems with a vehicle’s battery or charging system that result in a higher than normal charging voltage over a period of time can lead to premature headlamp failure. When a headlamp eventually fails, it creates a potential safety hazard for the motorist, other vehicles and pedes-
42 November 2012 | TireReview
trians. With one of the headlamps burned out, the total light output of the headlights is cut in half. It’s usually one of the low beams that fails because the low beams get the most use. When a headlamp burns out, therefore, it creates an immediate replacement opportunity – and a potential upgrade opportunity. Standard replacement halogen bulbs typically sell for $6 to $10 each, depending on how they are packaged and the application. There’s not a lot of profit in selling individual replacement bulbs to customers one at a time, so bulbs often are packaged in twinpacks. This accomplishes two things: it increases the total price of the sale, and it ensures the sale of the second bulb without having to wait for the other bulb to fail. When one headlamp fails, its companion on the other side is likely near the end of the road, too, since both have had the same number of hours of use. Selling your customer a twin-pack provides a spare bulb so the other bulb can be replaced when it fails. Or, the customer can change both bulbs at the
Rapid Response: 800-928-1184 ext. 44042
same time while it is convenient to do so, and not have to worry about replacing headlamps for another 400 to 600 hours of nighttime driving. One tip to pass along to techs is to use care when replacing halogen headlamps. Do NOT touch the glass with bare fingers. The oil from a fingerprint can form a hot spot on the glass that can make the bulb crack and fail very quickly. The bulb should be handled by its base only while it is being installed. If replacing an HID headlamp, techs should make sure power to the headlamps is off to avoid a high-voltage shock. Disconnecting a battery cable temporarily is a good idea here.
Lighting Upgrades For people who do a lot of driving after dark and replace headlamps often, upgrading to “long-life” replacement headlamps that have more durable filaments is recommended. Long-life bulbs cost a little more than standard bulbs, but provide significantly longer service life, which saves money in the long run.
Rapid Response: 800-928-1184 ext. 44043
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SERVICE
Many aftermarket suppliers also offer upgrade headlamps for increased light output, along with a bluer HID type of appearance. Some of these bulbs use a blue tint on the glass to achieve a more bluish white light, while others contain xenon gas that allows the bulb to burn hotter so it can produce more light. Xenon bulbs still have a filament like a regular halogen bulb, so don’t confuse them with true HID bulbs that do not contain a fila-
ment. And no, you can’t substitute a true HID bulb for an ordinary halogen bulb because of the voltage difference. Upgrade replacement headlamps that claim a higher light output usually have a higher wattage rating. This can reduce bulb life (as much as 50% in some cases!), while also increasing the load on the electrical circuit and charging system. Upgrade headlamps are available in various temperature (color) ratings.
Bulbs rated at 5,000˚K to 8,000˚K have a bluer appearance than standard halogen headlamps. Bulbs rated 10,000˚K to 12,000˚K have a very blue appearance. Bulbs rated from 15,000˚K to 30,000˚K generate a purplish light. There’s no visibility advantage in going to the extremely high-temperature ratings. The color shift beyond bluish-white is more for cosmetics and customization. Upgrade performance headlamps that feature increased light output and/or a bluish tint typically sell in the $18 to $26 range for a twin-pack, making them a more profitable item to sell than standard replacement bulbs. Better yet, they can be sold anytime to almost any customer who might be interested in upgrading or customizing the headlights on their vehicle. ■
Selling Lighting Upgrades Add-on auxiliary driving and fog lamp sales can add value to your customers’ driving experience, as well as your dealership’s bottom line. According to Rodger Wagner, executive vice president of PIAA Corp., new innovations in light-emitting diode (LED) technology provide terrific illumination with very little current draw. “LED driving and fog lamps can be installed quickly and easily, without the need for relays or complex wiring schemes,” he said. ”All that’s needed is a 12-volt power source and a simple on-off switch. LEDs are rugged and, unlike halogen and high intensity discharge (HID) bulbs, practically never fail.” The newest-generation LED fog and driving lamps use unique reflector facing technology (RFT) and feature bright LED bulbs that actually face rearward. A computer-designed multi-surface reflector is used to redirect the intensified LED light forward, toward the road ahead. “This exclusive RFT technology provides much better beam control than you might expect to find in other fog and driving lamps,” Wagner said. Target customers for auxiliary lighting upgrades include owners of sport compact or sporty cars (BMWs, Audis, Minis and Subarus); owners of trucks and SUVs who may want an “off-roading” look; and older drivers who may have trouble driving at night, he added. For information on light patterns, installation and aiming, visit piaa.com. Rapid Response: 800-928-1184 ext. 44044 44 November 2012 | TireReview
Rapid Response: 800-928-1184 ext. 44045
TIRES
TPMS
TPMS Sensor Swapping M
ore than 68 million vehicles on the road today have direct TPMS systems. With the average age of a vehicle on the road now more than 10 years, a vehicle with four TPMS sensors will certainly have all of those sensors replaced during the life of the vehicle. This is the business opportunity of the next decade and you should not let it pass you by. Most sensors will fail outside of the warranty – and the ones that fail inside the warranty will not be because of defects in workmanship. Telling your customer to go somewhere else for a TPMS problem will mean one less customer.
Why Sensors Fail The number one reason sensors fail is physical damage. Sensors operate in a harsh environment of extreme temperatures and vibration. These forces can damage transmission coils, pressure and temperature sensors. Another reason sensors fail is due to damage during removal and installation. One false move with a bead breaker or lever can break the sensor at the stem. Even forgetting to use a calibrated torque wrench can damage the mounting stem. Corrosion is another element that can limit a sensor’s life. The valve stems of some TPMS systems operate in salt, water and ferrous brake dust. These elements can damage a sensor over time. Galvanic corrosion can kill a sensor from the inside. If you use the wrong valve core or nut, it can cause 46 November 2012 | TireReview
Addressing the main causes of sensor failure and reviewing tips for their replacement ANDREW MARKEL Contributing Editor
a reaction between the two dissimilar metals. Valve nuts cannot be used twice, not only because of the seal, but due to the coatings on the threads. If you reuse a nut, bare metal on the stem and nut might be exposed and corrosion could destroy the stem of the sensor. In the very near future, dead batteries will be the number one killer of TPMS sensors. One manufacturer of sensors claims the Some manufacturers say seven years is the average life of a battery life TPMS sensor battery, which means many 2006 vehicles with of a sensor is TPMS are nearing the mark when the batteries start to die. between three and 10 years. Some manufacturers say seven years is the tions, the battery is sealed inside the average life of the battery. TPMS sensor and cannot be replaced Battery life can vary due to the ve- separately. If a battery is dead, you hicle, drive cycle and how long the have to replace the sensor. It is withsensors are awake. Many 2006 doin reason that if one sensor fails due mestic and import vehicles with to the battery, the others should be TPMS are nearing the magic sevenreplaced. year mark when the batteries in the Some sensors even transmit the sensors start to die. On most applica- state of the battery. This information
Rapid Response: 800-928-1184 ext. 44047
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TPMS
competition down the street. This is a growth market with more than 270 million potential sales. New car dealers have always been
QUICKLY TO ESTABLISH – AND FILL – AN ENTIRELY
facturer claims they reduce inventory and cost while improving a dealer’s bottom line. This is a very competitive marketplace and the beneficiary has been shops that have been active in replacing sensors and buying the tools. Manufacturers have done a great job creating replacement sensors and tools with the goal of minimizing inventory for the tire dealer.
NEW PRODUCT CATEGORY.
Legalities
can be accessed with some scan tools. This number will typically be a percentage. Estimating the life of the sensor can be difficult or impossible
NEVER BEFORE IN THE HISTORY OF THE AFTERMARKET HAVE SUPPLIERS MOVED SO
due to the various factors that influence sensor life. But, if a customer is replacing a set of tires and the battery life is below 7%, you might want to recommend replacing the sensors at the same time to save the customer the cost of an additional mounting, dismounting and reprogramming.
Sources For Sensors The parts and tools to replace TPMS sensors are on the market today. There is no excuse to send a customer to the car dealer or your
selling OE sensors to shops. But, in the past four years, a number of sensor manufacturers have been filling out their lines of replacement TPMS sensors. These lines have been constantly expanding to cover more applications, and include a new breed of fully programmable sensors that can be used on multiple platforms. Never before in the history of the aftermarket have suppliers moved so quickly to establish – and fill – an entirely new product category. Every replacement sensor manu-
Rapid Response: 800-928-1184 ext. 44048 48 November 2012 | TireReview
For some consumers, a new TPMS sensor may be a tough sell. Some will question the value of replacing a sensor to return a system to working order on an older vehicle. Some will ask if you could just turn off the warning lamp on their dashboards and they will remember to check their own tires. This might remind some people of the days when the check engine light appeared on vehicles. Legally, no shop can or should disable a TPMS system – even if replacement is cost prohibitive for a
Rapid Response: 800-928-1184 ext. 44075
Rapid Response: 800-928-1184 ext. 44049
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TPMS
customer. In early 2011, TIA settled this issue once and for all when it engaged NHTSA regarding scenarios that tire retailers commonly face when servicing vehicles equipped with TPMS. TIA was specifically addressing the so-called “make inoperative” provisions of NHTSA’s TPMS regulations. Title 49, U.S. Code 30122(b) of the Motor Vehicle Safety Act specifically “prohibits a manufacturer, distributor, dealer or motor vehicle repair business from knowingly making inoperative any part of a device or element of design installed on or in a motor vehicle in compliance with an applicable motor vehicle safety standard.” When this was written, the main concerns were airbags and bumper systems. TPMS is similar to a safety system and, therefore, falls under these guidelines, so tire dealers and tire techs need to be aware of the recent clarification offered by NHTSA. According to NHTSA, if the pressure sensor was inoperative before
50 November 2012 | TireReview
>TAKEAWAYS • DAMAGE, CORROSION ARE COMMON REASONS FOR FAILURE • MORE SENSORS NEARING END OF BATTERY LIFE • IN SOME CASES, BATTERIES CANNOT BE REPLACED SEPARATELY • EDUCATE CUSTOMERS the customer presented the vehicle to the retailer, “a motor vehicle repair business would not be violating 49 USC 30122(b) by removing an inoperative or damaged TPMS sensor and replacing it with a standard snap-in rubber valve stem. However, a motor vehicle repair
Rapid Response: 800-928-1184 ext. 44050
business that goes on to make any other element of the TPMS system inoperative, for example, by disabling the malfunction indicator lamp, would violate the ‘make inoperative’ provision.” If a valve stem sensor is not functioning prior to servicing the tires and wheels, then the retailer cannot violate the “make inoperative” provision because the system was already inoperative. This increases the importance of documenting an inoperable TPMS prior to any work being performed on the vehicle, especially now that the batteries in the sensors are starting to die. Once the driving public learns that bringing a vehicle to a shop with dead sensors gives them an option to not replace the sensors and substitute standard snap-in valves, this may accelerate a situation where vehicles end up with an inoperative TPMS. This ultimately puts pressure back on the service provider to educate consumers as to the safety importance of TPMS. ■
Rapid Response: 800-928-1184 ext. 44051
TIRES
TIRE TECH
No More Spares – Now What? F
or many drivers, the spare tire in the trunk is going the way of carburetors and VHS tapes. Automakers are selling more cars with four wheels and tires instead of five to trim weight, boost gas mileage and save money. Demands for higher fuel economy by drivers and the government led to the creation of the temporary spare tire in the 1980s. Since spare tires are not required by federal safety regulations, the same pressures now may eliminate the spare tire entirely. The benefits of eliminating the spare are too big for most automakers to ignore. Engineers struggle to reduce a car’s weight by ounces, and getting rid of the spare tire is a way to shed up to 50 pounds. Generally, a 10% reduction in vehicle weight yields a 6% improvement in fuel economy – and spare tires and jacks are easy targets. Gaining a 10th of a mile per gallon in federal fuel economy tests is important in meeting ever-expanding CAFE standards. Those pounds and ounces may allow an automaker to reach 29.5 mpg on a vehicle – which can be rounded up to 30 mpg on the window sticker. The consumer benefits too; a 1 mpg difference in fuel efficiency may save more than $100 per year, according to the Department of Energy. If an owner drives 100,000 miles carrying around a spare tire they never use, it burns a lot of extra gasoline. Also, deleting the spare often provides more trunk space. The cost savings to auto manufacturers are substantial: eliminating the 52 November 2012 | TireReview
As more OEMs choose to eliminate spare tires, it’s time to weigh the alternatives
spare saves at least $20 per car. In the 2012 model year, approximately 15% of new cars came without spare tires. With the exception of pickups and SUVs likely to be driven off-road, the trend for most vehicles is to eliminate the spare. In most cases, a spare won’t even be offered as optional
RICH ASHLEY Contributing Editor
sistance services to take care of the problem. With help easily available through cell phones, many people simply choose not (or don’t know how) to deal with flat tires – even if they have a spare. Drivers may still fear being stranded, but the almost universal use of cell phones has
Since getting rid of the spare tire is a way to shed up to 50 pounds, it’s an easy target as auto engineers struggle to reduce a car’s weight ounce-by-ounce.
equipment – and there may not even be a place to put a spare. Fortunately, fewer motorists need to change tires anymore. In addition to technical improvements that have made flats less likely, TPMS provides drivers with warnings of low air pressure, leaks and punctures. Often that means the tire gets properly inflated or fixed before it goes flat or before damage occurs, resulting in a blowout. When tire failures do occur, drivers increasingly rely on roadside as-
made that much less likely – whether or not they have a spare.
Run-Flat Solution So how is the owner of a no spare car supposed to deal with a flat? Many expensive cars are opting for run-flat tires, which can be driven at moderate speeds for 50 miles or so with a puncture. The reinforcement built into run-flats supports the weight of the car and is designed to allow a driver to find a safe spot to stop, rather than being stranded in an
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TIRE TECH
unsafe place or on the side of >TAKEAWAYS a highway. But, since run-flats are limited to 50 miles after they lose air pressure, if a mo• CUTTING SPARE TIRE SAVES WEIGHT torist is too far from civilization, they may not help much. • SEEK NO-SPARE OPTIONS FOR DRIVERS Run-flats also are much more expensive and have a • RUN-FLATS ARE COSTLY TO MAINTAIN shorter tread life than a comparable conventional tire. • ‘CONVENIENCE’ KITS CAN AFFECT TPMS Frequently, run-flats are not widely stocked and many for a temporary spare and 50 or more consumers complain about ride qualpounds for a full-size spare. Unfortuity and noise. The fuel savings from nately, they, too, have drawbacks. The eliminating the weight of a spare tire kits generally only work on punctures may be erased by the more frequent of 1/4-inch or less in the tread or replacement of the more expensive shoulder areas of the tire. Blowouts, run-flats. cuts, cracks and sidewall damage that potholes frequently inflict on lowFlat-Fixing Kits profile tires cannot be repaired by the As an alternative, many OEMs are kits. replacing spare tires with “mobility Using these kits is pretty simple: kits” designed to fix most flats. These plug the unit into a 12-volt power consist of a can of sealant that is inoutlet (cigarette lighter), and connect jected through the valve stem to plug the air hose from the compressor to the puncture, and a small electric the tire valve. Once the sealant tank is compressor to reinflate the tire. flipped up, the compressor re-inflates Tire mobility kits typically weigh the tire and fills the tire with a latexless than six pounds, compared to 30
Rapid Response: 800-928-1184 ext. 44054 54 November 2012 | TireReview
based liquid sealant, which seals the puncture. This usually takes five to seven minutes. Then, the tire can be used at a maximum speed of 50 mph for up to 125 miles. The instructions on most kits suggest driving four or five miles and then rechecking the inflation pressure with the built-in pressure gauge. Standard pencil, dial or digital tire pressure gauges should not be used because they can be ruined by the sealant. After using the mobility kit, the sealed tire should be driven to the nearest tire shop and inspected to determine whether it can be permanently repaired or must be replaced. Demounting a tire after it’s been treated with sealant requires a little extra care. As an example, the Dunlop Tech Instant Mobility System (installed in more than 90 models) website offers the following instructions: • Remove tire valve and deflate tire. Be sure to keep the valve in the upper area of the tire so that the
■ TIRES: residual fluid may gather in the lower area of the tire… • Unseat tire from rim flange on both sides. • Demount upper bead from the rim flange. • Now…look into the inside of the tire. You can easily recognize the fluid tire sealant in the lower area of the tire. Absorb the residual fluid with a suitable device and collect it in an appropriate container. • Once all liquid has been absorbed, the lower bead can be demounted from the wheel. • Now clean any sealant residues from the inner wheel surfaces, by means of an absorbent cloth or paper …rub dry the inside of the tire… • For safety reasons, we recommend the replacement of the tire. The instructions for Continental’s ContiComfortKit (OE for BMW, Ford, Volvo and others) offer similar guidance: • “Removing the sealant: Scoop the sealant out of the tire with a suitable device (an industrial ladle is ideal for this). Use rags to soak up any remains
of the sealant and dispose of the rags and sealant in accordance with local waste disposal regulations.” The sealant used in most kits will interfere with TPMS sensors, possibly leading to error prompts and incorrect pressure readings. The documentation of some mobility kits notes that the sealant can be cleaned from the TPMS sensor and the sensor reused. Others disagree; the 2011 Ford Taurus owner’s manual states, “After sealant use, the TPMS sensor and valve stem on the wheel must be replaced by an authorized Ford dealer.” At the same time, the driver now not only faces replacing a damaged tire, but replacing a damaged TPMS sensor, as well. Another potential problem for consumers is the limited life span of the sealant. Sealant canisters all have “use by dates,” which owners are advised to check. Depending on the kit, the sealant canister typically should be replaced after four or five years. It’s not hard to imagine that sealant canister “use by dates” will probably be checked by most consumers about
Rapid Response: 800-928-1184 ext. 44055
TIRE TECH
as often as they check spare tire inflation pressures. In addition to their OE fitments, both the Continental and Dunlop kits are aimed at consumers who don’t have a spare, but don’t want to purchase replacement run-flat tires. They weigh a little more than five pounds each, can easily be stored in the trunk of a vehicle, and both also can be used to check and monitor tire pressure through a built-in compressor and tire gauge. Stop & Go International offers an alternative tire mobility kit that combines a compressor with a Pocket Tire Plugger, necessary hand tools and mushroom-shaped rubber plugs to repair punctures. The mushroom head of the plug is designed to seal the puncture and allows for the resumption of normal highway speeds. By avoiding spray-in tire sealant, Stop & Go claims to avoid the potential for damage to TPMS sensors and the necessity for a tire dismount. However, the advisability of using a plugged, rather than a properly repaired tire, is a real issue. ■
TireReview.com 55
TIRES
TRUCK
Tire Wear and Trailer Alignment
Improve fuel economy and maximize tire performance through proper trailer alignment AL COHN Contributing Editor
W
e all know trailers that are misaligned and out of spec will lead to early tire removals, a decrease in vehicle fuel economy and many unhappy drivers. Today’s trucking fleets are looking at every possible way to improve fuel economy and maximize tire perform-
Rapid Response: 800-928-1184 ext. 44056 56 November 2012 | TireReview
ance. When it comes to their maintenance budget, trailer alignment and trailer tires are typically last on a fleet’s priority list. This is a big opportunity for commercial tire dealers to work with their customers’ trailers and help improve tire removal miles through proper alignment. Did you hear about the study that finds you no longer have to change oil in your engines? You just change engines more often. The same analogy holds for vehicle alignment. You don’t need to check alignment, simply buy more tires and fuel. The Technology Maintenance Council (TMC) publishes the bible of the industry when it comes to tire conditions: Radial Tire Conditions Analysis Guide (volume 4). This 164-page, full-color book is a comprehensive review of tread wear and tire conditions, and the causes of irregular wear. There are specifically two trailer tire wear conditions directly related to trailer misalignment: one-sided wear and rapid shoulder wear on one side of the tire. One-sided wear is defined as excessive wear across the entire tread surface where the fastest wear is on the outside or inside shoulder rib and each of the adjacent ribs also are worn, but to a lesser extent. Excessive toe is the major cause for this tire condition. Rapid shoulder wear on one side of the tire is the other condition related to trailer misalignment. Excessive camber and a misaligned or bent axle will lead to this rapid shoulder wear condition. Trailer tires have a history of neg-
TMC’s Radial Tire Conditions Analysis Guide (Volume 4) is a comprehensive review of tread wear, tire conditions and the causes of irregular wear.
lect and underinflation. Tires underinflated against fleet specification will magnify these irregular wear alignment-related conditions and lead to even earlier removal miles and reduced overall fuel economy. This past April, TMC issued a Recommended Practice on trailer alignment – RP 708B – which details the procedure on how to quickly and easily measure trailer alignment. Axle toe also is included in this document, since toe is the alignment setting that affects tire wear the greatest. Very little equipment investment is required by a commercial tire
dealer to check a trailer for alignment. A trammel bar, tape measure, kingpin extender and wheelend extender are all that is required. Once you have the required tools, it’s time to measure the trailer alignment. This procedure involves Trammel bar to measure C and D several steps: distances. • Properly position the trailer • Set the designed kingpin height • Check the initial axle alignment Select the appropriate alignment area. This area should be flat, level and debris-free. You most definitely want to inspect the tires to ensure each dual wheel set is within 3/4-inch in circumference. New tires mixed in with worn tires will lead to unreliable data. All tires should be set to the same pressure. The next alignment preparation step is to make sure you set the suspension ride height to the designed ride height, which should be listed on a vehicle placard. If not listed, contact the manufacturer for this height setting. The last pre-alignment check is to inspect the trailer and suspension for any damaged components.
Alignment Procedure The actual trailer alignment procedure begins with proper positioning of the trailer. The trailer suspension must be in a “relaxed” state without any pre-load applied to the bushings. There are several ways to ensure there is no pre-load, depending on whether the trailer has a slider or non-slider. For example, if the trailer is a non-slider, adjust the trailer landing legs so there is adequate ground clearance while the trailer is still coupled to the tractor. Then pull the trailer forward a minimum of 10 feet and gently apply the trailer service brakes. Now lower the trailer landing legs. Uncouple the trailer. Keep the trailer parking brakes disengaged. Now it is time to set the front of the trailer to its designed kingpin height. This designed height should be listed on the trailer ID tag. Use a tape measure to determine the kingpin height by measuring from the ground to the kingpin mounting plate. Adjust the trailer landing legs to the designed kingpin height. Check the initial axle alignment by using a kingpin extender or adapter, along with installing a wheel-end extender. Make sure the wheel-end extenders are a matched pair. Next, measure the length of the wheel-end extender and the axle track length. Using a tape measure, there are four additional measurements required. You need to measure the distance from the kingpin to the end of the wheel extender of the front axle for both sides of the trailer (A & B). You also need to measure the length between the center point of the two outside tires on each side of the trailer (C & D). Depending on the wheel-end extender length and the width of the axle track, the front axle target length (A & B Rapid Response: 800-928-1184 ext. 44058 58 November 2012 | TireReview
■ TIRES:
TRUCK
From left are diagrams depicting: one-sided wear; rapid shoulder wear; and alignment measurement values.
measurement) is either +/- 3/16-inch or +/- 7/32-inch. If the difference between the A and B measurements is smaller than or equal to the target value, the axle is within specification and no adjustment is required. The distance between axles – from the center of one hub to the other hub center – is the C and D measurement. Use a trammel bar to measure these values. Position the trammel bar so the pointers are at the center of the front- and rear-axle spindles. These measurements should be within 1/16-inch. If they differ by more, adjust the rear axle position.
The last important measurement is axle toe, which has a significant effect on alignment. Use a trammel bar to mark the tire centerline with chalk on both outside tires on the front axle. Remove the trammel bar and move the trailer backwards so the tires rotate one-half turn. Using the same trammel bar, but now from the backside of the front axle, scribe a new chalk line as before. If the toe is 0, the second line marked will be superimposed on the first line. If the two scribed lines are not superimposed, the distance between them is the amount of toe-in or toe-
out. If an axle has excessive toe, it is impossible to align the axle so that acceptable tire wear is obtained. Excessive toe usually is due to a spindle bent from an impact. The only way to adjust toe on a trailer is to bend the axle, which is not recommended by trailer axle manufacturers. With a little practice and the right tools, you quickly can measure trailer alignment and help your customers optimize tire wear and fuel economy by ensuring their vehicles are rolling down the highway in a straight line. ■
Rapid Response: 800-928-1184 ext. 44059 TireReview.com 59
SOLUTIONS
SPOTLIGHT
Product Spotlight Air Compressors Durability, performance and reliability are just as important to shop owners as cubic feet per minute (cfm) and pressure (psi) when it comes to air compressors. Whether gas or electric, air compressors serve many daily purposes in the shop, from providing compressed air to inflate tires to being the essential engine of the dozens of air-powered tools found in a typical tire and auto service center. Busy shops need air compressors that are low-maintenance, quiet and accurate every time. A reliable warranty and maintenance plan from distributors also are essential.
ATLAS COPCO Atlas Copco Compressors has expanded its GX 2-11 range with the new 10 hp GX 7 EP. Generating 29.2 cfm, the GX 7 EP combines a compact design with Atlas Copco’s oil-injected screw element and load/unload regulation, providing tire dealers with economical and reliable performance, the maker said. With a compact footprint and low noise emission, the GX 7 EP is designed for installation directly into the shop. Additionally, the entire line of GX compressors discharges cooling air from the top, which permits placement in a corner or against a wall, Atlas Copco added. Available in floor- or tank-mounted variants, the GX 7 EP features an optional integrated dryer that saves additional space and installation costs. atlascopco.us Rapid Response: www.TRRapidResponse.com/44150 Or call 800-928-1184 – Ext. 44150
SULLAIR Sullair has released the E900H electric portable air compressor in the 460/60 markets. According to the company, the E900H was designed to combine the clean, quiet efficiency of electric drive technology with the Sullair reputation of rugged air ends and portable compressor designs. It also provides many of the same features as its diesel driven counterpart, but without the time and expense required for re-fueling and diesel sourcing. Additionally, the E900H features standard 460-volt/3-phase/60 Hz cam-lock electrical connections for quick connect installation using standard electrical power or portable generators for either indoor or outdoor applications, Sullair added. sullair.com Rapid Response: www.TRRapidResponse.com/ 44151 Or call 800-928-1184 – Ext. 44151 60 November 2012 | TireReview
Rapid Response: 800-928-1184 ext. 44122
■ SOLUTIONS:
SPOTLIGHT
KAESER
BENDPAK
Kaeser said its new Airtower compressor packages combine a rotary screw air compressor, storage tank and dryer in one durable and compact unit. Designed for light industrial and commercial workshops, Airtowers are available in 4, 5 and 7.5 hp models and deliver up to 28 cfm at pressures from 80-217 psig. Additionally, the industrialgrade, energy efficient Sigma Profile airend provides more air with far less noise and vibration than piston compressors, according to the company. The vertical receiver tank with automatic drain and integral refrigerated dryer deliver cleaner air to protect tools and improve product quality. With their fully integrated and compact design, Airtowers are easy to install and fit almost anywhere, Kaeser said. kaesernews.com/airtower
BendPak’s TriMax air-compressor is an ASME-certified powerhouse that features the Tri-Max extreme-duty 3cylinder pump, designed and manufactured to operate with maximum efficiency under all load conditions, according to the company. The 100% castiron pump has a “W-3” configuration that provides 360degree cooling efficiency, and a splash lubrication ensures total reliability, BendPak said. Additionally, a low RPM pump combined with a 7.5 hp motor packs a lot of power but makes little noise. bendpak.com/compressors
Rapid Response: www.TRRapidResponse.com/ 44152 Or call 800-928-1184 – Ext. 44152
Rapid Response: 800-928-1184 ext. 44123
Rapid Response: www.TRRapidResponse.com/ 44153 Or call 800-928-1184 – Ext. 44153
TireReview.com 61
■ SOLUTIONS:
SPOTLIGHT
INGERSOLL RAND Ingersoll Rand is offering a new single-phase control scheme for its small UP6 5-15c line of air compressors. The versatile compressor is ideal for vehicle service applications up to 28 cfm, the maker said. Additionally, Ingersoll Rand added a run-on timer and load/unload and blowdown solenoids to improve the compressor’s reliability and performance. The compressor has an integrated Total Air System dryer and filtration option to provide clean, dry air in a single package. This minimizes installation costs and footprint and allows single-point maintenance and monitoring, according to the manufacturer. It utilizes a 3-in-1 heat exchanger to improve energy efficiency and has lower operating costs than traditional stand-alone dryers, Ingersoll Rand added. ingersollrandproducts.com Rapid Response: www.TRRapidResponse.com/ 44154 Or call 800-928-1184 – Ext. 44154
CHAMPION Champion said its heavy-duty compressor oil is designed for use in single-stage reciprocating compressors, two-stage reciprocating compressors, multi-stage reciprocating compressors and rotary screw compressors in which the manufacturers recommend this viscosity grade. It possesses low forming tendency, coupled with a select additive package, which enhances lubricity and protects against rust, oxidation, sludge and various deposits, the maker added. championsusechampion.com Rapid Response: www.TRRapidResponse.com/ 44155 Or call 800-928-1184 – Ext. 44155
62 November 2012 | TireReview
■ SOLUTIONS:
SPOTLIGHT
VMAC Created specifically for the mobile market, VMAC’s Raptair60 system delivers true 60 cfm at 100 psi. Utilizing intelligent digital controls, VMAC said the 100% duty cycle Raptair60 turns itself on and off with air tool demand, contributing significantly to reduced idling and fuel costs, as well as a greener environmental profile, while still packing enough muscle to power up to a 60-pound jackhammer or a 1-1/4-inch impact wrench. It measures 18wx34.5lx28h inches and weighs 450 pounds. vmacair.com Rapid Response: www.TRRapidResponse.com/ 44157 Or call 800-928-1184 – Ext. 44157
CAMPBELL HAUSFELD According to Campbell Hausfeld, its VT6290 air compressor is specifically designed for the heavy-duty do-it-yourselfer or professional user. Features include a fully-enclosed protective beltguard with indirected-in cooling fan, oil level dipstick for easy oil maintenance, rugged cast iron, oil-lubricated, two cylinder pump, high performance 5 hp peak motor and a 19-gallon ASME code tank for tough jobs, the company added. The Hausfeld VT6290 is more than 35% quieter and 60˚F cooler than aluminum pumps with cast iron cylinder sleeves. cpocampbellhausfeld.com Rapid Response: www.TRRapidResponse.com/ 44156 Or call 800-928-1184 – Ext. 44156
Pinnacle Performance
As Featured In
The High-Performance Tire & Auto Service Business Sales & Customer Service Training Program
!!! ATTENTION TIRE DEALER & AUTO SERVICE BUSINESSES !!! ARE YOU READY TO TAKE YOUR SALES AND PROFITABILITY TO THE NEXT LEVEL? Produced and hosted by Sale Away LLC. CEO, Steve Ferrante, this exclusive, highly-acclaimed training program is, first and foremost, about being the best! Participants will learn what retail and service industry leaders are doing to achieve market superiority and how to apply world-class sales and customer service best practices and principles in your tire and auto service business.
Whether you’re a multi-location market-leading tire/auto service business or want to be, this proven training program can help you reach new heights of sales and profitability. "Simply the best! Steve’s training is truly tremendous and has transformed our sales and customer service effort to achieve greater levels of success in our highly competitive market." -Steve Keusch, Dunn Tire
"Enthusiastic recommendation! You could call any one of our guys and get a raving review of the training –it is extremely effective!" -Sean Furrier, Jack Furrier Tire & Auto Care
For complete program details on Pinnacle Performance for your tire/auto service business,
visit www.saleawayllc.com or contact Steve Ferrante directly @ 866-721-6086 Ext 701 or via email @ steve@saleawayllc.com. TireReview.com 63
■ SOLUTIONS:
SPOTLIGHT
CHICAGO PNEUMATIC Chicago Pneumatic has introduced the new RCP-C Iron Series reciprocating air compressors, featuring an all-cast-iron pump with automotive-style road bearings, wrist pins and concentric ring valves. This rugged construction lengthens service intervals and extends the compressor’s lifecycle, lowering the overall cost of ownership for users, according to the manufacturer. Standard models include 5, 7.5 and 10 hp simplex compressors and 20 hp duplex compressors. A 10 hp premium model includes a low oil level switch, automatic tank drain and belt guard aftercooler. All RCP-C Iron Series compressors are backed by a two-year CP secure warranty. Gasoline models also are available. cp.com Rapid Response: www.TRRapidResponse.com/ 44158 Or call 800-928-1184 – Ext. 44158
Rapid Response: 800-928-1184 ext. 44064 64 November 2012 | TireReview
Rapid Response: 800-928-1184 ext. 44076
PRODUCTS
SOLUTIONS
Hot New Products Heavy-Duty Lift BendPak said its new heavy-duty lift, the PCL-18 portable column lift system, features a revolutionary design that’s easier to use and reduces operator fatigue. Six-inch diameter Cush-
Ride front wheels feature an adjustable active leaf spring design that provides variable up-front ground clearance for smooth traveling over uneven floors, deteriorating asphalt, expansion seams and thresholds, the maker said. Intuitive touchpad controls allow users to operate, view and change operation parameters directly from each individual touch-sensitive display, BendPak added. bendpak.com Rapid Response: www.TRRapidResponse.com/44160 Or call 800-928-1184 – Ext. 44160
LED Replacement Bulbs Philips Automotive Lighting North America said its new line of LED miniatures, X-treme Vision, is based on high-powered LEDs and adds more style and increased illumination to a vehicle’s interior and exterior. The new replacement bulbs deliver high power LED illumination and up to five times more light output while consuming substantially less energy, the company added. X-treme Vision LED bulbs are available in two light color temperatures: 4,000˚K and 6,000˚K. They are heat resistant and designed for a perfect geometrical fit in the existing bulb socket, the maker said. philips.com Rapid Response: www.TRRapidResponse.com/44161 Or call 800-928-1184 – Ext. 44161 High Performance Wheel Balancer Bosch said its new illuminated WBE 4430 high performance wheel balancer features an LED light ring that
Rapid Response: 800-928-1184 ext. 44065 TireReview.com 65
■ SOLUTIONS:
PRODUCTS
brightens work areas, while the one-touch data entry makes it one of the most intuitive balancers on the market. Additionally, the WBE 4430 wheel balancer increases weight placement accuracy through the use of a laser light indicator, as well as a self-locking weight application arm that eliminates user error and ensures the weight is placed at the proper location every time. boschautoparts.com Rapid Response: www.TRRapidResponse.com/44162 Or call 800-928-1184 – Ext. 44162 TPMS Sensor Savers Ken-Tool said its new reCore sensor savers are the latest technology in extending the life of broken clamp-in valve TPMS wheel sensors. When a TPMS wheel sensor is damaged due to moisture or galvanic corrosion, many professionals replace the entire TPMS unit. But according to Ken-Tool, TPMS sensors can be easily repaired without having to demount the wheel from the car or demount the tire from the wheel with the use of a sensor saver. Additionally, a reCore sensor saver adds less than 1/4 ounce to the tire and wheel assembly and requires no wheel rebalancing. kentool.com Rapid Response: www.TRRapidResponse.com/44163 Or call 800-928-1184 – Ext. 44163
Winter Wiper Blades Trico Products recently launched Trico Ice, its newest winter weather blades. According to the manufacturer, Trico Ice blades provide maximum performance in extreme winter driving environments. The blades were designed with an integrated wedge-shaped spoiler that clears away snow and ice buildup and conforms to glass shapes to distribute even pressure for a clear wipe, Trico said, adding that the low profile contour complements new vehicle models and maximizes the line of sight. tricoproducts.com Rapid Response: www.TRRapidResponse.com/44164 Or call 800-928-1184 – Ext. 44164 Mode 6 Diagnostics Video Wells Vehicle Electronics has released a free training video to help automotive repair professionals use Mode 6 diagnostics. The latest “how to” guide in a series of free Wells videos saves technicians hours of time in identifying and troubleshooting intermittent, no code cylinder misfires on Ford vehicles, the company said. The video is available at the website below or by searching “wellstech” on YouTube. wellsve.com Rapid Response: www.TRRapidResponse.com/44165 Or call 800-928-1184 – Ext. 44165 New AGM Battery The new MT7 absorbed glass mat (AGM) battery is now available from Interstate Batteries. Available in sizes 34, 65 and 78, the MT7 is ideal for handling the cranking and reserve power demands of today’s highly accessorized vehicles, according to the maker. The battery is ideally suited to accommo-
Rapid Response: 800-928-1184 ext. 44066 66 November 2012 | TireReview
date the cycling demands for drivers who plug in additional devices, such as cellphones, backup sensors and GPS navigators. Additionally, the MT7 features Interstate’s Pure Matrix Power, a 99.99% pure, non-alloy lead in ultrathin plates, the company added. interstatebatteries.com Rapid Response: www.TRRapidResponse.com/44167 Or call 800-928-1184 – Ext. 44167 Tire Manipulators Iowa Mold Tooling Co. said it has released two new and improved models of its TireHand tire manipulators. The
latest manipulators, available in loader or forklift truck mounted options, provide maximum capacities ranging from 5,500 pounds to an industry-leading 36,000 pounds, including new models with 20,000 pounds and 36,000 pounds of capacity, according to IMT. imt.com Rapid Response: www.TRRapidResponse.com/44169 Or call 800-928-1184 – Ext. 44169 LT/SUV Wheel The new Classic III wheel for light trucks and SUVs is now available from Mickey Thompson. According to the manufacturer, the Classic III is available in 15-, 16- and 17-inch sizes and offers a higher load rating for heavier loads and hauling. Additionally, the Classic III wheel offers heavy-duty construction and a lifetime limited warranty against structural defects. It is available in a highly polished finish, or the satin black finish with protective clear coat for long wear and easy cleaning, Mickey Thompson added. ■ mickeythompsontires.com Rapid Response: www.TRRapidResponse.com/44170 Or call 800-928-1184 – Ext. 44170
CLASSIFIEDS Why switch to PDQ? PRICES. Low prices. High Quality. Always. 1st time buyer? Order from this ad and receive these special prices.
Call now to order or to receive a free 2012 catalog 1-800-434-5141 www.autobodysupplies.com
Used/New Automotive Equipment 1-800-223-2573 www.AllStates.com TireReview.com 67
■ CLASSIFIEDS:
NOVEMBER 2012
Owner/Operator Southern California, San Diego County Mark License Opportunity available. Operate your own automotive tire and retail center business with the benefits of having a large supplier provide support, advertising, computer and accounting services, and buying power, etc. $100,000 buy in gets you location opportunity and equipment. You would need an additional $50,000 in operating capital. Some financing may be available subject to credit approval. Send inquiries to marklicenseopportunity@yahoo.com
Tire Bead Breaker Fast • Easy To Use • Saves Time
Loosen Tire Bead from Rim with Leverage 䊳 Constructed mainly for farm rear tractor tires. 䊳 Will handle 38” & 42” 14-ply farm tractor and backhoe tires with dropcenter rims to small ATV and lawn-mower tires. 䊳 Excellent for working on tires without removing the wheel from tractor. 䊳 Operates with 1/2” drive impact wrench or ratchet wrench. Weight 12 lbs. EASY TO HANDLE!
WALLACE W. WADE SPECIALTY TIRES
TIRE CHAINS LINK OR CABLE 4 BRANDS 530 Regal Row, Dallas, TX 75247 (214) 688-0091 • 1-800-666-TYRE FAX (214) 634-8465 www.wallacewade.com “IF WE DON’T HAVE IT — WE’LL GET IT”
STBB, INC. 10015 FM 361 • Richmond, TX 77469
979-793-6105 www.stavinohatireshop.com
ADVERTISE HERE! Call Tom Staab Regional Sales Manager 330-670-1234, ext. 224 Fax 330-396-7327 tstaab@babcox.com 68 November 2012 | TireReview
■ CLASSIFIEDS:
NOVEMBER 2012
• Original Equipment Wheels In Stock • Limited Lifetime Guarantee • 1000s of Wheels In Stock • Affordable Prices
We ship from eight different locations: Dallas, Houston, San Antonio, Los Angeles, Philadelphia, San Francisco, Chicago, Miami
Alloy Wheel Remanufacturing Order your Wheels at:
www.newwheel.com or 800-486-0931
Statement of Ownership, Management and Circulation (Act of August 12, 1970; Section 3685. Title 39. United States Code.) TIRE REVIEW is published monthly at 3550 Embassy Parkway, Akron, Ohio 44333. Headquarters and general business offices are also at 3550 Embassy Parkway, Akron, Ohio 44333. The publisher of TIRE REVIEW is David Moniz, the editor is Jim Smith and the managing editor is Denise Koeth. The staff is located at 3550 Embassy Parkway, Akron, Ohio 44333. TIRE REVIEW is owned by William E. Babcox, located at 3550 Embassy Pkwy., Akron, Ohio 44333. Known bondholders, mortgagees and other security holders owning or holding 1 percent or more of total amount of bonds, mortgages or other securities: none. Issue date for circulation below: August 2012 Extent and nature of circulation is: Average no. copies each issue during preceding 12 months
Actual no. copies of single issue nearest to filing date
A. Total Number of Copies ................................................................34,272 ....................................................34,155 B. Paid and/or Requested Circulation 1. Paid/Requested Outside-County Mail Subscriptions Stated on Form 3541 ..............................................31,460 ....................................................31,889 3. Sales through Dealers and Carriers, Street Vendors, Counter Sales, and Other Non-USPS Paid Distribution..............................................0 ..............................................................0 C. Total Paid and/or Requested Circulation ....................................................................................31,460 ....................................................31,889 D. Non Requested Distribution 1. Outside County Nonrequested Copies ..........................................1,845 ......................................................1,859 4. Nonrequested Copies Distributed Outside the Mail ..............................................................................215 ..........................................................52 E. Total Free Distribution ....................................................................2,060 ......................................................1,911 F. Total Distribution ............................................................................33,520 ....................................................33,800 G. Copies not Distributed ....................................................................341 ..........................................................355 H. Total ..............................................................................................33,861 ....................................................34,155 I. Percent Paid and/or Requested Circulation ......................................................................................93.7% ......................................................94.3% I certify that the statements made by me above are correct and complete. Pat Robinson, Circulation Manager September 20, 2012
Express Tire, a multi-location, Southern California Retail Tire & Automotive Service company is seeking experienced business manager candidates.
We Offer: •Competitive Wages •Excellent Incentive Plan •Health Insurance •Dental Insurance •Vision Insurance •Life Insurance •Aflac •401k •Paid Vacations •Great Work Environment •Tremendous Advancement Opportunities
Send resume to mfox@expresstire.com
TireReview.com 69
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■ COMMENTARY: Continued from page 72 “That is spooky.” All of a sudden, something whooshed past the end of my nose, missing me by a whisker. Unfortunately, Tooner wasn’t so lucky. Beanie’s volleyball smacked him squarely in the forehead, knocking his grease-stained cap into the used oil bucket. It was a practice spike gone wild. “BEANIE!!!” “Oops! Sorry about that, Tooner! I was just working on my…” “Quit horsin’ around and do somethin’ useful.” Tooner grimaced as he rubbed his sore head. “Start checking out the tech forums for this Honda problem before I pop-rivet that dang ball to yer backside!” A chagrined Beanie high-tailed it over to our computer while Basil chose that moment to stop by for a consult. “If I remember correctly,” he began, “this car uses something called an electronic load detector, or ELD, to turn the alternator on and off. Maybe it’s damaged.” Tooner mulled that over for a mo-
ment. “Well, if that’s the case, I can maybe see it not chargin’ properly… but to make the check engine light come on, and affect the tach and the temp gauge? That’s a bit of a stretch.” “You have a point,” Basil admitted. “However, I do know that these cars use the bottom mounting bolt to ground the alternator. Maybe when the adjustment bracket fell off, it overcharged and created a voltage spike…” “Spike?! If I hear that word one more time…” Tooner’s rant was interrupted by the reappearance of our sports star, as he cautiously edged his way over to where we stood. He held a computer printout in his hand. “I’m afraid Basil is right, Toon.” Even though he sucked at sports, Beanie was more than adequate when it came to surfing the Net. “According to this August 2004 TSB from Honda, the computers on 200104 Civics can be damaged by voltage spikes from the alternator if the bottom pivot bolt isn’t tight.” The service bulletin went on to
THE CAR SIDE
describe many of the symptoms we were experiencing, from inoperative gauges to non-communication with the scan tool. Another call up to Rusty’s Used Iron got us a used ECM, and once it was installed and reprogrammed, our Honda ran as good as new. As for poor Beanie, things have gone from bad to worse – a few days later, Samantha took up bowling. The first thing we had to do was forbid Beanie from practicing his bowling technique at work – even out in the parking lot. If there’s one thing I know about bowling balls, it’s that they do leave a mark. ■ 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 14 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 71
COMMENTARY THE CAR SIDE
Killer Spikes & Spiking Car Killer
One vehicle’s spooky charging system behavior proves to be a mystery
O
h no.” Basil interrupted his game of solitaire to look out the lunchroom window. “What is Beanie into this time?” I put down my magazine and took a look for myself. “From where I’m sitting, I’d hazard a guess that Beanie has taken up the sport of volleyball.” Tooner gave a derisive snort. “I’ll betchya it’s got somethin’ to do with that girlfriend of his. Always does.” He was probably right. Over the past year Samantha had taken an interest in ballroom dancing, mountain biking and stir-fry cooking. Now it looked like volleyball was the flavor of the month, and whatever activity she got involved in, she’d drag Beanie right along with her. Not that Beanie seemed to mind… At the moment, our young tech was running around the parking lot, trying to keep a volleyball aloft in the air for as long as he could. By my count, his record was two hits. He almost got to three, but he crashed into the tire rack going for the third bump set. “Ouch,” said Tooner. “That’s gonna leave a mark.” Beanie came into the building rubbing his nose. “I don’t think I’ll ever get the hang of this game,” he sighed. “I sure wish Sam would take an interest in computer games – then at least I could keep up.” “So now she’s a volleyball pro?” I asked. Beanie’s eyes grew wide. “Is she 72 November 2012 | TireReview
ever! You should see the killer spikes she can fire. I have enough trouble just getting my serves over the net.” We were interrupted by the arrival of Dutchy Smits and his tow truck. A sickly-looking 2002 Honda Civic was loaded on the back deck. Tooner and I went out to see what was up.
“Got a loose alternator,” growled Dutchy as he chewed on his thin cigarillo. “Kind of funny, though – even though the battery’s got lots of juice, the car runs very strange.” “We’ll check it out,” I said, handing the keys to Tooner, who started the car and eased it into the service bay. Dutchy was right; the engine stumbled and sputtered worse than Beanie engaged in a physical sport. After a few minutes of investiga-
RICK COGBILL aka Slim Shambles Contributing Writer
tion, Tooner brought me his report. “Looks like the lower adjustment bracket fell right off the alternator,” he said. “We’ll have to find a used one.” I went looking for Beanie, but his volleyball had gotten away from him again. He was still chasing it three blocks down the street. Rather than wait for him to get back, I drove up to Rusty’s Used Iron myself and found the bracket we needed on one of his wrecked cars. About an hour later, Tooner had the alternator bolted back into place – but the car still ran erratically. “I’ve tested the chargin’ system,” he muttered. “It’s workin’, but…” He paused. “Well, if you ask me, it’s kind of spooky.” I looked at him. “Spooky as in…?” He folded his arms across his chest and frowned. “The check engine light keeps flashing on and off, and as you can hear, the engine stumbles. And every time the engine light flashes, I can hear a relay clicking in behind the glove box. And if that don’t beat all, after flashing about 15 times, the charge light will go out, the check engine light will come on steady, and the temp gauge and tachometer stop working.” He threw up his hands. “If I restart the engine, the whole mess repeats itself again – right on schedule. Oh yeah, and I can’t get any trouble codes out of it, either.” Continued on page 71
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