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MICHELIN Heavy Truck Tire Service Manual

1. eee eee 115 ASPET NANO oc otGeecauteas tees tae recs Geweh bec seeuc eee 6 ATTACC Plus System Field Alignment Method 118 119 Axle ATTIC ING i aers ask a ails eaa Ea trees Sere arta arse by aee EA 121 Axle Parallelism and Tracking s 660 220catennenasdateeades 51 52 Axle Track Width srosowramasnntanoustatareegaaupuennouw aed 65 B ANIC E E E A ET EEEE E T E cs ee 42 Bias Ply Cross Diagonal Ply nuessnnnnnnannnnnnaa 90 100 BibAlignment System 2 246540 tceseeeadewseeawnse eee eeades 50 Diake Hed cciet cease eek et esa aeeuessseeuirne dens 4 57 58 Biake LOCK seeen aneri E A AE E 56 57 Braking Systems and Issues css siccacceatotvns dace eeases 56 58 Bedi 5 2 Gttatactonyecieacaseueueesteteatsoceee eas tak 45 BOT Radi ssoirsi eriten inanan 40dee aoe aaeeea 66 68 DUI AE a a EEEE E E EE 66 Buffing Specification Chart Retread 2250sicde exenkeess 88 CO aa EEI EE EET E A 48 54 Casme Manace Ment eesse rossu rst r E PEENE EE 122 123 Cast Spoke Wheel csrisrssrireoe sat EAE SAREEN N SERERE 126 O PEE E E E E EE SE eda E ae 48 Central Tire Inflation CTI SysteM e rss sceeeeratareyusane dos 40 D SEEE PE E E A O AE SEET TEET 43 69 Ee E E E E S E A E IES E N E E won 31 32 Front Wheel ClearantES 22s o40beescnteerscheeeesevecs 32 Lateral WlealdniCes pace cdeneeweneatacuovecuserendane kc 31 Longitudinal Clearances lt ss cedocadanwtkeowan sneees 32 Verlical Cleargneess s22t2a o0cttecsetieaaesadtesqueases 32 C
2. e Weak front springs Frequent Bottoming of Suspension on Bumps SVEK Rac abor ber Front End Sag e Weak front springs e incorrect front wheel alignment e Worn kingpins or kingpin bushings e Loose front suspension attaching bolts e Weak shock absorbers e Weak front springs e Bent control arm or steering knuckle e Worn tie rod ends e Excessive steering system compliance e Steering shaft U joint e Loose wheel bearing Floating Wallowing and Poor Recovery from Bumps ie nates e Worn kingpins or kingpin bushings e Loose suspension attaching bolts e Bent control arm or steering knuckle Pulling to One Side While Braking e Weak front springs e Weak shock absorbers e Loose wheel bearing e Brake adjustment Irregular or Excessive Tire Wear e Damaged shock absorbers e Weak shock absorbers Rough Ride and Excessive Road Shock e Weak springs e Control arm shaft bushings need lubrication e Worn kingpins or kingpin bushings e Worn kingpins or kingpin bushings e Loose suspension attaching bolts e Worn control arm shaft bushings Excessive Steering Play e Weak front springs e Worn tie rod ends e Steering shaft U joint e Loose wheel bearing e Worn kingpins or kingpin bushings e Loose suspension attaching bolts e Worn control arm shaft bushings e Weak front springs e Incorrect wheel or axle alignment e Bent control arm or steering knuckle Pulls To One Side e Worn kingpins or kingpin bushings Hard Stee
3. TANDEM REFUSE GCW TO 65 000 GCW TO 80 000 i LOW PROFILE HIGH PROFILE COE TANDEM COE MEDIUM CONVENTIONAL pF HEAVY TANDEM CONVENTIONAL P HEAVY TANDEM CONVENTIONAL SLEEPER J HEAVY CONVENTIONAL TRAILER Weight Not specified GVW Gross Vehicle Weight The total weight of the loaded vehicle includes chassis body and payload DRY VAN GCW Gross Combination Weight Total weight of loaded tractor trailer combination includes tractor trailer and payloads DOUBLES LIQUID TANK GAWR Gross Axle Weight Rating Maximum allowable load weight for a specific spindle axle wheel and rim combination DRY BULK Identical vehicles may appear in different vehicle weight classes This is because of a difference in the components installed in each vehicle such as engines transmissions rear axles and even tires that are not readily discernible in the external appearance of those particular vehicles LOGGER PLATFORM SPREAD AXLE DROP FRAME DEEP DROP AUTO TRANSPORTER Section One Tire Selection 13 14 D FOR MICHELIN X ONE FITMENTS CLASS 6 CLASS 7 26 001 to 33 000 Ibs GVW CLASS 8 19 501 to 26 000 Ibs 33 001 Ibs and over GVW as TOW FURNITURE aa der STAKE COE VAN SINGLE AXLE VAN BOTTLER FUEL iay DUMP Ra CEMENT REEFER TANDEM AXLE VAN igual p INTERCITY BUS LARGE RV TANDEM REFUSE
4. most commonly associated with bead heat issues but eno all i 3 a Wa Jt any application that experiences hard braking can be affected e daat ee E E AET TAR gt 7 M a en m 33 Duals Close to Brake Drum CASING LIFE vs BEAD TEMPERATURE 400 350 L 2 H 300 amp cd 5 250 6 a 200 150 1 10 100 1 000 10 000 Casing Life hr Section Three Extending Tire Life 57 Results of bead heat 1 Immediate failure In some cases after periods of hard braking where brake drums reach very high temperature in excess of 600 F immediate failure can occur This normally occurs when a truck is brought to a stop for a period of time with very high brake temperatures Often this occurs when an over the road truck stops at a truck ramp at the bottom of a long descent As the heat rises from the brake drum there is excessive heat buildup in the portion of the tire bead directly above the brake drum inner bead of inside dual The high temperature can cause a breakdown of the rubber products in the bead area and allow the steel body cables to unwrap from the bead This could result in a rapid air loss occurrence This phenomenon is also common in urban and refuse fleets when the driver stops for a break after a period of hard braking 2 Premature aging of the casing Heat is a tire s worst enemy A tire subjected to high heat conditions over an exten
5. TRUCK TYPE BY WEIGHT CLASS 12 14 Class 1 8 Trailer MICHELIN X One Tires Gal e SS MICHELIN A better way forward SS ane 2 TREAD PATTERN DESIGNATION Michelin uses specific numbers or letters to identify different types of tread patterns or casing construction MICHELIN Radial Position Application Index Trademark Used to denote product evolution or attributes For example X MICHELIN RADIAL Drive Trailer All Position Position Front Steer Application Stress Highway Applications e Truckload Carrier Regional Applications e Public Utilities e School Bus e Food Distribution e Petroleum Delivery e Manufacturing e Auto Carriers e Courier and Delivery Service E Regional Surface Aggression Urban e Urban Buses e Sanitation and Refuse 80 On Road Use 20 Off Road Use e Construction and Mining e Forestry and Logging e Oil Field 20 On Road Use 80 Off Road Use e Construction and Mining e Forestry and Logging e Oil Field Application Market Segments Anti chip Cut resistant Compound High Torque Fuel Efficient One Tire Replacing 2 Traditional Duals Mud and Snow All Terrain Severe Service Section One Tire Selection ON OF URBAN U TIRES The tires with the U designation are designed and optimized for urban applications and should not be used in non urban applications including but not limited to long haul and RV moto
6. contrary to the norm have their drop center located close to the disc side Do not use 19 5 x 7 50 rim for the 305 70R19 5 tire size All 19 5 inch tubeless wheels should be mounted from the short side Care should be taken to ensure that any internal monitoring system molded in the tire or on the rim is not damaged or dislodged during this service Section Two Mounting the Tire 23 19 5 Aluminum Wheels Start with short narrow side up disc face up Fully lubricate both flanges and the drop center Fully lubricate both beads and the inside of the bead that will be the last one mounted Use rocking motion and pressure to place the bead Work tire on with proper tube less tire tools Using the proper tool seat the 8 9 Lay the assembly flat inflate to bead with one tool two tools no more than 5 psi and follow Do not use a duck bill hammer here Do not use a duck bill hammer here ing proper procedures complete inflation process using Safety Cage per OSHA standards 24 Section Two Mounting the Tire 19 5 Steel Wheels Fully lubricate both flanges and 2 Fully lubricate both beads and 3 Start with short narrow side the drop center the inside of the bead that will up disc face down be the last one mounted Place part of second bead in 4 Work tire on with proper tube drop center less tire tools 7 Using the proper tool seat the 8 Use the proper tool to obtain Q T
7. is specifically formulated for commercial truck tire mounting It can be obtained through any authorized MICHELIN Truck Tire dealer or by contacting MICHELIN Consumer Care 1 888 622 2306 For tube type tires apply a clean lubricant to all portions of the tire bead area and the exposed portion of the flap using sufficient but sparing quantities of lubricant Also lubricate the entire rim surface Avoid using excessive amounts of lubricant which can become trapped between the tire and tube and can result in tube damage and rapid air loss CAUTION It is important that tire lubricant be clean and free of dirt sand metal shavings or other hard particles The following practice is recommended a Usea fresh supply of tire lubricant each day drawing from a clean supply source and placing the lubricant in a clean portable container b Provide a cover for the portable container and or other means to prevent contamination of the lubricant when not in use For lubricants in solution we suggest the following method that has proven to be successful in helping to minimize contamination and prevent excess lubricant from entering the tire casing provide a special cover for the portable container that has a funnel like device attached The small opening of the funnel should be sized so that when a swab is inserted through the opening into the reserve of lubricant and then withdrawn the swab is compressed removing excess lubricant This allows t
8. which the employee is able to understand 2 The employer shall assure that each employee demonstrates and maintains the ability to service rim wheels safely including performance of the following tasks i Demounting of tires including deflation ii Inspection and identification of the rim wheel components iii Mounting of tires including inflation with a restraining device or other safeguard required by this section iv Use of the restraining device or barrier and other equipment required by this section v Handling of rim wheels vi Inflation of the tire when a single piece rim wheel is mounted on a vehicle vii An understanding of the necessity of standing outside the trajectory both during inflation of the tire and during inspection of the rim wheel following inflation and viii Installation and removal of rim wheels 3 The employer shall evaluate each employee s ability to perform these tasks and to service rim wheels safely and shall provide additional training as necessary to assure that each employee maintains his or her proficiency d Tire servicing equipment 1 The employer shall furnish a restraining device for inflating tires on multi piece wheels 2 The employer shall provide a restraining device or barrier for inflating tires on single piece wheels unless the rim wheel will be bolted onto a vehicle during inflation 3 Restraining devices and barriers shall comply with the followi
9. 0c eect cece ete eee testes 122 123 COLD CLIMATE PRESSURE CORRECTION DATA 123 COST ANALYSIS oeaiei iiid 124 SIX CRITICAL FUNDAMENTALS THAT COST MONEY 124 FUEL SAVINGS reniir agni eonia ia a aa 125 WHEEL TYPE tacos co ae ths E E 126 128 TORQUE SPECIFICATIONS 0 0 128 129 MOUNTING PROCEDURES FOR 16 00R20 AND 24R21 130 TIRE REVOLUTIONS PER MILE CALCULATION 0 000000008 131 OUT OF SERVICE CONDITIONS a 132 133 RUNOUT AND VIBRATION DIAGNOSIS 134 135 SERVICING MULTI PIECE AND SINGLE PIECE RIM WHEELS OSHA 1910 177 00 eee 136 138 REGROOVING 8 icosciseichessidscidesdandetnivvannidanigniiindidaddwinaaitubved uatmien 139 140 PUBLICATIONS VIDEOS AND WEBSITES 0 141 142 INDE ieee etaciattetie int piesae ersten taint AAS 143 144 WHICH MICHELIN TIRE 2 PROPER APPLICATION OF URBAN U TIRES 3 TRUCK TIRE APPLICATION 4 5 DETERMINING MICHELIN TIRE SIZE 6 7 TREAD DESIGN 8 DEFINITIONS 0 8 11 DOT Markings Loads Per Axle and Inflation Pressures Rims and Wheels Maximum Speed Restrictions Static and Low Speed Load and Pressure Coefficients TRA The Tire and Rim Association Inc Standards Load Inflation Table for Michelin 315 80R22 5 LRL Technical Specifications for Michelin 455 55R22 5 LRM on 13 00x22 5 Wheels Steer Axle First Life Only
10. 40 60 80 100 120 of Recommended Inflation Pressure Under Over Proper Inflation Inflation Inflation UNDERINFLATION Causes abnormal tire deflection which builds up heat and causes irregular wear Similar to the rim being too wide OVERINFLATION Causes tires to run hard and be more vulnerable to impacts It also causes irregular wear Similar to the rim being too narrow PROPER INFLATION The correct profile for full contact with the road promotes traction braking capability and safety i lt jets oa peep mea Bii s Ama oTa a ee E a ma ee Ee ee ee Mismatched pressure in dual position will cause the tires to rotate at different revolutions per mile resulting in irregular wear and tire damage NOTE Due to the unique casing design of the MICHELIN X One tire traditional air pressure adjustment practices for dual tires may not apply to the MICHELIN X One tire product line For additional information see Pages 63 70 of Section Four MICHELIN X One Tires and applicable Technical Bulletins It is important to maintain inflation equipment air compressor air lines and air dryer so as not to repeatedly introduce moisture into the tire thereby accelerating oxidation effects to the tire and rim NITROGEN Nitrogen is very dry inert gas which makes up approximately 78 of the air around us and can be effected by humidity Tires inflated with a normal air compressor already contain
11. Radial Tires MAINTAINING MICHELIN RV TIRES 0 ees 78 Aging Weather Checking and Ozone Cracking Long Term Storage and RV Tires Proper Cleaning of the RV s Tires Tire Repair Tire Inspection COMMON TIRE DAMAGES 00000 ccc te cece ee eees 79 80 Underinflation Fatigue Rupture Dual Kissing Tire Wear Balance and Wheel Alignment Toe Wear Camber Wear Tire Rotation VIBRATION DIAGNOSIS 2 00000 cc ceceeeeeeeeeceeeeeeeeeeeeeeeeeees 81 Vibration Complaint Vibration Diagnosis SELECTING REPLACEMENT TIRES n 82 Section Six Repairs and Retread 00 ccccccssssssssssssseesseeseeee 83 88 REPAIRS o eccone anea E EE E EE Ea 84 88 Two Piece Radial Truck Nail Hole Repair Method Instructions MICHELIN X One Tires Nail Hole Repair Method Instructions Blue Identification Triangle REIREAD eene E RE E E EE EREE 88 Section Seven Diagonal Bias Or Cross Ply and TUDC TYPe 0 ccsssssessscsssssssesssssssssssessssssssseessesseses 89 100 THE DIAGONAL BIAS OR CROSS PLY 22 0 ccccscececeeeeeeee 90 92 Definitions Tube Type Tire Truck Tire Size Markings Repair and Retread Static and Low Speed Load and Pressure Coefficients TRA The Tire and Rim Association Inc Standards GENERAL INSTRUCTIONS FOR TUBE TYPE TIRE DEMOUNTING MOUNTING o 93 95 Selection of Proper Components and Materials Tire and Rim Lubrication Preparation of Wheels Rims and Tires DEMOUNTING TUBE TYPE TIRES 0 000000 96 97 MOUNTING TUBE TY
12. Resulting from Bead Damage CAUSE Due to Mount Dismount EFFECT Run flat CAUSE Crown Perforation Penetration Section Eight Tire Damage 103 Any damage that opens the inner liner and allows air under pressure to migrate within the steel and rubber products ay Po nce s a i o z A i i RG ie i x EFFECT Bead Area or Inner Liner Damage CAUSE Improper Demounting Procedure Lack of Lubricant EFFECT Prematur 7 EFFECT CAUSE Object that Penetrates Into the Tire and Through the Inner Liner Through the Inner Liner CAUSE Nail Bolt Screw etc EFFECT Radial Liner Split EFFECT Missed Nail Hole CAUSE Due to Impact CAUSE Repaired from the Outside Resulting in Missed Damage 104 Section Eight Tire Damage EFFECT Inner Liner Cut EFFECT Inner Liner Burn CAUSE Shipping or Mounting Damage CAUSE Electrical Discharge Damage EFFECT Sidewall Separation Due to Air Infiltration CAUSE Improper Repair Section Eight Tire Damage 105 PINCH SHOCK Crown sidewall impact crushing the tire and creating internal damage to the rubber products due to severe crushing e Impact with a curb pothole road debris etc e Severe impact with any blunt object EFFECT External Rubber Damage EFFECT Internal Creasing CAUSE Severe Impact CAUSE Severe Impact EFFECT Small Bulge Sidewall Rupture Shock CAUSE Impact With a Curb Pothole Road Debris etc MINIMUM DUAL SPACING EFFECT Friction Severely Weak
13. Section Three Extending Tire Life 49 ALIGNMENT EQUIPMENT Alignment equipment exists that ranges from simple and inexpensive to sophisticated and costly One factor that is common to all types of alignment equipment is that the person using it is extremely important to the resulting tire and vehicle performance Calibration is another critical factor in maintaining the accuracy of the system follow manufacturers recommendations Some fleets have obtained excellent results with a good scribe and trammel bar and paying strict attention to toe and axle parallelism Other fleets establish permanent records make adjustments more easily have more information for trouble shooting and obtain excellent results with the more expensive equipment The common ground is that the person using the equipment understands it uses it properly and follows the procedures consistently Michelin developed the BibAlignment System as a very simple accurate and repeatable method of establishing the position of a vehicle s axles relative to each other Through the use of a computer program the highly portable and cost effective BibAlignment System calculates the corrections necessary to improve the vehicle s axle parallelism It locates the centerline of drive and trailer axles and projects this centerline to the ground These points are measured recorded and entered into the computer program The resulting data concerning the axle alignmen
14. be inspected and balanced if one of these conditions exists Check with the motorhome chassis manufacturer for the correct alignment specifications Michelin recommends for optimized radial tire life and performance that the toe in setting should be as close as is practical to zero within the motorhome manufacturer s specifications The caster should be set to the maximum positive or minimum negative setting within the tolerances specified by the manufacturer Toe Wear A feathered wear pattern on the front tires typically indicates misalignment toe in or toe out Sometimes a radial tire will not have this wear pattern unless the toe condition is severe Instead of the feathered edge wear the tire will be worn on the inside or outside shoulder which could be confused with camber wear On a three axle RV a skewed rear axle and tag could cause feathered edge wear on one shoulder of one front tire and feathered edge on the opposite shoulder of the other front tire In order to correctly diagnose a tire wear condition the motorhome should have the alignment checked on all wheel positions ele te pr e i p d pe d pe api 1 Tade a mT aF ii da he en eel ll i S Z e s_n LS o Toe Wear 80 Section Five MICHELIN RV Tires Camber Wear Also known as edge wear camber wear shows up on the inside or outside shoulders of the tread Wear on the inside edge of both tires may be due to negative camber
15. rapid starts sudden stops and frequent driving on surfaces that are in poor condition Surfaces with holes and rocks or other objects can damage tires and cause vehicle misalignment When you drive on such surfaces drive on them carefully and slowly and before driving at normal or highway speeds examine your tires for any damage such as cuts or penetrations TREAD DEPTH MEASUREMENTS Tires should be measured for wear This measurement can be taken in several spots across the tread and around the circumference However to calculate the remaining amount of rubber knowing the new tire tread depth for a given number of miles to be run the measurement should always be taken at the same spot on the tread and close to the center groove of the tire as shown below See MICHELIN Truck Tire Warranty Manual MWE40021 for details WEAR BARS MICHELIN truck tires contain wear bars in the tread grooves of the tire tread which show up when only 2 32nds of an inch or less of tread remains These tread depth indicators are identified on the shoulder by the Michelin Man Tread depths should not be taken on the wear bar indicators When the tread is worn level with the wear bar indicators from either even or irregular wear the tire must be removed from service Federal law requires truck tires on steer axles to have at least 4 32nds of an inch tread depth and all other axles have a 2 32nd inch limit a aL i a r r DEP Ay
16. www michelinrvtires com rating of the wheel For example buying a tire with a higher load rating that might require 105 psi would be inappropriate if the RV wheel is limited to 80 psi Be sure that the wheel width is compatible with the new tire size doing otherwise is dangerous Consult the vehicle manufacturer for wheel specifications If the RV owners have already been driving on MICHELIN RV tires they are aware of some of Michelin s extra benefits such as the great wet and dry traction and outstanding handling Most RV owners who drive on MICHELIN tires for the first time comment on the smooth quiet ride MICHELIN RV Tires Guide For Proper Use and Maintenance and RV Tire Information MWL43146 MICHELIN Truck Tire Data Book MWL40731 82 Section Five MICHELIN RV Tires My REPAIRS 2 202000 84 88 Two Piece Radial Truck Nail Hole Repair Method Instructions MICHELIN X One Tires Nail Hole Repair Method Instructions Blue Identification Triangle RETREAD cece eee eee 88 e SS GS 2 MICHELIN A better way forward 83 CS SAE 84 TWO PIECE RADIAL TRUCK NAIL HOLE REPAIR METHOD INSTRUCTIONS Please follow the instructions closely so you can put your customer back on the road with a quality tire repair Please follow the exact step by step procedures contained in this manual to attain a safe and quality rep
17. 10 92 Pressure Monitoring System scs ccs 4oseatawedagds ee ae eancee 40 Pressure Unit Conversion Tables csace ccaneepdldae save sows 114 Proper iessUWe 5344 4eer erate be heuet EE EN EE 37 PUNNCAIONS sanai enn a EEA 141 Q Quick Checks for Suspension Faults 00 60 62 Front Suspension FaultS 0 ccc cece eee ees 61 Rear Suspension PAUNS 54094 6eee0s45 aanech sus sane aed 62 Trailer System Faults 4c cccncceetkdoesecacseeereoanaies 60 Quick Reference Guide Retreading 00 0 eee 88 R Recreational VEMICIGS cspeeccce cease ismini eenas EENE 71 82 ea N E E E eee 12 13 Common Damages dud taelatitodicacadiuseedahes 79 80 HOW to Weigh Vehicle ssrerssskorrreassreiedidanaks 74 77 Maintaining MICHELIN RV Tires iceciines tenet ancias 78 Replacement TIOS 0 0054 paraso td entek reaS A EaR uee s 82 Vibration DiaenOsiS otc errepi nart se cer cbends ce seewee 81 RETOU O eerren anaana pease es 608 s5ee ee eee 139 140 REDAllGon we cs E E A E ET 66 68 83 88 91 Popa L eree aree EAE EEA tess 84 ae ai a EPEE E E E E EE E E as 66 68 88 IS EEEE T EEEE E E TE EE EE T EE T EE 9 22 23 REM WIG a e PE E EEA EEE EEEE EE E E 31 TOON eee T A EE eee eas 45 RPM Engine Revolutions per Minute 69 RUMOUL Gas E E EE E E ET TE 34 42 120 134 135 RUNOUt Did NOSI os pisase erite aair nA 42 134 135 S DAI a on cho iias 7 9 10 16 21 27 28 36 45 84 93 96 98 100 Safety Device Cage 6114545246
18. 125 Refer to MICHELIN X One Truck Tire Service Manual MWL43101 for proper fasteners and procedures for MICHELIN X One tire fitments Before servicing any truck wheel it is essential to know the type of mounting system you will be working on Three basic types of mounting systems are commonly used on commercial vehicles in North America See TMC RP 217B Attaching Hardware for Disc Wheels for more detailed information on fasteners Hub Piloted Disc Wheels Hub Piloted Disc Wheels are designed to center on the hub at the center hole or bore of the wheel The wheel center hole locates the wheel on pilots built into the hub Hub piloted wheels are used with two piece flange nuts which contact the disc face around the bolt hole Only one nut on each stud is used to fasten single or dual wheels to a vehicle All stud and nut threads are right hand Hub piloted wheels have straight through bolt holes with no ball seat which provides a visual way of identifying them Hub Piloted Wheel Outer Dual Inner Dual Outboard ts Brake Drum Hub Pilots Two Piece Nuts Pa Flange Nut ry eae Stud Stud Piloted Disc Wheels Stud Piloted Disc Wheels are designed to be centered by the nuts on the studs The seating action of the ball seat nuts in the ball seat bolt holes centers the wheels Stud piloted dual wheels require inner and outer cap nuts Fasteners with left hand threads are used on the left side of the vehicle and those with
19. 1503 1504 1505 1506 1507 1508 1509 1510 1511 1512 1513 1514 1515 Improper Bead Repair On the Wheel Repair Improper Spot Repair Repair Related Bulge Spot Repair Should Have Been a Section Improper Nail Hole Repair Improperly Aligned Repair Bridged Repair Improper Section Repair Damage Not Removed Bias Repair in Radial Tire Improper Repair Unit Placement Unfilled Nail Hole Repair Repair Unit Cracking at Reinforcement Failed Inner Liner Repair Repair Failure from Underinflation Section Nine Appendix 133 ION DIAGNOSIS Rotating assembly runout can influence vehicle vibration and contribute to irregular tire wear Following these procedures for verifying the concentricity of the guide rib area as well as ensuring that both radial and lateral runout measurements are the lowest possible will aid in reducing any tire wheel hub assembly contribution Radial Runout Tools needed e Tire runout gauge or dial indicator e Air pressure gauge e Tread depth gauge e Feeler gauge e Six inch metal ruler e Tire marking crayon e Jack and jack stands The first step is to eliminate possible sources of the disturbance operation conditions alignment posture driveline component balance and angles frame and chassis concerns fifth wheel placement and possible excessive stacked tolerances Find out as much as you can that may be related to the issue to aid in the initial diagnosis maintenance file test dri
20. 25 mm gt 200 WB MEASUREMENT C D SYMPTOMS e Steer tire shoulder wear e Pulling STEERING AXLE OFFSET TARGET 0 ATTACC Plus Tolerance 5 mm MEASUREMENT E tF 2 SYMPTOMS e Steer tire shoulder wear e Pulling DRIVE AXLE OFFSET TARGET 0 BibAlign Tolerance 15mm ATTACC Plus Tolerance 5 mm MEASUREMENT G H 2 SYMPTOMS Pulling STEERING AXLE SKEW TARGET 0 BibAlign Tolerance 0 75 ATTACC Plus Tolerance 5 mm MEASUREMENT Alignment Machine Grease Zerk Fitting to U Bolt Left and Right SYMPTOMS Pulling Section Nine Appendix 121 TIRE MANAGEMENT The goal of every truck operator is to achieve the lowest possible operating cost taking advantage of the performance built into each high tech MICHELIN radial truck tire Tire maintenance proper air pressures repairs vehicle alignment and retreading are all keys to help ensure maximized performance and extended casing life Over the past 10 years a number of operational and product changes have occurred that should be considered when establishing tire use patterns The single most important point of any program is Know Your Customer TIRE CHANGES 1 New Tires Today s wider treads and deeper tread depths provide more original tread miles The tire arrives at the retreader with more time in service more miles and exposure to road conditions 2 Retread Changes Wider treads new tread designs and new compounds hav
21. 295 75R22 5 11R22 5 275 80R24 5 285 75R24 5 11R24 5 COMPARATIVE MICHELIN X ONE TIRE SIZES DUAL SIZE 11R22 5 275 80R24 5 275 80R22 5 MICHELIN X ONE TIRE SIZE 455 55R22 5 445 50R22 5 Section One Tire Selection TIRE Overall Width The maximum width cross section 10 11 12 SIZE of the unloaded tires including protruding side ribs and decorations as measured on the preferred rim Overall width will change 0 1 inch 2 5 mm for each 1 4 inch change in rim width Minimum dual spacing should be adjusted accordingly Nominal Wheel Diameter Diameter of rim seat supporting the tire bead given in nearest half inch numbers e g 22 5 Overall Diameter The diameter of the unloaded new tire measured from opposite outer tread surfaces Section Height The distance from rim seat to outer tread surface of unloaded tire Aspect Ratio A nominal number which represents the section height divided by the section width and expressed as a percentage Example Tire Size Aspect Ratio 11R22 5 90 275 80R22 5 80 445 50R22 5 50 Free Radius One half the overall diameter of the unloaded new tire Loaded Radius The distance from the wheel axle centerline to the supporting surface under a tire properly inflated for its load according to the load and inflation tables found in the application specific data books See Appendix for listing of publications under Publications Videos and Websites Page 1
22. 7 atl Ld Tae F x Ca pa Pi Fa mene apan C W ERNES Prag ee Es ct pie ay g H r DO NOT OVERLOAD The maximum load that can be put on a truck tire is dependent upon the speed at which the tire will be used Consult a MICHELIN Truck Tire dealer or the application data books for complete information on the allowable loads for application Tires that are loaded beyond their maximum allowable loads for the particular application will build up excessive heat that may result in sudden tire destruction property damage and personal injury Some states have enacted Load Per Inch Width regulations for the purpose of governing axle weight on primarily the steering axle of commercial vehicles These regulations provide a carrying capacity of a certain number of pounds per each cross sectional inch unloaded across the tire s width The determination of the tire s width can vary from state to state but presumably would be based upon either the tire manufacturer s published technical data for overall width or the width as marked on the sidewall of the tire which may require conversion from Metric to English units It is recommended to contact your states DOT office to confirm the current Load Per Inch Width Law For example if a state allows for 550 pounds per inch width a tire marked 11R22 5 could carry up to 6 050 pounds 11 x 550 or a total of 12 100 pounds on the steer axle 2 x 6 050 Another way to look a
23. 90 Section Seven Diagonal Bias or Cross Ply and Tube Type CROSS PLY TIRE TUBE TYPE TIRE Tube Code The proper MICHELIN tube to be used with MICHELIN tube type tires is designated by the nominal rim diameter followed by a code Example Tube for 10 00R20 Michelin is 20N the R designates radial construction MICHELIN tubes are made of butyl rubber and marked with the trade name AIRSTOP Because of the extreme flexibility of the MICHELIN tire it is recommended to use an AIRSTOP tube These tubes are made with an overlap splice that is stronger than the butt splice used in many other tubes Some MICHELIN tube type tires may be run with or without a tube Contact Michelin to determine tires that apply Ensure tire is mounted on a sealed wheel if mounted tubeless Flap Code When a flap is required the proper size to use with MICHELIN tires on each particular rim is designated by a code the last two digits of which are the rim diameter or rim width Unless otherwise specified the flap for the preferred rim is normally supplied with the tire e g 200 20L or 20 x 7 50 Locking Side Disc Flap Ring Ring Wheel Tube and Valve Tube Type Seven Components Wheel and Valve Tire Tubeless Three Components _ TRUCK TIRE SIZE MARKINGS Most truck tire sizes are indicated by the section width in inches followed by R for radial dash designates the diagonal bias or cross construc
24. AUTOMATIC SPREADERS 1 Spread the tire beads 2 Inflate the tube to approximately 3 psi 3 Insert the tube into the tire 4 Insert the valve through the flap valve hole As mentioned the flap reinforced valve area must face outwards Insert the remainder of the flap into the tire 5 Close the beads 6 Apply a proper tire lubricant to the inside and outside surfaces of both beads and to that portion of the flap that appears between the beads Make sure that excess lubricant does not run down into the tire 7 Follow Steps 4 through 8 of the Mounting of Tube Type Tires Do not reinflate any tires that have been run underinflated or flat without careful inspection N for damage WARNING If run flat damage is detected scrap the tire A tire is considered run flat if it is found to be 80 below recommended operating pressure 100 Section Seven Diagonal Bias or Cross Ply and Tube Type INFLATION OF TUBE TYPE TIRES 1 An air line with an extension 30 minimum in line gauge and a clip on valve chuck should be used for inflation Remove valve core and lay the assembly flat on the ground Using an approved restraining device inflate partially to seat beads to no more than 3 psi While the tire is still in the restraining device make sure all rim components are centered and locked properly If not the tire must be deflated broken down relubricated and reinflated Do not attempt to seat the lock ring by me
25. GCW TO 65 000 GCW TO 80 000 G t LOW PROFILE HIGH PROFILE COE TANDEM COE MEDIUM CONVENTIONAL HOME FUEL FIRE ENGINE SIGHTSEEING COACH TRANSIT BUS el LOW PROFILE COE HEAVY CONVENTIONAL HEAVY TANDEM CONVENTIONAL oon HEAVY TANDEM CONVENTIONAL SLEEPER Section One Tire Selection TRAILER NOTES Weight Not specified Recommended Applications for MICHELIN X One Tires o Acceptable for MICHELIN X One Tires DRY VAN DOUBLES LIQUID TANK DRY BULK LOGGER PLATFORM SPREAD AXLE DROP FRAME DEEP DROP AUTO TRANSPORTER A WARNINGS 16 17 Zipper Ruptures Tire Inspection GENERAL INSTRUCTIONS FOR TUBELESS TIRE MOUNTING DEMOUNTING 18 22 Warnings Tubeless Tire Mounting Demounting Using a Mounting Machine Directional Tires Selection of Proper Components and Materials Tire and Rim Lubrication Preparation of Wheels Rims and Tires TUBELESS TIRE MOUNTING DEMOUNTING 23 29 Mounting Tubeless 19 5 Aluminum Wheels 19 5 Steel Wheels Inflation of Tubeless Tires Demounting of Tubeless Tires MOUNTING THE ASSEMBLY ON THE VEHICLE 30 34 Dual Spacing Technical Considerations for Fitting Tires Measuring Tires in Dual Assembly Tire Mixing Runout Gal e SS MICHELIN A better way forward 15 SS ane IMPORTANT BE SURE TO READ THIS SAFETY INFORMATION Make sure that everyone w
26. MICHELIN RV Tires refer to the MICHELIN RV Tires Guide MWL43146 and MICHELIN Truck Tire Data Book MWL40731 GENERAL INFORMATION ABOUT MICHELIN RV TIRES 72 73 Service Life for RV Motorhome Tires The Importance of Tire Pressure Air Pressure Requirement When to Check the RV Tire Air Pressure Determining the RV s Correct Weight HOW TO WEIGH THE RECREATIONAL VEHICLE 74 77 How to Weigh the RV Here Are Three Different Types of Scales Platform Segmentated Platform and Single Axle Weighing the Single Axle Recreational Vehicle Weighing the Tandem Axle Recreational Vehicle The Effect of Towed Vehicles or Trailers How to Use the Actual RV Weight Information with the Tire Data Load Chart Using Blocks to Level Motorhomes and RVs Equipped with Radial Tires MAINTAINING MICHELIN RVTIRES 78 Aging Weather Checking and Ozone Cracking Long Term Storage and RV Tires Proper Cleaning of RV Tires Tire Repair Tire Inspection F COMMON TIRE DAMAGES 79 80 Underinflation Fatigue Rupture Dual Kissing Tire Wear Balance and Wheel Alignment Toe Wear Camber Wear Tire Rotation VIBRATION DIAGNOSIS 81 Vibration Complaint Vibration Diagnosis SELECTING REPLACEMENT TIRES FOR THE RV 82 Bi c S OMICHELIN w as ey better way forward 71 SERVICE LIFE FOR RV MOTORHOME TIRES The following recommendation applie
27. OF INJURY 3 4 16 THREAD 450 S500FTLBS i atst 3 4 10 Thread 200 260 FT LBS 1 18 16 THREAD 450 500 FT LBS REAR HEEL TYPE CLAMP Gap 15 16 12 THREAD 750 900 FT LBS aba s E permissible but not required if gap ieee eran tor exceeds 1 4 or if clamp bottoms Left hand threads are used on the left side of out before reaching 80 of the vehicle Right hand threads are used on the z 3 p recommended torque check to nnt SIE GINE Venc ensure that proper clamps and INNER CAP NUTS Tighten Cap spacer are being used Nuts to 50 ft Ib using sequence l shown Then tighten Cap Nuts to a il a dee ees ig is recommended torque KZ Z OUTER CAP NUTS Tighten Cap a Nuts to 50 ft Ib using sequence shown Then tighten Cap Nuts to recommended torque NOTE In all applications where an Aluminum Inner Wheel is to be installed a special Inner Cap Nut must be substi tuted for the Standard Inner Cap Nut Heel of clamp does not touch wheel FRONT HEEL TYPE CLAMP Gap is not permitted Clamp must bottom against spoke CI fi i TP Dual Assembly FORM WR 0404 RECHECK TORQUE AFTER FIRST 50 TO 100 MILES OF SERVICE After a wheel has been installed recheck the torque level between 50 and 100 miles of operation and retighten if necessary to the recommended torque using the proper sequence For stud mount dual applications loosen the oute
28. Pressure Outside Ambient Temperature 0 10 20 30 40 50 18 23 29 34 40 46 me f e f me e fs o r e e a 141 145 Om s Never exceed the rim manufacture s maximum air pressure limitation Ta Ta Section Nine Appendix 123 Each fleet operation is different but there is one consistent goal and that is to achieve the best possible operating cost This section is designed to provide a guide to determining a Cost Per Mile CPM The simplest CPM is found by dividing the price of the tire and any retread by the total mileage While this is an easy calculation it is very misleading by ignoring many of the added benefits of the tire or the transfer of residual casing value from one life to another Determining CPM by wheel position could provide an important gauge for performance since each wheel position is a very special case with unique operating requirements Here are some of the key elements that need to be considered in any analysis 1 Total mileage considers new and retread mileage for steer drive and trailer 2 Residual casing values or casing resale value 3 Requirements of the specific wheel position steer drive and trailer 4 Repairability dollars spent on additional mounts and dismounts repair time and labor 5 Retreadability additional casing purchases 6 Fuel efficiency see section below LOW AIR PRESSURE This is the number one along with improp
29. Repair Repair Recommendations Retread Recommendations Chains Gear Ratio Footprint Comparisons to Dual Tire Fitments For additional information about MICHELIN X One Tires refer to the MICHELIN X One Truck Tire Service Manual MWL43101 Gal ie SS MICHELIN A better way forward 63 STs as MICHELIN X ONE TIRE AIR PRESSURE MAINTENANCE PRACTICES Tire pressure maintenance advice for users of the new MICHELIN X One wide single truck tires 445 50R22 5 LRL and 455 55R22 5 LRL Proper air pressure maintenance is critical to obtain optimized performance from these tires Due to the unique casing design of the MICHELIN X One tire traditional air pressure adjustment practices for dual tires may not apply to MICHELIN X One tires Cold inflation pressure should be based on maximum axle load in daily operation Cold inflation pressures must not be lower than indicated in the tables below for actual axle loads For additional information please consult the MICHELIN Truck Tire Data Book MWL40731 A 10 psi incremental change in tire inflation will alleviate most wear forms derived from vehicle anomalies driver influence and or application Always refer to actual axle loads to determine the initial recommended cold inflation pressure For example load range L 20 ply tires like the 445 50R22 5 MICHELIN X One XDA tires have a maximum air pressure of 120 psi cold with a weig
30. Section Repairs should not exceed 5 total repairs RETREAD RECOMMENDATIONS Tread Width Tread Type Min WEY 1700 mm 50 mm 3070 i 445 50R22 5 A A ee M 67 in 121 in Casing Size Buff Radius Circumference Wing Tread 375 420 mm 385 430 mm 1700 50 3225 ae 455 55R22 5 mm 50 mm MN 67 in 127 in Wing Tread 385 430 mm 395 440 mm Disclaimer Documents subject to change For non MICHELIN wing tread sizes contact MRT Technical Support at 1 888 678 5470 Option 3 68 Section Four MICHELIN X One Tires CHAINS Specific chains are available for the MICHELIN X One tire product line Consult Michelin or your chain supplier for proper type size The information provided is for reference only Chains specific questions should be directed to the chains manufacturer For additional information about MICHELIN X One Tires refer to the MICHELIN X One Truck Tire Service Manual MWL43101 GEAR RATIO A change in tire dimension will result in a change in engine RPM at a set cruise speed that will result in a change in speed and fuel economy The effect of tire size change on gear ratio should be considered in individual operations A decrease in tire radius will increase tractive torque and increase indicated top speed An increase in tire radius will reduce tractive torque and decrease indicated speed Tire Revs Mile Speed Size These factors can af
31. TO USE THE ACTUAL RV WEIGHT INFORMATION WITH THE TIRE DATA LOAD CHART Let s consider an RV running on 275 80R22 5 2 dual tires It is important to note that the cold inflation MICHELIN XZA LRG tires with actual corner weights pressure for the tire must never exceed the maximum of 5 400 Ibs on the left front tire 5 175 lbs on the right inflation rating that is stamped on the wheel front tire 8 500 lbs on the left rear duals and 9 200 lbs REMEMBER For control of the RV it is critical that the on the right rear duals For control of the RV it is critical tire pressures are the same on both sides of an axle that the tire pressures be the same across an axle Please note that the standard MICHELIN Therefore we must overinflate the right front tire and load inflation charts have been altered for RV usage only the left rear duals Checking the load inflation table below shows that a cold tire pressure of 95 psi will support 5 510 lbs on a single front tire To determine the air pressure for the rear duals again E on 1 si fdual axle iL take the heaviest position in this instance the right rear weighs 9 200 lbs The load inflation table below shows Por Wevey cols iss opp acabe that a cold pressure of 85 psi will support 9 380 Ibs on is ane anS S 1 tire on 1 sxfsingle axle Single Axle This chart is for RV wheel end use only 275 80R22 5 LRG Psi 0 7 s 9 95 10 105 110 MAXIMUM LOAD kPa 480 5
32. Tires TMC RP 233A Radial Tire Nail Hole Repair Training Guidelines TMC RP 234 Proper Valve Hardware Selection Guidelines TMC RP 235 Guidelines for Tire Inflation Pressure Maintenance TMC RP 236 Outsourcing Guidelines for Tire and Wheel Maintenance TMC RP 237 Retorquing Guidelines for Disc Wheel TMC RP 238 Troubleshooting Disc Wheel Looseness TMC RP 239 Commercial Vehicle Tire Inflation and or Monitoring Systems Guidelines TMC RP 240 Steel Wheel and Rim Refinishing Guidelines TMC RP 241 Tubeless Disc Wheel Inspection for Undersized Bead Seats TMC RP 242 Guidelines for Evaluating Tire and Wheel Related Products and Systems TMC RP 243 Tire and Wheel Match Mounting Markings TMC RP 608A Brake Drums and Rotors TMC RP 642A Total Vehicle Alignment Recommendations for Maximizing Tire and Alignment Related Component Life TMC RP 643 Air Ride Suspension Maintenance Guidelines TMC RP 645 Tie Rod End Inspection and Maintenance Procedure TMC RP 648 Troubleshooting Ride Complaints TRIB lite Retread Intormanon Bured 15200 saree cnesetnerebrodeactn sage bales earnest ateceotseeeiaunones www retread org TRA The Tire and Rim Association ING conwe ce were eeusseusceetaeenieees tenes Aa A a aA a oe eesee www us tra org TTMA Truck Trailer Manufacturers Association ssssssnsnssnensssennnrerenssrernnrrrener ere www ttmanet org TTMA RP No 17 Trailer Axle Alignment 142 Section N
33. adjustment or braking balance leads to excessive amount of braking in one or more wheel positions Bead damage to the tire ranging from simple distortion to complete unwrapping of the casing from the bead wire Brake Heat Out of round brake assembly Slow release valves Mis adjustment slack adjusters Brake drum runout Flat spots and odd wear 56 Section Three Extending Tire Life Brake Heat Brake Lock BRAKE HEAT OVERVIEW Brake temperatures on trucks often reach very high temperatures Brake drums can reach temperatures of 600 F or more and are in very close proximity to the wheels This heat can be easily transferred to the wheels and tires Brake drum heat is transferred to the wheel primarily through radiation and convection The hot brake drum radiates heat in all directions to the wheel In addition the drum heats the air between the drum and the wheel The heated air rises and transfers additional heat energy to the wheel through convection Much of the heat is transferred to the wheel in the bead mounting area due to its close proximity to the brake drum The wheel then directly conducts heat to the tire bead resulting in elevated temperatures in the tire bead area Re en eh egy een E Brake Lock on Ice Excessive bead heat can affect tire life in many truck ary Naga i tire applications Vehicles in urban and refuse service are es a
34. and remounted see diagram 2 Measure and record the radial runout on the vehicle of each assembly with tire runout gauge Mark the highest point of the assembly Rotate each assembly until the high spot is at the 12 00 position without allowing the assembly to turn Loosen all lug nuts and re torque in the proper sequence Re measure and record the radial runout of the assembly If either front assembly still exceeds 0 040 measure the rear assemblies and put the two assemblies with the least runout on the steer axle 3 Repeat the vehicle test drive If the vibration still exists contact the appropriate chassis manufacturer Section Five MICHELIN RV Tires 81 SELECTING REPLACEMENT TIRES FOR THE RV One of the most important RV equipment purchases that the RV owner will make will be the replacement tires If they obtained good service with their first set of tires chances are that they were matched well for the RV s weight needs and the RV owner type and area of driving Should the RV owner choose to replace their tires with another size be very careful with this selection There are some basic areas of concern such as the load rating of the new tire and the overall diameter of the new tire for vehicle clearance speedometer reading and wheel width There is also the matching of the tires to the dual wheel offset for the dual spacing clearance and the load For more information on MICHELIN RV tires
35. and are securely anchored to the outer wheel The joints should be soaped immediately after initial installation to check for air loss If the RV has wheel covers consider removing them since the extra time and effort they require could lead the RV owners to avoid checking the tire s air pressure DETERMINING THE RV S CORRECT WEIGHT The GVWR Gross Vehicle Weight Rating and the GAWR Gross Axle Weight Rating stickers on the RV normally located on the support pillar next to the driver s seat will show the chassis manufacturer s and or the RV manufacturer s total vehicle weight ratings and per axle weight ratings The GVWR is the maximum total weight rating this includes passengers fluids and cargo The GAWR is the maximum for a single axle These ratings can vary based on a number of components so RVs of the same make and model will vary because of different options and personal loads That s why the RV owners Enn need to weigh their RV ina Sy a ar a loaded condition to know its actual weight Michelin BY COACHMEN INDUSTRIES INC B E FEB 2000 BY FORD MOTOR COMPANY TIRES DATI DATE HOU 1999 COLO SINGLE DUAL RIMS r ecommends weighing ie Ta 245 7OR19 5 z a 19 586 75 each wheel position of the 7 vehicle Why Because YPE MODEL THIS VEHICLE COMFORMS TO ALL APPLICABLE U S FEDERAL VEHICLE SAFETY STANDARDS IH EFFECT IH FEB 2666 when you weigh the entire vehicle at once it
36. any time without notice or obligation Please consult rim manufacturer s load and inflation limits Never exceed rim manufacturer s limits without their authorization Table of Contents Section One Tire Selection o cccccccccccccssscscsessscsssssecsesssessesseesecseesseeseee 1 14 WHICH MICHELIN TIRE 0 0 0 00 0c ccc cece cece ccc ececeseseeceseeeeneaees 2 PROPER APPLICATION OF URBAN U TIRES 065 3 TRUCK TIRE APPLICATIONS 0 0 0 cc cece ccccecececececececeeeeeeeeeaes 4 5 DETERMINING MICHELIN TIRE SIZE 00000000 eee 6 7 TREA D DOE SGI y O a aT secsatucgateeys O a a naa sont 8 DEFINITIONS aaan anann cc cece ce cececececeececececevavavaverereeeterererers 8 11 DOT Markings Loads Per Axle and Inflation Pressures Rims and Wheels Maximum Speed Restrictions Static And Low Speed Load and Pressure Coefficients TRA The Tire and Rim Association Inc Standards Load Inflation Table for Michelin 315 80R22 5 LRL Technical Specifications for Michelin 455 55R22 5 LRM on 13 00x22 5 Wheels Steer Axle First Life Only TRUCK TYPE BY WEIGHT CLASS 0000000 cette 12 14 Section Two Mounting the Tire cccsssssssesccssssssseeseeee 15 34 WARNINGS esena ES A S Sa 16 17 Zipper Ruptures Tire Inspection GENERAL INSTRUCTIONS FOR TUBELESS TIRE MOUNTING DEMOUNTING n 18 22 Tubeless Tire Mounting Demounting Using a Mounting Machine Directional Tires Sele
37. avoid future scrap failures of this nature The majority of tubeless commercial scrap conditions are found in the following damage categories RUN FLAT 102 103 AIR INFILTRATION 104 105 PINCH SHOCK 106 MINIMUM DUAL SPACING 106 IMPACT DAMAGE 107 FATIGUE RELATED DAMAGE 108 BEAD DAMAGE 109 ADDITIONAL CAUSES REPAIRS AND RETREADING CONDITIONS 110 111 A SCRAP INSPECTION FORM 112 Gal ie SS MICHELIN A better way forward 101 SS ane RUN FLAT Any tire operating at less than 80 of the recommended air pressure for the load being carried 5 Sei 5 Uae EFFECT Inner Liner Cracking CAUSE Underinflation EFFECT Inner Liner Cracking CAUSE Underinflation EFFECT Discoloration Blistering and or Separations of the Inner Liner CAUSE Continued Operation After Loss of Inflation Pressure 102 Section Eight Tire Damage EFFECT Leaking Valve Grommet or Wheel Rim CAUSE Improper Installation Torque Lubrication Corrosion CAUSE Improper Repair or Improper Repair Procedures EFFECT Crack Around Nail Hole Plug CAUSE Improper Repair or Improper Repair Procedures EFFECT Crown Sidewall Injury Resulting in Air Loss CAUSE Nail Hole Bolt Debris Penetrating the Liner EFFECT Sidewall separation Due to Air Infiltration
38. ced dd krea CETE Aru R ES a 40 D ugl Assemb sssr Eare 30 33 Dual Spacine Measurine cava cavatedtebeanteaeseeeeeana 6 30 DVitaMiO Met Clsar pura renee E e ew nara enw ee 44 E Effect and Cause Tire Damage 0006 102 112 Aw TOMA OR esseere AEEA 104 105 Bead Dama ES cccac ccteceseteuss sada IENDELEE 109 Fatigue Related Damaces lt 1342660esdwawavaneeseewwas 108 Impact Damage cs 22459 02st em nn id hes rnia 107 Pinch SOCK sat2eescereeecuesewierssree ences res aGe 106 Repairs and Retreading Conditions 110 111 PaO ar ostdgurthetecoteeaeueCeesan eeeeehessaad 102 103 Scrap INSDeCUON FOMIt 2 cn94s tue arctewtcckeee beater 112 Extending Tre Lile a and ecasoenedcie abeemeeawsen RETE 36 62 F Factors Affecting Tread Life Tread Wear 46 52 Field Alignment CHECKS 6 c o0n03 aceon adddeketeosteaean access 50 Pile WHEEL on cesveue sat he E T E A E ee 59 Flap COdC s 020546566s8er0radduaseadsancaudedeedeaases 90 93 PIA SO Ols A E E EEEE E E EE 56 57 Food Di0 TE acarana e E ENEA EREE 43 ETDAN iN i AEE EI E E E E E E E E 70 FICC NAGS E PEE E I E E E 6 7 Free Roling Wear ssssircrsevrariseikarr niseni deasa U kkE S 53 Fuel Efficiency Saving ANalysiSs 2 cos42sc2easeedewecedaws 125 E h APEE SETET TE E EEE semanas 125 G GAWR Gross Axle Weight Rating 7 8 13 41 73 75 76 E A iE EEIE ee ee ae ea EEE ERTE 30 69 General ntormation ccencercnsenaessa ceria Rea 114 117 Approximate Weight of
39. down into place over the injury Make sure the directional bead arrows on the repair unit are aligned with the beads of the tire and press into place Roll the protective poly back to the outer edges of the repair unit This enables you to handle the repair unit without contaminating the bonding gum layer You are now ready to stitch the repair Stitch the repair unit firmly pressing down from the center toward the outer edges This will eliminate trapping air under the repair unit To cover over buffed areas in tubeless tires apply Security Sealer to the outer edge of the repair unit and over buffed area If tube type cover the repair with Tire Talc to prevent the repair from vulcanizing to the tube Remove the rest of the poly backing Stitch the repair unit from the center to the outer edges Remove the top clear protective poly Cut the stem off on the outside of the tire 1 8 inch 3 mm above the tire s surface The tire is now ready to be returned to service Section Six Repairs and Retread 87 MICHELIN X ONE TIRES NAIL HOLE REPAIR METHOD INSTRUCTIONS Refer to MICHELIN X One Tire Retread and Repair on Pages 66 68 for recommendations on repair guidelines MICHELIN X One Tire e MICHELIN X One tires There are no special repair techniques or materials required when repairing a MICHELIN X One tire e For further information refer to MICHELIN X One Truck Tire Se
40. e0s eden seae deen eedes 17 21 84 94 Scrap INSPeCuOn FOMM 2 lt csec0 causes AAE EAER TARERE 112 o ni 2224 ce0Aceesateadeedadesceads ooedeneeeoeeueaens es 38 SCCUONAICIONL aasccetsanweeeecuscaneeaeeecaure mueweran sunt 6 SIDING 25 44 otto h 6 hehe oh 2 ee bene a 6 hae eesti ces saeeas 45 Spare Wheel RACK oiccodvacentasuseescerwecaiecees E ERREKEN 32 Speed Resi HONS cssrrorrse sanss ENNER ASEESSA ESR 9 opreed Oo NOhaneore seeecatausesdatesetaeseonetassteucese 117 Je Dianin EA E E A EE TT E E aed yates 45 Specification Data Table snnnnnnnnnnnnrnnn enne 7 64 Static and Low Speed L0ad 2 424 5c00cse2e6eese0ns0e savas 10 92 Secr Ade CICOIMCITY c c1castacecoesesewe eA Era a 46 Steer Axle Setback Skew cc0ns22S oendesewwoneeasddeeuw nae 49 Sr e E E E oe nea E A EEE E T 43 78 Stud Piloted Disc WhHEElS acntccdacaxsececesdadesseenesed 126 Summary of Tire Conditions Due to Brakes 56 BUS MEN SIONS cay oe pon cock has rece wee eee oo ews Se ees 60 SUSPENSION FaUlts ecccene wees tesad ss ce weeeoedec see ate 60 62 Y TRA The Tire amp Rim Association Inc Standards 9 10 92 Tandem Axle Parallels o s2uee eke ceettewasieedess daeune we 47 landem MICS cs cas eu aeann 30 47 49 51 52 119 121 Tech Identification Blue Triangle 04 60 00 es 22 aces edenwes 88 Technical Considerations 2 5405 4 6eds0 d04ceesererenases 30 32 144 Section Nine Appendix Thermal Eguili Dri 06i0csnratens cnn eae bawedasa to
41. flammable material during tire servicing is absolutely prohibited Any inflated tire mounted on a rim contains explosive energy The use of damaged mismatched or improperly assembled tire rim parts can cause the assembly to burst apart with explosive force If you are struck by an exploding tire rim part or the air blast you can be seriously injured or killed Re assembly and inflation of mismatched parts can result in serious injury or death Just because parts fit together does not mean that they belong together Check for proper matching of all rim parts before putting any parts together Mismatching tire and rim component is dangerous A mismatched tire and rim assembly may explode and can result in serious injury or death This warning applies to any combination of mismatched components and rim combinations Never assemble a tire and rim unless you have positively identified and correctly matched the parts 16 Section Two Mounting the Tire ZIPPER RUPTURES A fatigue related damage with or without a rupture occurs in the sidewall flex area of steel radial light and medium truck tires when it is subjected to excessive flexing or heat This zipper rupture is a spontaneous burst of compressed air and the resulting rupture can range in length anywhere from 12 inches to 3 feet circumferentially around the tire This is caused by the damage and weakening of the radial steel cables as a result of run flat underinflation or over
42. from a spray bottle It is also a good practice to 36 Section Three Extending Tire Life periodically check existing fitments for slow leaks with this method Never bleed air from hot tires as your tires will then be underinflated Make sure to check both tires in a dual fitment Pressures should be the same Maximum allowable difference between dual tires or between axles should be no greater than 5 psi Remember a drop in ambient temperature results in a drop in tire pressure More frequent checks may be required during cold weather conditions Avoid outdoor air pressure checks when the temperature is below freezing Ice can form in the valve stem thus promoting leaks Check inside a heated facility if possible Use an accurate calibrated tire gauge to check pressures Do not use Tire Billys to hit tires as an inflation check This is an unreliable method Unless otherwise recommended by tire manufacturer for optimized tire performance use the tire inflation pressure shown in the application data books for the particular axle load Exceeding this pressure could result in reduced traction and tread life Never inflate to cold pressure beyond the rated capacity of the rim wheel However for steering tires it is common practice to use higher inflation pressures than necessary to carry the axle load to reduce free rolling wear Following are two examples of applying the previous considerations to an operation where the user
43. is neither recommended nor endorsed Overall widths will change 0 1 inch 2 5 mm for each 1 4 inch change in rim width Minimum dual spacing should be adjusted accordingly MICHELIN tires and tubes are subject to a continuous development program Michelin North America Inc reserves the right to change product specifications at any time without notice or obligation Please consult rim manufacturer s load and inflation limits Never exceed rim manufacturer s limits without permission of component manufacturer Section One Tire Selection 7 TREAD DESIGN BLOCK OR LUG TREAD DESIGN Tread designs can be categorized in two basic groups e Characterized by grooves placed laterally and The proper selection of a tread design will enable the perpendicular to the bead ranging from 14 32nds to user to maximize tread life Selection will vary according 32 32nds to various vehicle differences and or operational Selected primarily for traction and improved mileage conditions Tire tread mileage can be maximized or Usually found on the drive or torque axle shortened depending on the tread design chosen e The increased tread depth is needed to offset the scrubbing and or spinning that can occur when power RIB TREAD DESIGN Characterized by grooves placed parallel to the bead is transmitted to the drive axle thus forming ribs ranging in tread depths from 11 32nds to 23 32nds Usually significantly better for fuel economy alt
44. lash worn tie rod ends and kingpins Check for possible mis mount conditions PEELELLELEELCE PETET Cece ee Cupping Wear Trailer Flat Spotting Wear Localized wear across the tread width Causes include brake lock brake imbalance out of round brake drums axle hop or skip A tire being parked on a surface containing hydrocarbon oils chemicals and solvents can also cause this type of wear pattern The affected area of the tread will wear more rapidly leaving a flat spot iy ry Flat Spotting Trailer ail Diagonal Wear Localized wear diagonally across the tread width Side forces imposed by a combination of toe and camber create diagonal stress in the footprint of the tire Localized wear patterns tend to follow this same direction creating diagonal wear For steer positions causes include excessive toe combined with tandem drive axle misalignment incorrect steering angle in turns worn parts and or excessive camber setting For trailer positions causes include tandem trailer misalignment negative camber and loose or worn components Section Three Extending Tire Life 55 BRAKING SYSTEMS AND ISSUES Air brake issues as they apply to tire wear and damages can result from imbalance or component concerns Distorted brittle and or discolored rubber in the bead area are signs of the outside to inside breakdown of rubber products as a result of seating on a wheel surface which is heated to a t
45. matter is installed in any tire be careful not Equipment that has been out of service for an to contaminate the bead and be sure to advise any extended period of time should have the tires inspected personnel working with the tire to exercise due caution for ozone damage and proper air inflation The vehicle should have some moderate operating service prior to being put in full service operation a ar kas e ees P i SR a a T E A iio am u Sign of Run flat Damage Interior Deterioration from Foreign Matter Between the Rim and Bead See MICHELIN Truck Tire Warranty Manual MWE40021 for details Zipper Resulting from Run flat Condition 38 Section Three Extending Tire Life Thilia f i Baas ym Inspect for Penetrating Objects Example of sidewall penetration that damaged interior at crown Road hazard damages should always be inspected on the inside and not repaired from the outside Sidewall Abrasion Sidewall Damage from Impact la gala ee ame Bead Damage Sidewall Area Damage Section Three Extending Tire Life 39 CENTRAL TIRE INFLATION SYSTEM OR PRESSURE MONITORING SYSTEM Maintaining proper tire inflation will help maximize tire life and casing durability This can result in reduced overall tire costs downtime tire replacement irregular wear wheel replacement road debris and the natural resources required to manufacture tires and retreads Correct inflation will help
46. rear tires Place the floor jack under the axle for support use the T 45A tire iron by inserting into the wheel assembly at the 6 o clock position and place your other hand at the 12 o clock position With a rocking type motion try to move the tire assembly up with the lower bar and out towards you with your left hand If play is felt it is probably the result of loose wheel bearings or worn kingpin bushings If you observe the brake chamber moving it can be isolated to the kingpin bushing If it does not move it is likely the wheel bearings With your hands placed at the 3 o clock and at the 9 o clock positions on the tire try to move the tire in a rapid left turn right turn type of motion Feel and listen for any play Play in this area would indicate either loose or worn tie rod ends steering arms drag link ends or steering box play Any play in this area should be further inspected to ensure it is within the vehicle and or part manufacturer s specifications Two additional parts that can cause tire wear need to be checked First see if the brake drum has a balance weight and second look for wear on the spring shackle assembly This check is more difficult to make and there are various ways to inspect for this wear Consult the part manufacture for the proper way to inspect On a dry tire with a can of spray paint marker or chalk dusting with any coating material suitable for marking a section of tread highli
47. same axle Adjacent dual tires should not differ more than 1 4 in diameter 4 32 in tread wear If there is a difference in tread wear fit the least worn tire in the outside position e Curbing on dual applications often damages tire sidewalls If so rotate the wheel and tire to the inner wheel position e Often it is beneficial to rotate the tires so that irregularly worn tires are moved to a position where they are turning in a direction opposite the original position Rotation procedures such as those recommended by vehicle manufacturers and those included in TMC RP 642A Total Vehicle Alignment Recommendations for Maximizing Tire and Alignment Related Component Life may be followed Note Directional Tires When mounting any new directional tire ensure directional arrow points toward the direction of travel during the original 50 of tread life Directional casings that have been removed from service and retreaded should be considered non directional tires SIPING There is no reason to sipe new MICHELIN tires Michelin incorporates siping as needed in its designs to enhance tire performance Experience suggests degradation in tread wear vehicle ride and handling and tire durability may be caused by poor or improper tire tread siping Drive tires M S are optimized to provide desirable traction in dry wet snow and icy conditions Siping does not automatically affect the MICHELIN warranty that covers work
48. seal with the tire and bead 6 Whenever a rim wheel is in a restraining device the employee shall not rest or lean any part of his body or equipment on or against the restraining device 7 After tire inflation the tire and wheel components shall be inspected while still within the restraining device to make sure that they are properly seated and locked If further adjustment to the tire or wheel components is necessary the tire shall be deflated by removal of the valve core before the adjustment is made 8 No attempt shall be made to correct the seating of side and lock rings by hammering striking or forcing the components while the tire is pressurized 9 Cracked broken bent or otherwise damaged rim components shall not be reworked welded brazed or otherwise heated 10 Whenever multi piece rim wheels are being handled employees shall stay out of the trajectory unless the employer can demonstrate that performance of the servicing makes the employee s presence in the trajectory necessary 11 No heat shall be applied to a multi piece wheel or wheel component g Safe operating procedure single piece rim wheels The employer shall establish a safe operating procedure for servicing single piece rim wheels and shall assure that employees are instructed in and follow that procedure The procedure shall include at least the following elements 1 Tires shall be completely deflated by removal of the valve core before
49. smallest distance and should be recorded Vertical Clearance Body Clearance c Longitudinal Clearances The semi elliptical spring method of suspension permits the axle to move back longitudinally as well as vertically when the spring deflects As a guide the maximum backward movement may be taken as one third of the distance between the shackle pin centers The remaining longitudinal clearance must be noted Fixed Pivot Fixed Pivot ANING PIVO Spring Shackle i Longitudinal he Clearance 32 Section Two Mounting the Tire d Front Wheel Clearances The clearances of both front wheels must be measured on both steering lock positions Clearances of front wheels must be checked by turning the wheels from full left lock to full right lock since the minimum clearance might occur at some intermediate point Check Clearances Here and All Positions From Lock to Lock Bottom View Steering Stops should be measured as they control the angle of the turn Ensure they exist and are not damaged Damage may indicate clearance issues or be a cause of abnormal tire wear 6 OVERALL WIDTH When fitting larger tires the overall width of the vehicle across the tires is increased by half of the increase in the cross section of each outside tire and the increase in offset of each outside wheel lt A Overall Width of Body gt Measure Here Not Here 7 SPARE WHEEL RACK Alw
50. surface of the disc Inset places the rim centerline inboard of the mounting hub face surface OFFSET for front wheels When retrofitting steer axles with tires wheels of a width different from the OE size wheel offset must be considered Wheel offset should be chosen to avoid interference with vehicle parts and also to avoid exceeding overall vehicle width regulations Correct Lateral Clearance Section Two Mounting the Tire 31 b Vertical Clearances Vertical clearance is measured between the top of the tread and the vehicle component immediately above the tire usually a fender This will vary as the springs operate The vertical movements of the whole axle in relation to the whole chassis are normally limited by an axle stop When measuring vertical clearance subtract the axle stop clearance from the total clearance the difference is the remaining vertical clearance When checking vertical clearance consideration must be given to the degree of tread wear and an allowance of 1 must be made if the tread on the existing tire is between 2 32 and 4 32 Vertical and body clearances are decreased by any increase in the free radius of the tire When using tire chains a minimum of two inches of clearance is needed to provide space between the dual assembly and the vehicle Check to be sure that the body clearance is not less than the vertical clearance A fender bolt may be closer to the tire than the fender This then is the
51. that develops from excessive toe is a feather edged scuff across the crown Excessive toe is usually seen on both steer tires Toe Wear Free Rolling Wear Wear at the edge of a rib circumferentially which may or may not affect the entire rib widths Intermittent side forces due to wheel assembly instability cause contact pressure variations resulting in this type of wear Generally due to excessive looseness in the suspension and or steering components this is also found in slow wearing positions at high mileage Insufficient caster and excessive lateral tire wheel runout also are contributing factors Free Rolling Wear Section Three Extending Tire Life 53 Camber Wear If the axle has excessive camber partial or total wear of the shoulder will occur For static unloaded vehicles camber readings for steer positions should fall within the range of 0 to 1 4 degree positive 0 0 to 2 5 mm and trailer positions should fall within the range of 1 4 from 0 degree 2 5 mm from 0 wi Dyan ag the 1l lt i P a X wry at Te 4 s b A pe F 3 ENAT S ARAR WAS 4 3 ft uD FAN oe aes l 7 Camber Wear Steer Camber Wear Drive 54 Section Three Extending Tire Life Cupping Wear Any loose or worn component in truck steering or suspension systems can cause odd wear cupping and flat spots Check for loose wheel bearings worn shock absorbers steering gear
52. the vehicle tolerance is 1 8 or 3 mm between axle ends 4 Measure for drive axle thrust by using the string from the front drive axle to the steer position Attach the string to the drive tire at hub height bring it across the rear sidewall move to the steering axle bring the string in toward the front rim until it touches the drive tire s front sidewall and measure the distance between the string and disc face of the rim just below the dust cap Repeat this method on the other side With all data recorded review measurement of drive axle offset Any significant drive axle offset if found 3 16 or 5 mm must be factored into the readings of drive axle thrust as determined above by adding or subtracting the offset from the appropriate side string to front wheel flange measurement offset Draw a picture of the steer and drive axle orientation using recorded axle skew measurements Drive axle skew tolerance is based on wheel base 19 32 or 15 mm lt 150 3 4 or 20 mm 150 200 1 or 25 mm gt 200 String to Wheel for Drive Axle Thrust Spring to Flange Grease Zerk to U Bolt ra ri Grease Zerk to U Bolt Spring to Flange String to Wheel for Drive Axle Thrust Section Nine Appendix 119 RUNOUT TOLERANCES Lateral amp Radial TMC TIRE WHEEL TMC RIM WHEEL ASSEMBLY SPECIFICATION SPECIFICATION 095 070 Steel 030 Aluminum Note Vibrations can be felt on some vehicles with value
53. tires adhere to the following time speed restrictions and related test parameters This applies to tire sizes with bead seat diameters of 19 5 20 22 22 5 24 and 24 5 inches NOTE The times for the indicated speed in the chart are not additive MAXIMUM TIME MINUTES Speed mph On 8 5 8 On 18 20 Dia Rollers DY Fem aXe 6 3 mao 2s foo aoo Co f s f e La Exceeding the legal speed limit is neither recommended nor endorsed Note that in the above speed time table a significant increase in time is allowed on the 18 20 versus the 8 5 8 diameter roller For example at 30 mph time almost doubles from 7 5 minutes to 14 minutes e Allow a two hour cool down between tests e These limits are for an empty vehicle with tire pressures as indicated on the tire sidewall for maximum load e Allow a one hour cool down after each test before loading vehicle The maximum allowable center to center distance between the two rollers in contact with a tire is a function of the sum of tire and roller diameter MAX ROLLER SPACING TES 85 8 Dia 18 Dia This relationship is shown below WARNING Maximum Roller Spacing Tire Diameter Roller Diameter x 1 15 2 If these times and or speeds are exceeded irreversible internal damage in the tire could result For example using 8 5 8 diameter 40 2 8 625 x 1 15 2 leading ultimately to tire destruction 48 825 x L15 When it is anticipated that a test
54. to indicate the recommended regrooving depth for these tires It is the responsibility of the regroover to assure that all Federal Regulations are met See US Code of Federal Regulations Title 49 Transportation Parts 569 and 393 75 Depth Indicators 1 6 mm 2 32nds 4 0 mm 5 32nds One of the regulations governing regrooving tires requires that a regrooved tire must have a minimum of 90 linear inches of tread edge per linear foot of the circumference The MICHELIN XZU2 tire has only 3 circumferential tread grooves To meet the 569 7 iii requirement additional lateral grooves must be added as shown below AAN Section Nine Appendix 139 REGROOVING CODE U S CODE OF FEDERAL REGULATIONS TITLE 49 TRANSPORTATION PARTS 569 7 AND 393 75 EXTRACTS For complete regulations go to ecfr gpoaccess gov 569 7 REQUIREMENTS a Regrooved tires 1 Except as permitted by paragraph a 2 of this section no person shall sell offer for sale or introduce or deliver for introduction into interstate commerce regrooved tires produced by removing rubber from the surface of a worn tire tread to generate a new tread pattern Any person who regrooves tires and leases them to owners or operators of motor vehicles and any person who regrooves his own tires for use on motor vehicles is considered to be a person delivering for introduction into interstate commerce within the meaning of this part 2 A regrooved tire may
55. wheel widths and type of both the tire and the wheel shall be checked for compatibility prior to assembly of the rim wheel f Safe operating procedure multi piece rim wheels The employer shall establish a safe operating procedure for servicing multi piece rim wheels and shall assure that employees are instructed in and follow that procedure The procedure shall include at least the following elements Section Nine Appendix 137 1 Tires shall be completely deflated before demounting by removal of the valve core 2 Tires shall be completely deflated by removing the valve core before a rim wheel is removed from the axle in either of the following situations i When the tire has been driven underinflated at 80 or less of its recommended pressure or ii When there is obvious or suspected damage to the tire or wheel components 3 Rubber lubricant shall be applied to bead and rim mating surfaces during assembly of the wheel and inflation of the tire unless the tire or wheel manufacturer recommends against it 4 If a tire on a vehicle is underinflated but has more than 80 of the recommended pressure the tire may be inflated while the rim wheel is on the vehicle provided remote control inflation equipment is used and no employees remain in the trajectory during inflation 5 Tires shall be inflated outside a restraining device only to a pressure sufficient to force the tire bead onto the rim ledge and create an airtight
56. where the springs meet the axles Using a plumb line mark four points on the ground move the vehicle away and measure the distance between the marks as shown on the diagram A more detailed field type procedure is recommended by Michelin and can be found in the Section Nine Appendix under Alignment Field Method Pages 118 119 For Trailers The Truck Trailer Manufacturers Association For Truck Tractor The Technology and Maintenance Council recommends no more than 1 8 inch between axle TTMA recommends no more than 1 16 inch between axle ends If AD BC and DE CE the axles are parallel ends and 1 8 inch maximum from the trailer kingpin to the If X X and Y Y the wheels are symmetrical or tracking lead axle ends If AD BC and CE DE the axles are parallel and symmetrical Reference TTMA RP No 71 Trailer Axle Alignment ZAA OY RAKA 7 a Net Al h HKM g CA A N lt 7 52 Section Three Extending Tire Life TIRE WEAR PATTERNS DUE TO MISALIGNMENT It should be noted that some wear patterns might be from multiple causes Additional information may be obtained in the TMC RP 216B Radial Tire Conditions Analysis Guide and MICHELIN Americas Truck Tire Commercial Tech Videos MWV43100 about the Fundamentals of Tire Wear and Scrap Tire Analysis Toe Wear The typical wear pattern
57. will 9 l exceed these time speed values use surrogate tires a tire used in place of the normal tire 24 4125 x 1 15 28 07 44 Section Three Extending Tire Life SPINNING Major tire damage can occur in a short period of time when a tire spins on a surface at high speeds When the speed difference between the wheel with good traction and the wheel without becomes too great the tire begins to disintegrate This can occur on any slick surface such as ice mud and snow or on a dry surface where there is a variance in traction The resulting difference in speed of the assembly can be as high as 4 times the registered speed indicated resulting in tire and or differential damage on the vehicle ROTATION MICHELIN radial tires should be rotated when necessary If the tires are wearing evenly there is no need to rotate If irregular wear becomes apparent or if the wear rate on the tires is perceptively different from axle to axle for drive tires and side to side for steer tires then the tires should be rotated in such a manner as to alleviate the condition There is no restriction on criss cross rotation including directional steer tires that have worn 50 or more of the original tread When rotating tires the following points should be taken into consideration e The load carried by a particular tire in a particular position The inside tire of a dual mounting carries more load than the outside tire on the
58. 000 cece eee eee eee ees XUM41727 BFGoodrich Truck Tite Warranty 22 45 2escsnotsesu dees anspat anos eo stecetseeatauc avers meuee seat acna BMW40844 Farthmover Limited Tire Warranty or 04eh ec0dneeaes meidaeaeheonenee lt nets Saeadeew esate eheceeueaneasoeee MEE40022 Michelin Retread Technologies Inc National Limited Warranty 00 cece e cece eee ence eens MWW41268 Passenger and Light Truck MICHELIN Complete Warranty 0 0c cece cece eee cece eee enes MDW41156 Truck Tire Operator s Manual and Limited Warranty 0 ccc cece cence eee eee n eee e eee neeeeee MWE40021 Technical Bulletins www michelintruck com Videos CDs DVDs Commercial Road Service DVD uesia on be eau ees Hoan aw econ cb pia eees mie a E E pee seoraneas MWV43242 MICHELIN X One Driver Information DVD 0 cc cc cc cece cece ete te tence essen eeeseseensess MWV42991 NECA TLN One DVD 4 26 pana seandaclwosen E OEE sea nee eoees bene teiarunyeses sedan sae Gees MWV42737 MICHELIN X One Go Wide Save Green DVD 2242044 cthie oneneiedsiecetbbentens deities tdeseeeeacisecueud MWV43625 MICHELIN X One Tires Technical Videos DVD su lt ececexcersseasoneeen k kiN idy RENIEN EEE E RAEE MWV42085 MICHELIN Americas Truck Tire Commercial Tech Videos DVD ccccccccccccccccccccccececcecs MWV43100 Antisplash Technology Laurens Proving Grounds Regenerating Tread and Matrix Axle Parallelism Axle Thrust Toe
59. 05 degree for each 1000 pounds of load increase on the steer axle Cabover tractors with set back front axles typically experience less steer axle change in load from bobtail to loaded than do other configurations Wheelbase and fifth wheel location are also major factors affecting how much load change the steer axle will experience Note Additional consideration would be effects of air ride suspension systems rack and pinion systems and disc air brakes on steer tire wear A misaligned dog tracking trailer may also be the cause of steer tire wear See Section Nine Appendix under Conversion Table on Page 117 for conversion of fractions in inches to millimeters and degrees See Section Nine Appendix under Alignment on Pages 118 119 for a field method for verification TANDEM AXLE PARALLELISM SKEW THRUST Tandem axle parallelism is critical because it can have a detrimental effect on all ten tires on the tractor Non parallel drive axles tend to push the tractor into a turn in the direction that the axle ends are closest In order for the vehicle to go straight the driver must correct by steering in the opposite direction The vehicle can then go straight but all ten tires are at an angle to the direction of travel causing scrubbing Excessive tandem axle non parallelism is usually detected in steer tire wear If one steer tire is scrubbing from the outside inward and the other steer tire is scrubbing from the inside ou
60. 1 thru 65 41 thru 50 9 31 thru 40 16 21 thru 30 24 11 thru 20 32 6 thru 10 2 60 2 6 thru 5 2 85 Creep thru 2 5 2 115 140 185 Speed Range mph 71 thru 75 12 66 thru 70 4 51 thru 65 41 thru 50 7 31 thru 40 9 21 thru 30 12 11 thru 20 17 6 thru 10 25 2 6 thru 5 45 Creep thru 2 5 55 75 105 Load Change Load Change Note For bias ply tires please consult the TRA Year Book Creep 2 Creep 2 3 Stationary Stationary 2 Load limits at various speeds for radial ply truck bus tires rated at 75 mph or above used on improved surfaces C METRIC AND WIDE BASE TIRES D CONVENTIONAL TIRES Speed Range Inflation Speed Range Inflation Load Change Load Change mph 1 thru 75 66 thru 70 51 thru 65 41 thru 50 31 thru 40 21 thru 30 11 thru 20 6 thru 10 2 6 thru 5 Creep thru 2 5 Creep 2 7 9 12 17 25 45 55 75 105 Stationary Pressure Change No increase No increase No increase No increase No increase 10 psi 15 psi 20 psi 20 psi 20 psi 30 psi 30 psi mph Pressure Change 9 16 ZE 32 60 85 115 140 185 1 These load and inflation changes are only required when exceeding the tire manufacturer s rated speed for the tire 2 Apply these increases to Dual Loads and Inflation Pressures 3 Creep Motion for not over 200 feet in a 30 minute period Note 1 Higher pressures s
61. 20 55o 590 620 660 690 720 769 ND PRESSURE ON SsIbEwAN B o m 3900 4260 a940 5150 D 2575 KG at 760 kPa USING BLOCKS TO LEVEL MOTORHOMES AND RVS EQUIPPED WITH RADIAL TIRES When using blocks to level motorhomes or Correct Evenly supporting the full load RVs extreme caution must be taken to make sure the tires are fully supported The weight on the tire should be evenly distributed on the block And in the case of duals it should be evenly distributed on blocks for both tires If not the sidewall cables can become fatigued and damaged resulting in a sidewall rupture and a complete sudden loss of air pressure Note in the correct method the blocks are wider than the tread and longer than the tire s Simge Daa Peyser footprint This provides maximum support to the tires and assures that the load is evenly Incorrect distributed One tire or only a portion of one tire is supporting the full load Vy Pa Duals MICHELIN X One Tires Section Five MICHELIN RV Tires 77 ELIN RV TIRES AGING WEATHER CHECKING AND OZONE CRACKING During the pre trip inspection be sure to check the tires for signs of aging weather checking and or ozone cracking these show up as tiny cracks in the rubber surface on the sidewall of the tire If the cracks are less than 1 32 deep the tire is fine to run Between 1 32 and 2 32 the tire is suspect and should be examined by the MICHELIN deal
62. 296 1600 An Equal Opportunity Employer Copyright 2009 Michelin North America Inc All rights reserved The Michelin Man is a registered trademark owned by Michelin North America Inc MWL40732 05 09 CG J MICHELIN OAC A better way forward
63. 35 WIGEOS 226i t mene sone eo oeasees cceuetee EET EET 141 VMRS Code List Vehicle Maintenance Reporting Standards 2000 0 0 eee 132 133 W MO D e aa E E E E E 41 Weal P N eeraa a A A 53 55 CAEL N A earra r EENE E E E 54 CUPP WCA percebent cod puede TreaT A 54 Diagonal Weat sc risassitassusrun 60ceeeoucseneusereas 55 Flat Spotting Weal prrssr enea EE wane eae 55 Feee Roling Weale sstunceoddcantadgenceenwaaeseuvossax 53 ako aa e E E E E E E E E E 53 a E TE EE TE E ETT EEEE 142 Weight Class Vehicle 1 pCs c2c2062s acconeuwcdseoauie ane 12 14 Weights of Materials conucencdaraa esac issan dari anea niena 115 iE E e EEEE EET 9 22 23 65 126 129 136 138 Wheel Diameter occu euvekensea ese eececesnnnaaeeenee noes 31 Z AID DEH RUD MGs wt ecen enennc ernest 6occ nee ceaesewe ss 17 108 MICHELIN Truck Tire Service Manual To learn more please contact your MICHELIN Sales Representative or visit www michelintruck com To order more books please call Promotional Fulfillment Center 1 800 677 3322 Option 2 Monday through Friday 9 a m to 5 p m Eastern Time United States Michelin North America Inc One Parkway South Greenville SC e 29615 1 888 622 2306 Canada Michelin North America Canada Inc 3020 Avenue Jacques Bureau Laval Quebec H7P 6G2 1 888 871 4444 Mexico Industrias Michelin S A de C V Av 5 de febrero No 2113 A Fracc Industrial Benito Juarez 7 6120 Quer taro Qro Mexico 011 52 442
64. 39 Tire Deflection Free radius minus the loaded radius Minimum Dual Spacing The minimum allowable lateral distance from tire tread centerline to tire tread centerline in a dual wheel arrangement Tire Revolutions Per Mile Revolutions per mile for a tire size and tread is defined as the number of revolutions that the new tire will make in one mile Data is normally presented for the loaded tire at its rated load and inflation in the drive position Rolling circumference can be calculated from the revolutions per mile as follows 63 360 Tire Revs Mile The tire revolutions per mile can be determined by Rolling circumference in inches measuring using SAE J1025 or estimated by using a mathematical equation See Appendix under Tire Revolutions Per Mile Calculation Page 131 The accuracy of the tire revolutions per mile number is 1 Rims The approved preferred rims are designated for each size tire MICHELIN tires should only be mounted on the rims shown The rim shown first is the preferred rim Be sure to check rim manufacturer s specifications lt 2 Overall Width d 3 Nominal Wheel Diameter All the information required to determine the proper tire size is contained in the application specific data books A sample is shown below To select the proper tire size for a vehicle it is necessary to know the maximum axle wheel end loads that the tires will carry and the maximum continuous sp
65. 5 mph while the number of revolutions are counted Since speed minimally affects the results for radial tires other speeds are allowed Averaging four runs that are within 1 of each other then derives the Tire Revs Mile measurement Afterwards the results are double checked using shorter distances that are more easily obtained In addition to these the test tire is compared to a known baseline tire on a road wheel This latter method is very accurate and very repeatable when using a similar baseline tire with a known Tire Revs Mile The SAE procedure recognizes that within the test method itself there will be some variation In fact there are other factors that cause variation on Tire Revs Miles among similar tires Be aware that just because similar tires have the same overall diameter this does not necessarily mean that they will have the same Tire Revs Mile The SAE procedure determines the Tire Revs Mile to within 1 5 Some factors which cause variation among tires are e Load and Pressure A difference in Load Pressure could alter the Tire Revs Mile measurement by as much as 1 5 If pressure is constant going from an empty vehicle to a fully loaded vehicle can change the Tire Revs Mile by 1 to 1 5 e Treadwear The Tire Revs Mile varies from a new tire to a fully worn tire This can affect Tire Revs Mile by as much as 3 from the rated Tire Revs Mile e Tread Geometry The height and stiffness of the b
66. 7 MOUNTING TUBE TYPE TIRES 98 100 Mounting Tube Type Tires Using Manual Spreaders Mounting Tube Type Tires Using Automatic Spreaders Inflation of Tube Type Tires ee 4 2 MICHELIN OAC A better way forward 89 DEFINITIONS Diagonal bias or cross ply or conventional tires are made up of a number of textile cords set on a bias laid diagonally criss crossing one another Depending on the textile strength of the cord used rayon nylon polyester and the required size of the tire there could be from 6 to 20 plies in a bias ply carcass Without steel belts to stabilize the tread the sidewall and tread work as one unit resulting in distortion with deflection during each revolution This abrasive force creates scrub and generates heat prematurely aging the components and shortening the life of the tire The number of cross plies in a tire tends to stiffen its walls preventing sufficient flex under heavy load This causes lateral tread movement that impairs road grip and causes tread abrasion The heat generated also stretches the textile cords during the carcass life allowing the casing to grow and making it difficult to match new used and retreaded tires in dual configuration Aspect Ratio example 10 00 20 dash designates the diagonal bias or cross construction aspect ratio 100 Section height is the same as section width oS OS g TASS ELS OL SESS KLL SSSL LLZ LL C2
67. 78 nitrogen Increasing the nitrogen percentage to 100 with a nitrogen inflation system will not adversely affect the inner liner of the tires nor the performance of the tires under normal operating conditions While there are advantages for industrial and large off the road earthmover tires the advantage in commercial truck products is difficult to verify Moisture rather than oxygen is the bigger concern for casing degradation Using good equipment air compressor air lines and air dryer will reduce the moisture content of the air in the tire Moisture when present in the tire greatly accelerates the oxidation effects to the tire and rim The introduction of even a small amount of normal air will negate the advantage of the intended use of 100 nitrogen If a nitrogen system is to be utilized Michelin would recommend it be installed by trained personnel using appropriate equipment and safety guidelines Regular pressure maintenance remains critical and tire inflation check intervals should not be extended due to nitrogen use Section Three Extending Tire Life 37 SEALANTS FOREIGN MATTER IN TIRES TIRE INSPECTION Please check with Michelin prior to using sealants or While checking inflation pressures it is a good time to compounds in any MICHELIN tires that have sensors inspect your tires If you see any damage to your tires or in them They may adversely affect the performance of wheels rims see a MICHELIN Truck Tire deal
68. Gross Axle Manual Weight Rating Weight Rating Weight Rating Weight Rating TO OBTAIN INDIVIDUAL WHEEL POSITION WEIGHTS STEP 2a STEP 2b STEP 2c STEP 2d calculated ene aide Ibs Ibs _ ___ Ibs _ _ Ibs cale wWelg Step 2a Step 2b Step 2c Step 2d Right Duals 2b 2c Calculate Other Ibs Ibs zs Ibs _ Ibs Side Weight Step 1a 2a Step 1c 2b Step 1d 2c Left Duals 2d Ibs 7 Ibs _ Ibs Tire Load Ibs See Note 1 See Note 1 See Notes 1 amp 2 __sipsi _ _ psi psi Inflation See Note 1 See Note 1 See Note 1 1 From the tire manufacturer s load and inflation tables or the sidewall of the tires mounted on the vehicle 2 If vehicle has duals read dual capacity from tire and multiply by 2 to obtain dual assembly load capacity THE EFFECT OF TOWED VEHICLES OR TRAILERS If your RV is towing a vehicle you need to know the RV s GCWR Gross Combined Weight Rating the total actual loaded weight of the RV plus the total actual loaded weight of the towed vehicle Even though the GCWR has more to do with the design limits of the drivetrain engine transmission axle brakes and bearings the additional weight can also affect the tires and the RV s handling Also always remember to consider the tongue weight of the trailer and its effect on handling 76 Section Five MICHELIN RV Tires HOW
69. MAINTENANCE AND PLACEMENT Placement of the 5th wheel can be determined by the need to properly distribute the load over the drive tandems and the steer axle for legal loads It can also be placed to lengthen or shorten the overall length of the tractor trailer unit However with sliding 5th wheels many drivers place the 5th wheel to give the smoothest ride and easiest steering The placement and movement of the 5th wheel can change the tire loading substantially Causing tire overload or tire underload conditions Insufficient lubrication of the 5th wheel is a major cause of poor vehicle handling Distortion of the 5th wheel plate will cause a similar condition to lack of lubrication and dog tracking of the trailer A 5th wheel in the most rearward position combined with stiff front axle springs can cause the front tire to periodically unload leading to vehicle shimmy and irregular tire wear Vehicle manufacturers usually recommend a 5th wheel placement that results in payload transfer to the front axle Improper front axle load distribution can adversely affect braking and handling which can result in excessive tire wear Distortion of the 5th Wheel Proper Amount of Lubrication Insufficient Lubrication Section Three Extending Tire Life 59 SUSPENSIONS Forming the link between the truck and the tire the suspension system provides a very important contribution to tire performance The suspension must support the loa
70. MICHELIN X One Tires 6 7 REPAIR RECOMMENDATIONS Type of Repair Application Quantity Limits Size Limits i Spot Repair no body ply affected All Max 4 per bead seen tae ae mm 6 in es 7 R Bead Repairs in distance between repairs 75 mm 3 in rubber damage only Severe Service No limit L 2mmxW 50 mm 1 16 in x 2 in bead toe repair only Min distance between repairs 75 mm 3 in Bead Repairs All Wieder bead L 25mmxW 55mm 1 in x 2 in chafer strip p Min distance between repairs 75 mm 3 in If blister diameter is less than 5 mm 3 16 in leave intact repair between 5 mm 3 16 in Liner Repairs All No limit and 20 mm 3 4 in If blister diameter is more than 20 mm 3 4 in reject casing Max diameter 40 mm 1 6 in Buzzouts Long Haul P amp D Max ka pEr tine Max surface 1600 mm2 2 5 in protector ply and 3rd working ply Max diameter 40 mm 1 6 in Severe Service Max 60 per tire Max surface 1600 mm 25 n3 i Max diameter 30 mm 1 2 in Buzzouts sng neh Wee Max aperte Max surface 900 mm 1 4 in 2nd working ply Infinicoil Max diameter 30 mm 1 2 in PERS CAG SIS ULL Max surface 900 mm2 17 4 in2 Nail Hole Repairs Max 5 per tire Max diameter 10 mm 0 4 in Crown Max diameter 25 mm 1 0 in Section Repairs All Max 2 per tire Sidewall L70 mm x W 25mm 2 8 in x 1 0 in L90 mm x W 20 mm 3 8 in x 0 8 in L120 mm xW 15mm 4 7 in x 0 6 in NOTE Total combined Nail Hole Repairs
71. MICHELIN XDA5 Drive Tire Siping Technologies Ackermann Plus ATTACC PLUS Pre Trip Inspection Run Flat Run Flat Fundamentals of Tire Wear Proper Mounting Techniques Using Runout amp Match Mounting How a Tire is Built T 45 Tire Irons Scrap Tire Analysis Infini Coil Technology Rapid Air Loss Truck The Critical Troubleshooting Vibrations Introduction to Michelin Factor ecreallonadl Vehicle Reierence Tool CD 3 4582 4ue8s bee Gawnecnbanenchesseeduees EEEE EET Mwv43111 TIA Tramine Videos DVD 6054000600 cdsavin ddd eaeeiecesieeeed karni aniei dei neenseisacewaeetastuatens MWV43668 Commercial Road Service Tubeless Radial Truck Tire Safety Wheel End Maintenance Videos VHS English Fran ais Espa ol Critical Fact r Sch ol Bus VIGGO 4 oc ac5 2u04ceGceeh tase bb agneeeonadeeadeausteeens A a a A E EE a A a a a MWV42336 CiliCal Pactor TUCK VWIGeO panien EaR ee te cen dg e TRA ed wht ance E E aw abe en wee Sarees MWV41415 Critical Factor Loop For Truckstops 4 4 05 awa 44 boa bedea aos ERENS ho weber He eR Eade Chee ERREAREN MWV41488 Pigper New bie Mounting Video English sccucaseesees esecoe tac aeis oeecus domes GEE tas none oa EA MWV42433 Proper New Tire Mounting Video Spanish lt 2c1c lt 40552e50unsebsiadetbeseuenseeitescesoesnt seadaeereaesas MWP42862 Radial Runout and Match Mounting Vide T 2cctsasestocebuecetuse ceeaveotuases Coe DE ESEE AE MWV41721 Troubleshooting Vibration Vid
72. Materials 115 Conversion Table Standard Metric Degrees 117 Eee oA o EOT TETEE E ETETE EE 116 Load Range PI RAUDE 222eneeceeremenesnceooees ane 114 Pressure Unit CONVEYS essere 0 2duaaidens des ceseaws 114 Speed SymDal net ccwadeeeewrGeseaeeceane enn naiara 117 Units OF MCASUIGIMCNL srrsrersirrrscpre tuth EEF PE 114 GCW Gross Combination Weight 0 e eee eee 13 GCWR Gross Combined Weight Rating 74 76 GVW Gross Vehicle Weight oc20 224s60c0teeeeceeeess 12 14 74 GVWR Gross Vehicle Weight Rating 73 75 H Hub Piloted Disc Wheels ccccccereteceenetiastiewssecana 126 l In Service Alignment Recommendations 49 MSD ECUONG 24 45 0240 d Eneak EEEE E lens 17 38 49 112 iata UE o sa anweacaatneese gees apeneceun E aendee 30 Inflation Pressure 3p24 s5 ta00denuawes 27 36 37 64 100 124 L Ler L a aaa EREE EE 32 LOCC ATIVE ET PEE A EE A EE E E T 116 Load per Inch Width LAW is ecsncewse lt ne doense sei oar eesass 4 Load Rangel Ply Rating lt 3242h0cets600ceeumtass ane rren 114 Load d Radili cx eviwinatancineede cori weaenaaconeewesas 6 7 Loads PerA E an cecaddanseatersnousesaeudseadedessuaaeeaas 8 HEL oyu e a ti P E E E AAO E E EE E T eee ee re 22 95 M Maintaining the TiC erssrsrrsoudcereessi neoin tiree aucees 36 45 Mamtaimng ithe VeDiClE s saseeecsrirr rteka ALENEN ERENS 46 62 Material Weights 2tan lt cinsencuntee e
73. Misalignment Toe Wear Free Rolling Wear Camber Wear Cupping Wear Flat Spotting Wear Diagonal Wear Braking Systems and Issues Summary of Tire Issues Due to Brakes Brake Heat Overview Fifth Wheel Maintenance and Placement Suspensions Air Suspension Systems Quick Checks for Trailer System Faults Quick Checks for Front Suspension Faults Quick Checks for Rear Suspension Faults Section Four MICHELIN X One Tires 63 70 MICHELIN X One Tire Air Pressure Maintenance Practices Equivalent MICHELIN X One Tire Sizes Wheels Axle Track Width Vehicle Track MICHELIN X One Tire Mounting Instructions MICHELIN X One Tire Retread and Repair Repair Recommendations Retread Recommendations Chains Gear Ratio Footprint Comparisons to Dual Tire Fitments Section Five MICHELIN RV Tires occ ccccccscsssteessstesssseessseeenen 71 82 GENERAL INFORMATION ABOUT MICHELIN RV TIRES 72 73 Service Life for RV Motorhome Tires The Importance of Tire Pressure Air Pressure Requirement When to Check the RV Tires Air Pressure Determining the RV s Correct Weight HOW TO WEIGH THE RECREATIONAL VEHICLE 74 77 How to Weigh the RV Weighing the Single Axle Recreational Vehicle Weighing the Tandem Axle Recreational Vehicle The Effect of Towed Vehicles or Trailers How to Use the Actual RV Weight Information with the Tire Data Load Chart Using Blocks to Level Motorhomes and RVs Equipped with
74. NALYSIS 124 SIX CRITICAL FUNDAMENTALS THAT COST MONEY 124 FUELSAVINGS 0 000048 125 Mee WHEEL TYPE 2266450025565 baaadeondad 126 128 TORQUE SPECIFICATIONS 128 129 MOUNTING PROCEDURES FOR 16 00R20 AND 24R21 130 TIRE REVOLUTIONS PER MILE CALCULATION 131 OUT OF SERVICE CONDITIONS 132 133 A RUNOUT AND VIBRATION DIAGNOSIS 134 135 SERVICING MULTI PIECE amp SINGLE PIECE RIM WHEELS OSHA 1910 177 136 138 REGROOVING 0048 139 140 E e SS MICHELIN A better way forward 113 Swe as UNITS OF MEASUREMENT PRESSURE UNIT CONVERSION TABLE Quantity S l Units Other Units 1 inch 0 0254 m or 25 4 mm Length een 1 mile 1609 m 1 609 km 1 kilometer 0 621 mile kg 1 pound Ib 0 4536 kg kilogram 1 kilogram kg 2 205 Ibs 1 bar 100 kPa Pese 1 psi 6 895 kPa ae 1 pound per square inch 1 kg cm2 98 066 kPa 1 kilometer per hour kph m s 0 27778 m s Speed meter per second 1 mile per hour mph 0 4470 m s or 1 60935 kph Non S l unit to be retained for use in specialized fields Ib in2 kg cm2 e a a wo fs fe of se a a 0 asf fae oe a u LOAD RANGE PLY RATING Values in psi and kg cm2 rounded to the nearest practical unit 114 Section Nine Appendix APPROXIMATE WEIGHT OF MATERIALS Most material
75. OUNTED 2 TIRE AND RIM LUBRICATION It is essential that an approved tire mounting lubricant be used Preferred materials for use as bead lubricants are vegetable based and mixed with proper water ratios per manufacturer s instructions Never use antifreeze silicones or petroleum base lubricants as this will damage the rubber Lubricants not mixed to the manufacturer s specifications may have a harmful effect on the tire and wheel The lubricant serves the following three purposes e Helps minimize the possibility of damage to the tire beads from the mounting tools e Helps ease the insertion of the tire onto the rim by lubricating all contacting surfaces e Assists proper bead seating tire rim centering and helps to prevent eccentric mountings The MICHELIN product Tiger Grease 80 MSPN 25817 is specifically formulated for commercial truck tire mounting It can be obtained through any authorized MICHELIN Truck Tire dealer or by contacting MICHELIN Consumer Care 1 888 622 2306 Apply a clean lubricant to all portions of the tire bead area and the exposed portion of the flap using sufficient but sparing quantities of lubricant Also lubricate the entire rim surface Avoid using excessive amounts of lubricant which can become trapped between the tire and tube and can result in tube damage and rapid air loss CAUTION It is important that tire lubricant be clean and free of dirt sand metal shavings or other hard part
76. PE TIRES 1 00 98 100 Mounting Tube Type Tires Using Manual Spreaders Mounting Tube Type Tires Using Automatic Spreaders Inflation of Tube Type Tires Section Eight Tire Damage esccssssesssssssssssssssssssesssssssneeesssssseeeeessns 101 112 EFFECT AND CAUSES iio icciniaccnvorotedesatdismbnantiadenaabbyntvesdanteateastehamsentas 101 RUN FLAF ips ceenocttercsceewenscxmosnacantud NE A N 102 103 AIR INFILTRATION 0 0000 0 000 c eee neeeeeeeeeeeeeeeeeeneeeeas 104 105 PINCH SHOCK oriniai a RE S 106 MINIMUM DUAL SPACING aaaaaaaaaaanaaanaannna nerra ee ee rennir eerren 106 IMPACT DAMAGE 0000 0 0 c cece cece ee een eeeeeeeeeeeaeeeeeae ey 107 FATIGUE RELATED DAMAGE 000 000 cece eee c eee cette es 108 BEAD DAMAGE sissies csisscccssanssscnsccdeaennsasuins siniwonens siwtwiiivpiieansdeduanesietaes bes 109 ADDITIONAL CAUSES REPAIRS AND RETREADING CONDITIONS 0 00 eee 110 111 SCRAP INSPECTION FORM 0 0 0 ccc ccceecc ee nee eee e eects eeeeeenn ey 112 Section Nine Appen W cuccapinsa naaa 113 142 GENERAL INFORMATION erren 114 117 Units of Measurement Pressure Unit Conversion Table Load Range Ply Rating Approximate Weight of Materials Load Index Conversion Table Standard Metric Degrees Speed Symbol ALIGNMENT FIELD METHOD ATTACC 08 118 119 RUNOUT TOLERANCES n 120 121 Front End Alignment Axle Alignment CASING MANAGEMENT
77. Placement maximum allowable difference in tread depth is 4 32 Failure to properly match dual tires will result in the tire with the larger diameter carrying a disproportionate share of the load Mismatched duals can lead to rapid wear uneven wear and possible casing failure Tandem drive axle vehicles without an inter axle differential or when it is locked out necessitate that tires are closely matched The inter axle differential is a gear device dividing power equally between axles and compensating for such things as unequal tire diameters the effect of front and rear suspensions torque rod positioning and the like on the working angles of the universal joints Normally in the unlock position this provides minimized wear and tear on tires and the drivetrain Tandem drive rear axles twin screw require that the average tire circumference on one axle be within 1 4 of the average tire diameter on the other axle to prevent damage to the drive differentials resulting from different revolutions per mile on the drive axles Since any one tire of the size used with these axles may lose as much as 2 5 in diameter due to normal wear and still be serviceable it is readily seen that a wide difference in tire circumference may exist Equal tire inflation between adjacent duals at the pressures recommended by the tire manufacturer should be maintained IMPORTANT Check to ensure that you know which mounting system you are working with a
78. TIONS The choice of tire type depends upon the application and wheel position No matter what your application may be Michelin has a tire specifically designed for you These applications include the following Long Haul A The Long Haul application is made up of businesses operating primarily in common carrier and lease rental vocations Vehicle annual mileage 80 000 miles to 200 000 miles Regional E The Regional application is made up of businesses such as public utilities government federal state and local food distribution process manufacturing process petroleum and schools operating within a 300 mile radius Vehicle annual mileage 30 000 miles to 80 000 miles Urban U Urban applications are very short mileage with a high percentage of stop and go Primary users are in retail wholesale delivery sanitation and bus fleets Vehicle annual mileage 20 000 miles to 60 000 miles On Off Road Y On Off Road tires are designed to provide the durability and performance necessary in highly aggressive operating conditions at limited speeds Vocations such as construction mining and refuse use these highly specialized tires Vehicle annual mileage 10 000 miles to 70 000 miles Section One Tire Selection Recreational Vehicle Tire Application Special Tire Applications On Off Road L e Drive amp Steer e Fork Lift Utility Vehicles e Indoor Outdoor Applications Commercia
79. Toc Om On Tas chee sdarenaituecdodreewidaeonsane as 49 TON i oee ea a r ENa e 23 128 129 Torgue Chart ssssrscirkeserksrddsp k Eiro nr SI AEn niS 128 129 Tread Depth Measurements v 04 s020a0seeeeesaudcedeue dear 40 Tread DESICS ee ee ee oe eee EEA 3 5 8 Tread Pattern Designations 1s c lt nssaraceceeeoiaandenswne 2 3 TIO DIESHOOMNG 2256626002 ceteces cecesendet haces sees 60 62 Truck Tire Size Markings eon ota etener at ene eacceor oie sacs 6 91 jolo AD oo PE E P E E E E 90 93 T peless VCs coeecacs ctu codeaseae ieke ERRA AARETE 15 29 MOUMIING E E T E 18 19 23 28 Demouniine seios iniaa er RE EER 28 29 aaia a P E TE T ETET 27 36 37 64 Tabe IPELC eertse enea E ETEEN EN A 89 100 Automatic SPTCACE 2 i nic 0 0d beeen bed tb00duareeeedees 100 Demoun nE sperie setir En Ep oe eesase 96 97 DAAU E E a E E E E E sseresasees 100 Manual Spread a c 0c0eedeeuawn cannes rex GERNER EERE 100 Mounino se rae eine orea oe eee a a eed 98 100 U Undenmiailoi e sesanan eae N EREE Ea 37 Oa iann a E E EE E E E 67 Units oi WCAGUTCINCUT sap scecedar sane e oe cecue EnaA EEA 114 Urban Tire Application srie acededeher dere Cherennct eeamends 3 V Valve System Cap Core and Stems 45 27 30 Vehicle Alignment e areceri sniene csiseinnek kitose inia 46 52 VOINICIO TAG ce cine denwnce nes ate wus ETE AEON 65 Vehicle Types Weight Class 0 cece ee eens 12 14 Vibration Diagnosis oc saccacce ene tannseeetacdaneasy 81 134 1
80. Turn the assembly over 7 ai rg z r a For three piece rims wheels remove the lock ring by pushing the side rings and the tire bead down Insert the tapered end of the rim tool into the notch near the split in the lock ring push the tool downward and pry the lock ring outward to remove the gutter from the base Use the hooked end of the rim tool progressively around the tire to complete the removal then lift off the side ring Section Seven Diagonal Bias or Cross Ply and Tube Type 97 MOUNTING TUBE TYPE TIRE He Insert the proper size MICHELIN tube into the tire Insert the waive EEN ie flap valve oles and partially inflate 3 psi to round out the tube Make sure the reinforced patch that is directly with larger sizes it may be necessary to use bead over the flap valve hole is facing outwards Then insert spreaders see below for mounting instructions the remainder of the flap into the tire Check the flap wings to ensure against folding a Inflate the tube until the flap i is secured against the This is easily accomplished by placing your hand tire wall and the beads start to spread apart into one tire side then the other and then running your making sure hand along the entire flap wing 98 Section Seven Diagonal Bias or Cross Ply and Tube Type 4 j Ry Apply a proper tire lubricant to both beads exposed flap and fully to the rim Make sure that excess lubric
81. Wire DL 1303 Delamination LB 1304 Lug Base Cracking CC 1305 Chipping Flaking Chunking Tread DR 1306 Stone Drilling RD 1307 Regrooving Damage DD 1308 Dynamometer Type Damage EX 1309 Excessive Wear RT 1310 Rib Tearing 132 Section Nine Appendix Code Alpha Crown Area continues DG GC SD ED PO TN BL BE TS RE TR TE BP MP SF WL MT IT TC OT SH BT Tire Interior LP FO PS MD OL LS LC PC TI PG Code Numeric 1311 1312 1313 1314 1315 1316 1317 1318 1319 1320 1321 1322 1323 1324 1325 1326 1327 1328 1329 1330 1331 1332 1401 1402 1403 1401 1405 1406 1407 1408 1409 1410 Description Defense Groove Tearing Groove Cracking Spin Damage Electrical Discharge Tread Surface Porosity Tread Non fill Belt Lift Separation Belt Separation Repair Related Tread Lift Separation Retread Separation Retread Separation Repair Related Retread Edge Lifting Bond Line Porosity Missed Puncture Skive Failure Wing Lift Misaligned Tread Improper Tread Width Tread Chunking at Splice Open Tread Splice Short Tread Splice Buckled Tread Inner Liner Split at Puncture Foreign Object Inner Liner Damage Pinch Shock Tearing Mount Demount Damage Open Inner Liner Splice Inner Liner Bubbles Blisters Separations Inner Liner Cracking Pulled Loose Cords Thin Inner Liner Ply Gap Improper Failed Repairs BA OW BZ RB WR IR IA BR IS BI IP UN RC FL RU 1501 1502
82. aa a 3 3 7 N gt PF d i gt z A E is Introduction WARNING Read this manual carefully it is important for the SAFE operation and servicing of your tires Michelin is dedicated and committed to the promotion of Safe Practices in the care and handling of all tires This manual is in full compliance with the Occupational Safety and Health Administration OSHA Standard 1910 177 relative to the handling of single and multi piece rims and wheels The purpose of this manual is to provide the MICHELIN Truck Tire customer with useful information to help obtain maximum performance at minimum cost per mile Michelin radial tires are a significant investment and should be managed properly This manual is a collection of best practices that will assist fleets to increase their tire knowledge The manual covers the full life cycle of the tire selection vehicle characteristics that affect per formance maintenance and tire life extension through repair and retreading For complete tire specifications refer to the MICHELIN Truck Tire Data Book contact your local MICHELIN Representative or refer to the MICHELIN website www michelintruck com May 2009 Edition le SH 2 MICHELIN A better way forward CS ae MICHELIN tires and tubes are subject to a continuous development program Michelin North America Inc reserves the right to change product specifications at
83. actor Publications Data Books BFGoodrich Commercial Truck Tires Data Book 6 05c0cacs60a43 otae cows ent ee sss seas weeewe bas dows sane BWL42029 MICHELIN eric tera Dre Data BOOK nasa cose toss seers aca veceuns EENEI bewee couse ceeds A MUT41305 MICHELIN Data Book Passenger Tire and Light Truck Tire lt 20 clasceciesdadseucestoucssasutewndean beces MDL41780 MICHELIN Earthmover and Industrial Data Book cs 2s2severseesasectacesessvesvates teaseseeacehaceseeed MEL40017 MICHELIN Truck Tire Data Book RV Tires Commercial Light Truck Tires Truck Tires and Retreads MWL40731 Publications References Crow sidewall Repair Template 9 4 odns ae dts hans boa des 6 Rawr enane ae eA Ree ene EEE Rew eb EEEN A RAS MWT40192 MICHELIN Truck Tire Nail Hole Repair Procedures cccc cen diend desu n ew eee esau bees bus baewavecaees MWT40163 MICHELIN Earthmover and Industrial Tire Reference Brochure 2240 ss0 lt 0s0s 64 e0eou seeoas de seasaceasies MEL41736 MICHELIN RV TITOS tgua we dace est bo hod oh onto Seesaw oes Serb hed othe be teu teurse cou cease hoon asdunecetoes MWL143 146 MICHELIN X One Tr ck Tire Service Manual ci02 n0ssdaeeeransacn ch meii EDE gee E a one a i E i a MWL43101 Tubeless Bead Seal TBS Installation Guide snnnnsssunnssnrnnssennnsrernnrrernnrerrrnsreenerr e MEL41298 Publications Warranties Agricultural Tires Limited Manufacturer s Warranty MICHELIN KLEBER 00
84. ailure of Repair Open Splice Joint EFFECT Improper Incomplete Repair CAUSE Internal Sidewall Damage from Penetrating Object Not Repaired a Improper Repair Bias Ply Patch In a Radial Tire Bridged Repair Rupture Split or Cracking of the Note Also the Misalignment Repair Material Section Eight Tire Damage 111 EXAMPLE Fleet Date se mw e DEDE e fee o Pe Pe gt gt RETREAD INFO CONDITIONS WK YR EFFECT CAUSE COMMENT a So CONDITIONS EFFECT CAUSE COMMENT WY N u leles 275 80R22 5 08 32 275 80R22 5 XDN2 MX 07 32 Fleet Date MFR DOT TREAD PL YR DEPTH RETREAD INFO WK YR Tire Condition Index Effect and Cause RF Run flat ZP Circumferential Fatigue Rupture Zipper AIF Air Infiltration SP Sidewall Penetration PS Pinch Shock SI Sidewall Separation Damage Induced IM Impact CD Bead Damage From Curbing FAT Fatigue IR Improper Nail Hole Repair BD Bead Damage Reference Code Key 21 Vehicle Maintenance Reporting Standards VMRS 2000 112 Section Eight Tire Damage GENERAL INFORMATION 114 117 ALIGNMENT FIELD METHOD ATTACC 118 119 PUBLICATIONS VIDEOS AND WEBSITES 141 142 INDE oo bg beh es a ke RAR eee es 143 144 RUNOUT TOLERANCES 120 121 CASING MANAGEMENT 122 123 COLD CLIMATE PRESSURE CORRECTION DATA 123 COSTA
85. air Only qualified and trained personnel should do tire repairs The goal is to return the repaired tire to service and provide the customer with a sound and safe product Repair products and materials used should be from the same manufacturer to ensure compatibility in the curing process Warning A Always demount the tire from the wheel and complete a thorough tire and wheel inspection prior to returning the components to service WARNING Check the tire for signs of underinflation run flat and other damages such as bulges bead damage bad repairs anything that would require the tire to be inspected by a professional retread and repair facility Never inflate a tire that has signs of heat damage or with indications of running underinflated Remember if there are any concerns or questions regarding the safety and integrity of the tire err on the side of caution and forward the tire to a professional retread and repair facility Always follow correct procedures when demounting and mounting tires and wheels When inflating an assembly after a repair be sure to follow all procedures outlined by the tire and wheel industry Inspect sidewall area for any signs of zipper damage such as bulges and listen for popping sounds If any of these are present deflate the tire immediately by disconnecting the air line at the quick connect deflate completely then remove from the cage restraining device and scrap the tire Safe
86. al out of service causes Proper OSHA regulations must be followed when putting any tire rim back in service After the tire has been inflated to 20 psi in a safety cage it should undergo another sidewall inspection for distortions undulations or popping noises indicating a breaking of the steel cords If this is the case immediately fully deflate and scrap the tire If no damage is detected continue to inflate to the maximum air pressure marked on the sidewall Do not exceed the maximum inflation pressure for the rim or wheel Any tire suspected of having been run underinflated and or overloaded must remain in the safety cage be inflated to 20 psi OVER maximum air pressure marked on the sidewall and then be inspected Sam Dual Cage MICHELIN X One Tire Cage om P id iia Be sure to reduce pressure to regular operating pressure before placing back in service if the tire has been deemed serviceable Section Two Mounting the Tire 17 In order for a tire to perform properly it must be mounted on the correct size rim or wheel The following are general instructions for mounting and demounting MICHELIN tubeless tires including the MICHELIN X One tires Specifics for 19 5 wheels are detailed in the Mounting Tubeless Tire section Page 23 For additional detailed instructions on mounting and demounting truck tires on particular types of rims and wheels refer to the instructions of the rim and wheel manufac
87. aligned wear In the diagram below the position of the rear axle of the vehicle has been altered because of a weakened left side spring so that the rear axle on the left side is further from the front axle than the rear axle on the right side In this illustration of a 4x2 configuration the angle of the rear axle causes its wheels to point to the left side so that the rear end of the vehicle is in fact self steered in that direction The vehicle would then steer itself to the right unless the driver takes corrective action If the driver wishes to travel straight ahead he will naturally compensate by turning his steering wheel This action introduces a turning moment as if the vehicle were making a turn although it is moving ina straight line due to the toe like posture of the front wheels It is more difficult to identify this concept with additional drive axles and the placement of movable 5th wheels For this reason the onset of misalignment wear patterns on the front tires may be apparent even though the lateral forces may be slight and the front wheel alignment settings may be correct D Inside Vehicle Pulls to Right Section Three Extending Tire Life 51 HOW TO CHECK AXLE PARALLELISM AND TRACKING With the vehicle on a flat surface and with the suspension in a relaxed position select two points on the front and rear axles These two points on each axle must be equal distance from the chassis center e g at the point
88. ans of a hammer 2 Deflate the tire by removing the air line This is to allow the tube to relax thus eliminating any wrinkles or uneven stretching that may have occurred during primary inflation 3 With the valve core still removed place the dual and wheel assembly into an approved safety cage or other approved restraining device meeting OSHA Occupational Safety and Health Administration standards and reinflate the tire to the pressure shown on the sidewall in order to ensure proper bead seating Then adjust the tire to the proper operating pressure Never stand over a tire or in front of a tire when inflating Always use a clip on valve chuck with an in line valve with a pressure gauge or a presettable regulator and a sufficient length of hose between the clip on chuck and in line valve if one is used to allow the employee to stand outside the trajectory path when inflating RMA Rubber Manufacturers Association requires that all steel sidewall radial tires are inflated without a valve core 4 Reinspect the assembly for proper positioning and seating of all components 5 Check for leaks and install a suitable valve cap EFFECT amp CAUSE All scrap tire failures are cause and effect related In the majority of the situations it is the effect that we first see when we look at the tire damage However tire condition effects may have many causes Often a pattern can be found that may point to changes needed to
89. ant does not run down into the tire e h Zz ce walk ring KE _ gt up Place tire tube and flap on the rim taking care to center the valve in the slot Two Piece Rims For two piece rims place the side ring on the rim base so that the ring split is opposite the valve stem by placing the leading end end without the notch of the ring into the groove in the rim and progressively walk the side ring into place Ensure the ring is fully seated in the gutter Three Piece Rims For three piece rims place the side ring on the rim base and stand on the ring to position it below the gutter rim base Snap the leading end end without the notch of the lock ring into the gutter of the rim base and progressively walk the lock ring into place Ensure the ring is fully seated in the gutter Section Seven Diagonal Bias or Cross Ply and Tube Type 99 MOUNTING OF TUBE TYPE TIRES USING MANUAL SPREADERS 1 Follow Steps 1 through 3 of the Mounting of Tube Type Tires However before inserting the flap into the tire position two bead spreaders in the following manner a Place the first at a 90 angle to the valve Flap is positioned between the spreader and the tube b Place the second directly opposite the first c Spread the beads and insert the flap d Close the beads remove spreaders 2 Follow Steps 4 through 8 of the Mounting of Tube Type Tires MOUNTING OF TUBE TYPE TIRES USING
90. ar wear on average is associated with a 12 loss of tread life or 15 to 36 It is also not uncommon for irregular wear to cause a loss of up to 50 of usable tread resulting in a much higher cost Tires are a major component in the operating efficiency of the vehicle as a result of their rolling resistance Rolling resistance is defined as how much effort it takes to roll a tire with a given load and air pressure This tire rolling resistance is approximately 1 3 of the total vehicle resistance in 6x4 and 6x2 applications and as such a change of 3 in rolling resistance equals a 1 change in fuel consumption Wind resistance and drive line friction account for the balance of the resistance The MICHELIN tires with Advanced Technology compound are built to maximize energy conservation And the MICHELIN X One tire in drive and trailer positions can even provide an increase over these Advanced Technology tires A change in rubber compound can provide a large reduction in rolling resistance although it is unacceptable to sacrifice durability and wet traction to achieve this result The Advanced Technology compound is a sophisticated mix of tread design complex rubber chemistry and advanced casing design all used while maintaining mileage wet traction and durability As fuel costs continue to increase fuel expenditures become even more critical than tire expenditures The ratio of fuel to tire costs will range from 8 1
91. at it will need to be replaced due to the service related evolution or other conditions found upon inspection or detected during use While most tires will need replacement before they achieve 10 years it is recommended that any tires in service 10 years or more from the date of manufacture including spare tires be replaced with new tires as a simple precaution even if such tires appear serviceable and even if they have not reached the legal wear limit For tires that were on an original equipment vehicle i e acquired by the consumer on a new vehicle follow the vehicle manufacturer s tire replacement recommendations when specified but not to exceed 10 years 72 Section Five MICHELIN RV Tires ABOUT MICHELIN RV TIRES The date when a tire was manufactured is located on the sidewall of each tire RV owners should locate the Department of Transportation or DOT code on the tire that begins with DOT and ends with the week and year of manufacture For example a DOT code ending with 0304 indicates a tire made in the 3rd week Jan of 2004 Optional Code Manufacture Tire Size Date Plant MICHELIN THE IMPORTANCE OF TIRE PRESSURE The most important factor in maintaining the life of MICHELIN RV tires is making sure they are always properly inflated Incorrect air pressure for the weight of the vehicle is dangerous and could cause things like premature wear tire damage or a harsher ride An underinflated or over
92. ays check the spare wheel rack to see that the tire will fit Ensure that location is not in proximity to engine exhaust 8 LEGAL LIMITS Most states and provinces in North America have legal limits for vehicle carrying capacities overall vehicle dimensions and minimum ground clearances Each of these factors must be taken into consideration Check with local jurisdictions MEASURING TIRES IN DUAL ASSEMBLY If drive and trailer tires are of equal tread depth and have equal inflation pressure the inner tire in the dual assembly is subjected to more deflection as it is under a heavier load and is affected by the condition of the road on which it operates This result of road slope Interstate System and primary roads or road crown secondary roads on the inner tire is more grip than the outer tire achieves Thus the inner tire dictates the revolutions per mile of the assembly resulting in the outer tire having more rapid tread wear Measuring the circumferences of the tires with an endless tape after they are on the rims and inflated but before they are applied to a vehicle is the most accurate method The endless tape as the name signifies is a tape made of one half inch bending steel one end of which passes through a slot at the other end of the tape and forms a loop Measuring in this manner takes into account any irregularities in wear Measuring with Endless Tape In checking tires already on a vehicle the follow
93. be positive 1 mm so that the tires will run in a straight line under a dynamic loaded condition Recommended toe setting is 1 16 1 5 mm 6 If checking for camber with wheels straight ahead drop a plumb line off the front fender over the tire assembly center and measure the distance using millimeters between the string and rim flange at the top and bottom Divide your difference by 10 to convert millimeters to degrees Use the paint can to extend out from the fender if necessary Repeat the procedure on the other steer position Consider any floor slope mismatched air pressures or mismatched tread depths Rear of Vehicle 1 Measure for drive axle offset by measuring at each drive axle wheel position from the inner wheel flange to the inside of the frame rail tolerance 3 16 or 5 mm side to side 2 Check ride height by measuring the distance from the lower part of the frame rail to the bottom of the air spring bag housing Verify manufacturer s recommendation for vehicle type ATTACC PLUS WORKSHEET Front Tandem Axle Skew Front Tandem Axle Skew Drive Axle Offset Steer Offset Drive Axle Offset Steer Offset 3 Measure for tandem axle skew by measuring between the rim flanges Kneel between the outside of the tires Hook the metric tape measure at hub height on one and by using a swinging arc on the other determine the shortest distance between them Take a similar measurement on the other side of
94. be sold offered for sale or introduced for sale or delivered for introduction into interstate commerce only if it conforms to each of the following requirements i The tire being regrooved shall be a regroovable tire ii After regrooving cord material below the grooves shall have a protective covering of tread material at least 3 32 inch thick iii After regrooving the new grooves generated into the tread material and any residual original molded tread groove which is at or below the new regrooved depth shall have a minimum of 90 linear inches of tread edges per linear foot of the circumference iv After regrooving the new groove width generated into the tread material shall be a minimum of 3 16 inch and a maximum of 5 16 inch v After regrooving all new grooves cut into the tread shall provide unobstructed fluid escape passages and vi After regrooving the tire shall not contain any of the following defects as determined by a visual examination of the tire either mounted on the rim or dismounted whichever is applicable 140 Section Nine Appendix A Cracking which extends to the fabric B Groove cracks or wear extending to the fabric or C Evidence of ply tread or sidewall separation vii If the tire is siped by cutting the tread surface without removing rubber the tire cord material shall not be damaged as a result of the siping process and no sipe shall be deeper than the original or retread groove
95. ble rim width of 14 5 inches is required The beads of the casing should be lubricated with a fast drying non petroleum based tire lubricant Buffing should not start before casing reaches target pressure in the expandable rim as defined by your retread process manufacturer Recommended minimum inflation pressure is 1 2 bars or 18 psi Recommended tread width ranges are given below and may vary depending on the type and condition of the MICHELIN X One casing The MICHELIN X One casing s finished buffed measured width should follow the same standards as other casings no more than 2 mm less than the tread width and no more than 8 mm more than tread width After Buff Inspection If after buffing multiple circumferential cracks or splits remain in one or both shoulders of the tire in the vicinity of the outside tread groove Picture 1 the casing should be rejected This should not be confused with a 360 degree product interface line that sometimes is visible after buff Picture 2 If this line is visible it should be probed and if found to be loose material the casing should be rejected If it is tight continue the retread process Picture 2 Tread Builder Expandable rim width of 14 5 inches is required Buffing on a more narrow rim can result in excess undertread remaining in the shoulder increasing the operating belt edge temperature Tread building should not begin until tire pressure has reached the target inflatio
96. by the manufacturer to seat the tire bead firmly against the rim flange 11 No heat shall be applied to a single piece wheel 12 Cracked broken bent or otherwise damaged wheels shall not be reworked welded brazed or otherwise heated Reprints of the charts are available through the Occupational Safety and Health Administration OSHA Area and Regional Offices The address and telephone number of the nearest OSHA office can be obtained by looking in the local telephone directory under U S Government U S Department of Labor Occupational Safety and Health Administration Single copies are available without charge Individuals establishments and other organizations desiring single or multiple copies of these charts may order them from the OSHA Publications Office U S Department of Labor Room N 3101 Washington DC 20210 Telephone 202 219 4667 49 FR 4350 Feb 3 1984 as amended at 52 FR 36026 Sept 25 1987 53 FR 34737 Sept 8 1988 61 FR 9239 Mar 7 1996 Only MICHELIN truck tires that are marked REGROOVABLE on the sidewall may be regrooved After regrooving you must have at least 3 32 of under tread covering the top ply If steel is exposed the tire must be scrapped or retreaded In addition some tread designs will have a regrooving depth indicator as shown below Do not regroove below the depth of the indicator Regrooving depth indicators are holes of 4 mm depth situated on the treadwear indicator
97. cations 4 tires Due to the effects of load certifying compliance with the Industry Standard for distribution and road inclination the four tires in dual Retreading The first 2 characters on an original tire code may not equally share the axle load Therefore to protect indicate the factory that manufactured the tire while the the tire carrying the largest share of the load the capacity first 4 letters on a retread indicate the dealer who for duals is not twice the capacity for a single formation manufactured the retread Production dates are but is usually between 5 and 13 less depending on tire indicated by the last 3 or 4 digits of this marking Tires size Ensure that the air pressure between the dual tires made or retreaded prior to the year 2000 used 3 digits and or tires on the same axle does not differ by more the first two numbers indicating the week and the last than 5 psi Also ensure tires run in dual are within one indicating the year of production followed by a solid 1 4 inch diameter to help achieve equal loading triangle to indicate the 1990 s Tires made or retreaded All trucks should be weighed fully loaded on a scale not to exceed the GAWR Gross Axle Weight Rating Each axle front and rear must be weighed separately Actual gross axle weights should be compared with the load and inflation tables to determine the inflation pressure required The load carried by each individual front axle tire should be noted Due
98. ces Using a Spiral Cement Tool cement the injury from the inside of the tire with Chemical Vulcanizing Fluid Turn the tool in a clockwise direction both into and out of the tire This step should be repeated 3 to 5 times Leave the tool in the injury as you go to the next step 4 Prepare the injury with the proper size carbide cutter on a low rpm drill max 1200 rpm Following the direction of the injury drill from the inside out Repeat this process three times Repeat this procedure from the outside of the tire to ensure damaged steel and rubber are removed be careful when drilling you do not want to make the injury any larger than necessary 6 Place the wire puller in the middle of the black exposed portion of the stem Remove the protective poly from the stem and brush a light coat of Chemical Vulcanizing Fluid cement on this area For lubrication apply a coat of cement to the wire puller where it contacts the stem Section Six Repairs and Retread 85 86 Section Six Repairs and Retread Remove spiral cement tool from the injury and feed the small end of the wire puller through the injury from inside of the tire On the inside of the tire center the appropriate repair unit template over the stem make sure to correctly align the template in relationship to the tire beads and draw a perimeter around the template Use a low rpm max 5000 rpm buffer and texturizing wheel to mechanicall
99. checks and is installed facing outward Note Safety cages portable and or permanent are also available and required for inflation of the MICHELIN X One tire assemblies Incorrect Lateral Clearance Correct Lateral Clearance MICHELIN X ONE TIRE REPAIR AND RETREAD While the MICHELIN X One tire may require some special equipment to handle the wider tread and casing it does not require any special procedure to be repaired or retreaded As with any tire special care should be given to respect the recommendations and guidelines associated with the specific product to ensure optimum performance Initial Inspection Inspect the MICHELIN X One casings as defined by your retread process manufacturer or industry recommended practices using appropriate equipment When using an electronic liner inspection device such as the Hawkinson NDT a new wide base probe of at least 66 Section Four MICHELIN X One Tires 275 mm 10 9 inches is required to ensure sufficient and consistent cable contact with the shoulder upper sidewall area Hawkinson part PROBE ASSEMBLY 009 It is recommended to slow the rotation speed or make several additional cycles to catch as many small punctures as possible Shearography If using laser shearography inspection adjust and or modify to ensure complete imaging shoulder to shoulder per equipment manufacturer Also make sure the correct vacuum level is applied Buffing An expanda
100. ches air wrenches and any other tools should be calibrated periodically to ensure the proper torque is applied Reprinted with permission from TMC RP 222B User s Guide to Wheels and Rims published by the Technology amp Maintenance Council TMC of the American Trucking Associations 2200 Mill Road Alexandria VA 22314 703 838 1776 128 Section Nine Appendix WHEEL amp RIM INSTITUTE OF SAFETY INC A Non Profil Affiliate of Commercial Vehicle Solutions Network i 3543 Baymesdows Ad 2 lacksonvilla FL 32717 PH GGT S7 2900 FAX 204 638 9887 HUB PILOTED WHEELS 10 Stud RECOMMENDED TORQUE OILED M22 X 1 5 THREAD 450 500 FT LBS 33mm or 1 1 2 HEX M20 X 1 5 THREAD 280 330 FT LBS 80mm Hex All threads are right hand metric TWO PIECE FLANGE NUTS Tighten to 50 ft Ib using sequence shown Check disc wheels for proper positioning on pilots and proper seating against drum back Then tighten to recommended torque using sequence shown Apply two drops of oil to a point between the nuts and flanges and two drops to the last two or three threads at the end of each stud Dual Assai ALWAYS USE PROPER COMBINATION OF PARTS Use only HUG PILOTED WHEELS and TAAI PIECE PLANGE MUTS on Hu Pibated Hutia Use only STUD PILOTED WHEELS and BALL SEAL NUTS on Stir Pitoted Huba OF PARTS FROM DIFFERENT DESIGNS ARE MIKED WHEELS OF OTHER COMPONENTS MAY LOOSEN DA BREAK WHICH COULD CAUSE AN ACCIDENT
101. ction of Proper Components and Materials Tire and Rim Lubrication Preparation of Wheels Rims and Tires TUBELESS TIRE MOUNTING DEMOUNTING 0 0068 23 29 Mounting Tubeless 19 5 Aluminum Wheels 19 5 Steel Wheels Inflation of Tubeless Tires Demounting of Tubeless Tires MOUNTING THE ASSEMBLY ON THE VEHICLE 30 34 Dual Spacing Technical Considerations for Fitting Tires Measuring Tires in Dual Assembly Tire Mixing Runout Section Three Extending Tire Life 21129112111190110011001101112 35 62 MAINTAINING THE TIRE 0 ccc ccc ecceeeeceeeeeeeeeeeaeeeanees 36 45 Inflation Pressure Underinflation Overinflation Proper Inflation Nitrogen Sealants Tire Inspection Central Tire Inflation CTI Systems Drive Carefully Tread Depth Measurements Wear Bars Do Not Overload Drive at Proper Speeds Balance and Runout Storage Flood Damage Chains Recommendations for Use of Dynamometers Spinning Rotation Siping Branding MAINTAINING THE VEHICLE 46 62 Major Factors That Affect Tire Life Alignment Steer Axle Geometry Toe Tandem Axle Parallelism Thrust Angle Tracking Camber Caster Steer Axle Setback Toe Out On Turns TMC Recommended Alignment Targets Periodic Alignment Checks Alignment Equipment Field Check Techniques Axle Parallelism and Tracking Tire Wear Patterns Due to
102. d condition may well transmit forces into the suspension from its interaction with the road Some suspension systems manage those forces favorably Others react in a way that imposes motions in the tire that are very unfavorable to the tire s ability to yield a favorable wear outcome e Tires that are not operated at a normal perpendicular angle to the road surface typically produce uneven tire wear Tires that are fighting each other because of conflicting alignment operating angles produce unfavorable and sometimes irregular tire wear Tires that are fighting 46 Section Three Extending Tire Life each other due to highly compliant suspension components compression extension in the bushings or joints or deflection of solid parts will likely produce irregular wear forms e Alignments should be performed carefully using best alignment practices For example ensuring that the suspension is at the correct ride height and that the suspension has been settled out by being moved forwards backwards etc e Alignments should be conducted in the most representative loading condition and ride height for the expected usage We therefore recommend referring to TMC RP 642A Total Vehicle Alignment Recommendations for Maximizing Tire and Alignment Related Component Life which has established industry recommended target values for the alignment of vehicles STEER AXLE GEOMETRY Since very few vehicles continue to use Center Point Steer
103. d and maintain the tire in the proper operating position on the road If the suspension is in good operating order the tires will track straight and be evenly loaded This promotes slow even wear and low tire cost per mile Different truck manufacturers use different suspension systems Some of these are adjustable for making minor changes and some are not adjustable All suspensions have parts that move and are therefore subject to wear Worn or broken suspension parts are one of the main causes of irregular tire wear and handling concerns Ref Quick checks for system and suspension faults on Pages 60 62 When observing irregular wear on a tire first check for worn or broken front and rear suspension parts QUICK CHECKS FOR TRAILER SYSTEM FAULTS QUICK CHECKS WOULD INCLUDE e Verify OEM alignment after 1 000 3 000 in service miles e Verify rails are straight e Loose or missing fasteners look for elongated holes e Damaged or bent brackets e Look for wear at u bolts and springs signs of movement e Look for signs of rust at track rod to indicate movement e Inspect torque arm clamp nuts and bolts for proper torque check threads to see if stripped e Verify spring beams are centered on hanger if not check alignment e Slider assembly movement loose attaching bolts u bolt torque e Air ride suspension movement e Insufficient lubrication e Worn shocks or springs e Bushings cracked or separated inspect per ma
104. d from 6x4 4x2 and trailer applications Casings that are judged to be more highly fatigued should be retreaded in one of two ways 1 A low rolling resistance low heat retread rubber in rib and drive consult your retread supplier 2 A shallow retread no more than 15 32 These retreads will reduce the operating temperature in the crown of the tire Determining which tires are highly fatigued requires a working knowledge of each fleet s individual operation The following guidelines can be used 1 Two or more repairs on the casing 2 Heavy sidewall abrasion TREAD SELECTION MATRIX In view of the above it would seem best to adopt the casing management pattern below for tires in highway service Position of Tire First Position of First Subsequent Used On Retread Use Retread Use Steer gt Drive or Trailer gt Trailer Drive Trailer Trailer Trailer gt Drive or Trailer gt Trailer RETREAD RECOMMENDATIONS 1 Follow the retread manufacturer s recommendations 2 Use the preferred tread size 3 Buff to the correct crown radius 4 Use pilot skives to measure undertread 2 32 to 3 32 is all that should remain when buffing is complete PREVIOUS SERVICE LIFE In light of all these conditions and recommendations the purchaser of casings for retreading should proceed with caution Use the tread selection matrix when previous service life is unknown SURE CORRECTION DATA Because the a
105. d when necessary The possibility of damage to the tire from the chains will increase as driving speed and length of travel increase as well as with use on dry pavement As a general rule chains should be utilized only as long as required and vehicle speeds should be kept relatively low 2 Since manufacturers have size recommendations for radial ply tires no matter what type of chain they manufacture these size recommendations must be adhered to for optimized utility and performance a ee A 3 Always be sure to check for proper clearances between chain and vehicle at the lower 6 00 o clock position where the tires deflect due to load When using tire chains a minimum of two inches of space clearance between the dual assembly and the vehicle is necessary 4 Also follow closely the mounting instructions and procedures of the chain manufacturer 5 Specific chains are available for the MICHELIN X One tire product line The information provided is for reference only Chains specific questions should be directed to the chains manufacturer Section Three Extending Tire Life 43 RECOMMENDATIONS FOR THE USE OF DYNAMOMETERS SEVERE DAMAGE can result in the crown area of radial truck tires when run on dynamometers for extended periods Quite often the damage is internal and not discovered until after the vehicle has been put back in service In order to avoid the possibility of damaging MICHELIN radial truck
106. ded period of time will experience accelerated aging of the rubber products The accelerated aging may result in a blowout during operation or it may render the casing unsuitable for retread The graph on the previous page demonstrates how operating with bead temperatures in excess of 200 F will significantly reduce your casing life Bead damage as a result of brake heat is recognizable in 3 stages of severity In the first stage the bead starts to turn inward This can be visibly identified on the tire when it is dismounted A straight edge placed across the beads from one bead to the other no longer rests on the bead point but now rests closer to the bead bearing area 1st Stage Turning of the Bead 58 Section Three Extending Tire Life The second stage occurs when the rubber in the bead area starts to split or crack indicating that the steel casing plies are starting to unwrap 2nd Stage Bead Splitting From Heat The third stage is when the casing ply fully unwraps from the bead In extreme cases the casing ply unwraps from the bead all the way around the tire At this point the tire completely separates from the bead wire The bead wire can entangle itself around the axle if this type of separation occurs TE E Fe S SES Sr AA A AEAEE ELLET EE 0 oe ia Ss a N A Ee StL eee PELE es ee i SE MES mila i e b ao ae h y a 3rd Stage Complete Unwrapping of the Casing Ply 5TH WHEEL
107. demounting 138 Section Nine Appendix 2 Mounting and demounting of the tire shall be done only from the narrow ledge side of the wheel Care shall be taken to avoid damaging the tire beads while mounting tires on wheels Tires shall be mounted only on compatible wheels of matching bead diameter and width 3 Nonflammable rubber lubricant shall be applied to bead and wheel mating surfaces before assembly of the rim wheel unless the tire or wheel manufacturer recommends against the use of any rubber lubricant 4 If a tire changing machine is used the tire shall be inflated only to the minimum pressure necessary to force the tire bead onto the rim ledge while on the tire changing machine 5 If a bead expander is used it shall be removed before the valve core is installed and as soon as the rim wheel becomes airtight the tire bead slips onto the bead seat 6 Tires may be inflated only when contained within a restraining device positioned behind a barrier or bolted on the vehicle with the lug nuts fully tightened 7 Tires shall not be inflated when any flat solid surface is in the trajectory and within one foot of the sidewall 8 Employees shall stay out of the trajectory when inflating a tire 9 Tires shall not be inflated to more than the inflation pressure stamped in the sidewall unless a higher pressure is recommended by the manufacturer 10 Tires shall not be inflated above the maximum pressure recommended
108. depth b Siped regroovable tires No person shall sell offer for sale or introduce for sale or deliver for introduction into interstate commerce a regroovable tire that has been siped by cutting the tread surface without removing rubber if the tire cord material is damaged as a result of the siping process or if the tire is siped deeper than the original or retread groove depth 393 75 TIRES a No motor vehicle shall be operated on any tire that 1 Has body ply or belt material exposed through the tread or sidewall 2 Has any tread or sidewall separation 3 Is flat or has an audible leak or 4 Has a cut to the extent that the ply or belt material is exposed b Any tire on the front wheels of a bus truck or truck tractor shall have a tread groove pattern depth of at least 4 32 of an inch when measured at any point on a major tread groove The measurements shall not be made where tie bars humps or fillets are located c Except as provided in paragraph b of this section tires shall have a tread groove pattern depth of at least 2 320f an inch when measured in a major tread groove The measurement shall not be made where tie bars humps or fillets are located d No bus shall be operated with regrooved recapped or retreaded tires on the front wheels e A regrooved tire with a load carrying capacity equal to or greater than 2 232 kg 4 920 pounds shall not be used on the front wheels of any truck or truck tr
109. dividual axle weights and total vehicle weights all at once when the vehicle is positioned properly To do this simply a Position the vehicle on the scales so that each axle is centered as much as possible on the segments and record the weight b Reposition the vehicle so that only one side is on the scale centered on the segment as much as possible c Subtract the weighed wheel positions from the total axle weights to determine the unweighed wheel position weights 3 Single Axle Weighs one axle at a time Follow these steps a Drive the front axle onto the scale and stop long enough for the weight to be recorded b Pull vehicle forward until the rear axle is on the scale c For gross vehicle weight add the two axle weights together d To obtain the individual wheel position weights repeat this process with only one side of the RV on the scale Note Even though the weight of the total axle is within the axle rating it may be overloaded on one side which means an overloaded wheel position That s why side to side weighing is required 74 Section Five MICHELIN RV Tires The RV must remain as level as possible on the scale even when an axle or side isn t on the scale Therefore to obtain side to side weights there must be enough space on either side of the scale to accommodate the RV being partially off the scale If there is a difference in the weights on one side of the vehicle as compared to the ot
110. e gauges and ball tapes are available for measuring wear and circumference of aluminum wheels Remove rust with a wire brush and apply a rust inhibiting paint on steel wheels The maximum paint thickness is 0 003 on the disc face of the wheel Remove any accumulation of rubber or grease stuck to the tire being careful not to damage it Wipe the beads down with a dry rag Section Seven Diagonal Bias or Cross Ply and Tube Type 95 DEMOUNTING TUBE TYPE TIRES Before loosening any nuts securing the tire and rim assembly to the vehicle remove the valve core and deflate completely If working on a dual assembly completely deflate both tires Run a wire or pipe cleaner through the valve stem to ensure complete deflation This is to prevent a possible accident Remove the tire and rim assembly from the vehicle and place on the floor with the side ring up Run a wire or pipe cleaner through the valve stem Apply lubricant to all surfaces of the bead area of to clear the valve stem the tire Use the duck bill hammer with the rubber rim mallet as a wedge or a slide hammer 96 Section Seven Diagonal Bias or Cross Ply and Tube Type E For two piece rims wheels remove the side ring by pushing the tire bead down Insert the tapered end of the rim tool into the notch and pry the side ring out of the gutter Pry progressively around the tire until the side ring is free of the gutter EES FS es Fae a a
111. e did it begin where does the vibration seem to be coming from Front or rear recent maintenance or modifications to the vehicle Vehicle test drive ride in the vehicle and have the owner demonstrate the complaint to you to verify that there is in fact a problem Include the following observations speed at onset of vibration and the speed range does the vibration phase in and out or is it constant sensitivity to road surface Smooth roads Rough roads Both effects of acceleration deceleration constant speed is vibration felt through the seat Floor Steering wheel Other is this a ride quality or a drive train vibration complaint Complaint history check all motorhome warranty records etc to determine past history of the same or similar complaints on this vehicle have there been any changes or modifications to the chassis since manufacturing has any prior effort been made to diagnose or correct the complaint By whom VIBRATION DIAGNOSIS If the vibration seems to be driveline related and from the wheel ends then perform the following Tire wheel assembly inspection 1 Jack up the front of the vehicle and spin each assembly observing the wear conditions of each tire and concentricity of the tire on wheel mounting If the variation in the distance between the line up gg ring and the wheel flange exceeds 1 16 have the assembly broken down relubed
112. e important on a city vehicle with its many turns than on a line haul unit Ackerman geometry is dependent upon the steering axle track width and wheel base of a vehicle When the turning angle or wheel base changes from the original specification Ackerman is affected Steering Arms Cross Bar Tie Rod TMC RECOMMENDED ALIGNMENT TARGETS Value representing industry established midpoint For more information refer to TMC RP 642A Total Vehicle Alignment Recommendations for Maximizing Tire and Alignment Related Component Life Appendix 9 Target Value Alignment Specification Steer Axle 1 16 inches 0 08 degrees 0 06 inches 1 5 mm M Camber Less than 1 4 degree Left 3 5 degrees Right 4 0 degrees Setback 0 degrees 0 inches Drive Trailer and Dolly Axles Thrust Square 0 degrees 0 inches Scrub Parallelism 0 degrees 0 inches Lateral Offset 0 inches Total Toe Caster 1 All specifications are measured with vehicle in static unladen condition 2 All specifications are stated in inches or degrees where applicable 3 Camber angle changes normally involve bending the axle beam which may void the axle manufacturer s warranty If the measurement exceeds this value consult the vehicle axle and or alignment equipment manufacturer PERIODIC ALIGNMENT CHECKS An aggressive alignment preventative maintenance program should include the following periodic checks 1 Upon deliver
113. e increased retread mileages VEHICLE CHANGES 1 Longer Trailers There has been a move from 40 to 48 and 53 trailers as standards in the contract and private carriage business 2 Wider Trailers Widths have increased from 96 to 102 The combination of longer and wider trailers increases the frequency of the duals being curbed 3 Setback Front Axles Moving the steer axle back increases stress on steer tires and load efficiency by allowing better load distribution The result is higher average axle loads 4 Electronic Engines Better engine control and more efficient operation improve the ability of the vehicle to maintain higher cruise speeds OPERATIONAL CHANGES 1 Speed limit The national limit has continually increased in the past decade 2 GVW Gross Vehicle Weight With the Surface Transportation Assistance Act of 1983 the weight limits went from 73 280 lbs to 80 000 lbs With setback axles you can realistically load to 80 000 Ibs 3 Greater Vehicle Utilization More loaded miles mean productivity gains Exceeding the legal speed limit is neither recommended nor endorsed 122 Section Nine Appendix All of these changes lead to the casing arriving at the retread stage with a higher level of fatigue To utilize these casings to their maximum casing management should be employed in the selection of the retread CASING MANAGEMENT TODAY Highway fleets typically employ the casing management patter
114. e liquid can pass through the inner liner and into the casing plies This can result in casing deterioration and sudden tire failure Most failures of this nature are due to improper storage This is a particular problem with tube type tires because of the difficulty in detecting the water which has collected between the tire and tube When tires are stored they should be stored in a cool place away from sources of heat and ozone such as hot pipes and electric motors Be sure that surfaces on which tires are stored are clean and free from grease gasoline or other substances that could deteriorate the rubber Tires exposed to or driven on these substances could be subject to sudden failure FLOOD DAMAGE Tires that have been subjected and exposed to water from hurricanes storms floods etc for a substantial amount of time need to be discarded and not placed in service on consumer s vehicles This applies to both new tires unmounted in inventory as well as those already mounted and installed on vehicles Prolonged exposure to moisture can have a degenerative chemical effect on rubber and lead to potential failure later in the tire s life If any questions arise call Consumer Care at 1 888 622 2306 CHAINS In order to satisfy legal requirements in many states you may be required to use chains on truck tires When the use of chains is required the following recommendations should be followed 1 Chains should only be utilize
115. e than 5 psi to position the beads on the flanges OSHA dictates no more than 5 psi outside the cage to seat the beads 2 To complete the seating of the beads place the assembly in an OSHA Occupational Safety and Health Administration compliant inflation restraining device i e safety cage and inflate to 20 psi Check the assembly carefully for any signs of distortion or irregularities from run flat If run flat is detected scrap the tire 3 Ifno damage is detected continue to inflate to the maximum air pressure marked on the sidewall RMA Rubber Manufacturers Association recommends that any tire suspected of having been underinflated and or overloaded must remain in the safety cage at 20 psi over the maximum air pressure marked on the sidewall Do not exceed the maximum inflation pressure for the wheel RMA requires that all steel sidewall tires are inflated without a valve core 4 Ensure that the guide rib GG Ring mold line is positioned concentrically to the rim flange with no greater than 2 32 of difference found circumferentially Check for this variation by measuring at four sidewall locations 12 3 6 9 o clock If bead s did not seat deflate tire re lubricate the bead seats and re inflate Note As a general guide in vibration analysis the 30 60 90 rule may apply 030 060 1 32 to 2 32 inch No action is required Limited possibility for vibration exists and this range maximizes the ability t
116. ead area around the tire With a sharp pointed scribe mark a thin line in the highlighted area while rotating the tire Repeat this process on the other steer tire Lower the vehicle on folded plastic bags Once the steer tires are down bounce the truck to make sure the suspension is relaxed and verify that the wheels are pointing straight ahead Then measure from side to side between the scribed lines first rear then front with a tape measure or a fine lined toe gauge to determine relative toe Subtract front from rear positive result indicates toe in negative is toe out See Section Nine Appendix under Alignment Field Method Pages 118 119 for complete procedures Parallelism On a tractor with tandem drive axles the two axles should be parallel to one another Any deviation from this parallel position will create a tandem skew or scrub angle This angle should be no larger than one tenth of a degree An easy method of checking this angle is to measure the distance between the ends of the axle hubs on each side of the tractor The difference between these two measurements should be no larger than 1 8 inch for a tandem tractor truck and no larger than 1 16 inch on a tandem axle trailer The easiest way of accomplishing this measurement is by using a trammel bar The pointers on the trammel bar must fit in the axles centering holes on both sides of the vehicle For example if the ends of the drive axles on the left side o
117. eed at which they will operate The maximum load that a tire can carry is different if it is mounted in dual configuration rather than single The allowable axle loads and the required inflation pressures to carry these loads are shown in the charts for both single and dual mountings in the MICHELIN Truck Tire Data Book MWL40731 The maximum allowable continuous speed is also indicated ae CHANGES TO LOAD AND INFLATION PRESSURE Height FOR COMMERCIAL TRUCK TIRES 2003 DOT standards require that both metric and English load pressure and speed units be marked on tires In order to meet this new requirement Michelin N l 12 l Rim Width 4 changed its maximum load at cold inflation pressure Free ains Overall Diameter markings to ensure alignment with standards published by TRA The Tire and Rim Association Inc ETRTO European Tyre and Rim Technical Organisation etc All MICHELIN truck tires manufactured after January 1 2002 DOT week 0102 carry the new markings Loaded Radius Data books published since then reflect the changes in maximum loads at various cold pressures The MICHELIN truck tire website www michelintruck com was also updated to reflect these changes ALWAYS REFER TO THE ACTUAL SIDEWALL MARKINGS FOR MAXIMUM LOAD AT COLD INFLATION PRESSURE INFORMATION There still may be some tires in our distribution channels with the old markings During this period of transition customers may receive ti
118. eel Disc Wheels a a ee 0 070 inch max 0 070 inch max Tubeless Aluminum Disc Wheels a ae ee 0 030 inch max 0 030 inch max Tubeless Demountable Rims S N A 0 070 inch max 0 070 inch max See Note 1 0 075 inch max 0 075 inch max Wide Base Wheels See Note 1 0 030 inch max 0 030 inch max Note 1 Refer to the manufacturer s specifications for balance and runout values Note 2 Amount of weight applied to rim to balance individual wheel component Note 3 For steel wheels the area adjacent to the rim butt weld is not considered in runout measurements TABLE B TIRE WHEEL ASSEMBLY BALANCE AND RUNOUT LIMITS T 19 5 Over The Road On Off Road Wide Base Mis e A Tire Wheel Applications Applications Tire Wheel expressed in ounces of weight required to correct at rim l l 0 095 0 095 0 110 0 125 Lateral runout for rotating assembly Drive Trailer 0 125 0 125 0 125 0 1257 Steer 0 095 0 095 0 110 0 125 Radial runout for rotating assembly l Drive Trailer 0 125 0 125 0 125 0 125 Note If tire and wheel assembly is within these limits and ride problem still exists refer to TMC RP 648 Troubleshooting Ride Complaints 42 Section Three Extending Tire Life STORAGE All tires should be stored in a cool dry place indoors so that there is no danger of water collecting inside them Serious problems can occur with tube type tires when they are mounted with water trapped between the tire and tube Under pressurization th
119. ehicle from long term storage thoroughly inspect each tire this includes sidewalls tread area and air pressure If the tires have lost air be sure to inflate them to the correct pressure before driving 78 Section Five MICHELIN RV Tires PROPER CLEANING OF RV TIRES Like the rest of the RV it pays to keep the MICHELIN tires clean Road oil will cause deterioration of the rubber and dirt buildup will hold the contaminants next to the tire As with the cleaning of any rubber product proper cleaning methods must be used to obtain the maximum years of service from the tires A soft brush and the normal mild soap that you would use to clean the RV may be used If you use a dressing product to protect the tires from aging use extra care and caution Tire dressings that contain petroleum products alcohol or silicones will cause deterioration or cracking and accelerate the aging process In many cases it is not the dressing itself that can be a problem but rather the chemical reaction that the product can have with the antioxidant in the tire Heat can add to the negative reaction When these same dressing products are used on a passenger car tire that is replaced every three to four years it is rare to see a major problem However in most cases RV tires may last much longer due to limited annual mileage and the chemical reactions have much longer to take place TIRE REPAIR Even the best drivers can drive over a na
120. ely 1 2 psi For example a tire inflated to 100 psi at sea level will read slightly over 102 psi in Denver Colorado Please consult with Michelin for additional information on cold and hot climate corrections RIMS AND WHEELS The correct rims and wheels for each tire size are indicated in the specification tables For complete tire specifications refer to application specific data books MAXIMUM SPEED RESTRICTIONS Truck tires should normally be inflated according to the specification tables The carrying capacities and inflation pressures specified in these tables are determined with the tire s rated maximum speed in consideration See specification tables for each tire s rated speed in the current MICHELIN Truck Tire Data Book This is a maximum continuous speed not an absolute upper limit Reducing the maximum speed at which the tire will operate and adjusting inflation pressures according to the information contained in the following chart can help increase the carrying capacity To use the Low Speed and Static Coefficient Chart Page 10 you must know the tire size standard conventional size example 11R22 5 or low profile 275 80R22 5 and the maximum speed rating of that tire Speed ratings can be found in the data book Based on the size and speed rating select the correct quadrant Table A or B find the speed value desired and multiply the tire load capacity by the coefficient provided Also add the listed i
121. emperature beyond the limit that the rubber products can tolerate This damage starts at a temperature in the mid 200 degree Fahrenheit range with accelerated damage occurring above the 300 degree Fahrenheit range 1 Brake imbalance can be the result of the air system including valves not actuating the brakes simultaneously This may be the result of dirt leaks and or valve cracking pressure In a tractor trailer combination the more rapid brake application time now being used up to twice as fast as pre FMVSS 121 systems can result in a brake imbalance due to combinations of old tractors with new trailers or new tractors with old trailers 2 Component situations such as out of round brake drums or unevenly worn brake shoes also result in tires acquiring odd wear and flat spots 3 Another source of brake imbalance is the improperly adjusted slack adjuster Any of these brake imbalance situations can result in one or more wheel positions locking up and flat spotting the tires 4 Brake drums with balance weights thrown may result in ride disturbance 5 Brake lock flat spots conditions may be evidence of deficiency in the Anti Lock Brake System FMVSS Federal Motor Vehicle Safety Standards SUMMARY OF TIRE ISSUES DUE TO BRAKES Problem Possible Causes Result Overuse on down grades due to improper gear Brake dragging due to mis adjustment of wheel bearings Repeated stops without cooling time Improper
122. ens the Casing CAUSE Improper Minimum Dual Spacing 106 Section Eight Tire Damage IMPACT DAMAGE e With or without a rupture zipper e Crown shoulder or sidewall e Impact with a sharp cutting object A rupture usually indicates a rather severe impact EFFECT Break in Tire Interior Surface Pulled or Loose Cords CAUSE Severe Impact With Any Blunt Object EFFECT Sidewall Damage CAUSE Object Wedged Between Dual Assembly EFFECT Inner Liner Split CAUSE Sidewall Impact EFFECT Impact Damage CAUSE Severe Impact With Any Blunt Object EFFECT Impact Damage CAUSE Sidewall Rupture from Shock EFFECT Impact Damage CAUSE Sidewall Rupture from Shock Section Eight Tire Damage 107 FATIGUE RELATED DAMAGE e With or without a rupture zipper e Any damage that will allow the casing to oxidize or the casing plies to weaken or break e Run flat tires mainly dual positions e Impacts to steel not filled or repaired e Improper repair or improper repair procedures premature failure of repair ur EFFECT Exposed Steel Cord EFFECT Any Damage That Will Allow the Casing to CAUSE Detachment of Repair Product Oxidize CAUSE Moisture ZIPPER A fatigue related damage with or without a rupture occurs in the sidewall flex area of steel radial light and medium truck tires when it is subjected to excessive flexing or heat This zipper rupture is a spontaneous burst of compressed air and the result
123. eo sirissrcisssianasecrisnrre rirka uni andas AEAT An EA EE i MWV42434 Thermal Camera Meat Vide O ac tet tiita ranne E E EE A EEE E A EE MYV42389 To obtain copies of these Publications CDs DVDs and Videos contact your MICHELIN Sales Representative or contact Promotional Fulfillment Center at 1 800 677 3322 Option 2 Monday through Friday 9 a m to 5 p m Eastern Time 1 Available until inventory is depleted Also available on MWV43100 2 Available until inventory is depleted 3 Available until inventory is depleted Also available on MWV43668 Section Nine Appendix 141 Industry Contacts And Publications OSHA Occupational Safety and Health Administration 0 ce ccc cece cence cent e nen eenes www osha gov Safety Standard No 29 Cfr Part 1910 177 RMA Rubber Manufacturers Association 2200s tcudcnvetoncencenedacpeeceelcuceceatoasbscesebecseesuaes www rma org Care And Service of Truck and Light Truck Tires Inspection Procedures for Potential Zipper Ruptures in Steel Cord Radial Medium and Light Duty Truck Tires Tisb 33 Number 2 SAE Society of A tomotive ENCINGCEIS sesessriedsniakad uenia a abe A E bass i A a www sae org TIA Tire Industry Association Formerly ITRA and TANA ccc cece cece ee cee eee eeee www tireindustry org Commercial Tire Service Manual TMC Technology amp Maintenance Council 4 c scacidsoscedhesdctanutedess cigs detheeeeeecedadeus http tmc truckli
124. er If the cracks are any deeper than 2 32 the tire should be replaced immediately Here are a few tips to help you protect the tires from these common damage conditions 1 Keep the tires properly inflated 2 Keep the tires clean 3 Avoid prolonged exposure to heat cold or moisture 4 Avoid prolonged exposure to ultraviolet rays 5 Cover the tires when the vehicle is not in use 6 Do not park near electric generators or transformers 7 Do not store vehicle in an area where welding is being done or in a garage that has mercury vapor lamps LONG TERM STORAGE AND RV TIRES Unless the RV owner is a full time RV er the vehicle probably spends some time in long term storage But what the RV owner probably didn t know is that rubber tires age when not being used So if the owner must store the RV a cool dry sealed garage is the best bet Also some storage surfaces can cause tires to age faster That s why Michelin recommends placing a barrier cardboard plastic or plywood between the tire and the storage surface Here are some other steps the RV owner can take to help reduce the aging effects from long term storage 1 Thoroughly clean tires with soap and water before placing into storage 2 Cover tires to block direct sunlight and ultraviolet rays 3 Store out of a high ozone area Note When a vehicle is stored tires should be inflated to the inflation pressure indicated on the sidewall Before removing the v
125. er alignment tire maintenance issue in the industry The goal is to maintain a recommended fleet target pressure based on the application and vary no more than 10 psi Outside of this range casing fatigue and irregular wear could cost in the range of 15 to 30 on a 300 tire VALVE CAPS Slow air loss is the primary result of missing or faulty valve caps Properly installed and maintained valve caps function as a secondary air seal and means to keep debris away from the valve core Always install a new metal valve cap containing a rubber or plastic seal Consider a flow through type system to improve your maintenance program The resulting annual expense from missing valve caps air loss may result in 5 to 15 per occurrence DUAL MISMATCHED AIR PRESSURE The goal is to maintain tires in dual with equal pressure and within the target range of 10 psi Mismatched pressures can cause a permanent irregular wear pattern to develop and within just a matter of weeks can potentially be a cause of early tire removal The matched tire will also be affected by this difference Based on a loss of 5 to 20 of tread life a 30 cost may be associated with this situation 124 Section Nine Appendix 7 Total expected casing life 8 Labor scheduled and unscheduled 9 Road call by shop personnel as well as Emergency calls 10 Disposal fees 11 Liability Insurance An estimate of the CPM obtained by different tires in different wheel positi
126. er at once the sensors Before driving inspect your tires including the spare The use of sealants in MICHELIN Truck Tires does not and check your air pressures If your pressure check automatically nullify the warranty agreement covering indicates that one of your tires has lost pressure of 4 psi the tires or more look for signs of penetrations valve leakage or If the sealant has been tested and certified by the wheel rim damage that may account for air loss sealant manufacturer as being safe for use in tires then If the tire is 20 below the maintenance air pressure the warranty agreement will remain in effect it must be considered flat Remove and inspect for If it is determined that the sealant adversely affected punctures or other damage If run flat damage is the inner liner and or the performance of the tire then detected scrap the tire Refer to TMC RP 216 Radial Tire the warranty agreement may be nullified Conditions Analysis Guide Please refer to the MICHELIN Truck Tire Warranty Tires should be inspected for bulges cracks cuts or for what is and is not covered by the warranty penetrations If any such damage is found the tire must If you have any questions please contact Michelin at be inspected by a MICHELIN Truck Tire dealer at once 1 888 622 2306 or refer to www michelintruck com for Use of a damaged tire could result in tire destruction warranty information property damage and or personal injury If foreign
127. er is present Alignment induced toe value at each dual position negative camber parallelism e Worn or loose wheel bearings e Brake imbalance e Slow release of trailer brake systems e Operational conditions high scrub application e Tire scrub dragging at dock deliveries commonly called Dock Walk e Air pressure maintenance improper for operation e Overloaded underinflated high speed empty hauls e Mismatched pressure by dual position or axle e Mismatched tread depth tire design by dual position e Improper tread depth for application operation e New steer tire s mixed in trailer positions e Tire rotated from steer or drive with existing wear e Improper tire assembly mounting e Driving habits improper use of trailer brakes QUICK CHECKS FOR FRONT SUSPENSION FAULTS ISSUE POSSIBLE CAUSE e Loose or worn ball joints e Loose front suspension attaching bolts Thumps and Knocks from Front Suspension e Missing adjusting shims e Loose shock absorber mountings e Check for worn or damaged spring eye bushings e Loose attaching bolts Groans or Creaks from Front Suspension e Bent control arm or steering knuckle e Worn kingpins or kingpin bushings Squeaks from Front Suspension e Coil spring rubbing on seat e Worn tie rod ends e Worn kingpins or kingpin bushings e Loose suspension attaching bolts Wander or Shimmy e Weak shock absorbers e Weak front springs e Incorrect front end alignment e Steering shaft U joint
128. esult from mounting damage foreign objects left inside the tire road hazards tire mishandling or even improper repair of a nail hole Fatigue Rupture or Zipper DUAL KISSING While somewhat romantic in name only this type of damage refers to what happens when two tires in dual configuration make contact with each other while in operation The heat generated by the friction between the two tires severely weakens the casing material of the dual tires This is easily seen on the sidewalls of the tires where the duals came in contact The condition may be caused by several factors improper mounting incorrect wheel width or offset underinflation casing growth In this last case the fabric casing cords of the tire actually stretch and expand causing the tire to touch or kiss under load at the contact patch Section Five MICHELIN RV Tires 79 TIRE WEAR BALANCE AND WHEEL ALIGNMENT All tires mounted on RVs should wear in a smooth even wear pattern when the tires are maintained with the correct air pressure for the load on the tire If tires begin to show an irregular wear pattern and the vehicle alignment is correct sometimes just rotating the tires to change direction of rotation and wheel position will allow the tires to wear evenly Significant tire wheel assembly imbalance may cause steering difficulties a bumpy ride and worn spots on your tires It is recommended that tire wheel assemblies
129. f the vehicle are closer together than the axle ends on the right side this will cause the vehicle to pull or drift to the left gt A O ee SE HA AN MTT UTT PT LLL rriki LAr TL TI woes LITT Tandem Scrub Angle x AXLE PARALLELISM AND TRACKING In the straight ahead position the rear wheels of a vehicle should follow the front wheels in a parallel manner Wheels that are out of track can cause excessive tire wear Failure of the wheel to track is usually due to the following causes Master spring leaf broken Incorrect air spring bag height Worn springs Auxiliary leaves broken Loose U bolts Incorrect or reverse springs Bent frame Locating rods or torque rods improperly adjusted Locating rod or torque rod bushings worn excessively Failure of the wheels to track is usually quite visible when one follows the vehicle on the highway It is possible that due to one of the above causes no uneven wear manifests itself on the rear tires but an uneven wear pattern may show itself on the front tires This is because rear tires may push the vehicle off course and give some toe out on turns in the straight ahead position to the front tires Hence the driver makes a correction to offset the steering action caused by the rear wheels If the rear axle of a vehicle is not at right angles to the chassis centerline the front tires are affected showing mis
130. fect engine RPM if corresponding changes are not made to engine ratios Example Going from larger diameter tire to smaller diameter tire If you currently run a 275 80R22 5 MICHELIN XDN 2 tire 511 Tire Revs Mile and change to a 445 50R22 5 MICHELIN X One XDN 2 tire 515 Tire Revs Mile the speedometer will indicate a slightly higher speed than the actual speed the vehicle is traveling Final Tire Revs Mile Initial Tire Revs Mile _ Initial Tire Revs Mile 515 511 0 0078 or 78 lt 1 change oll So when your actual speed is 60 mph your speedometer will read 60 47 mph MICHELIN X One Tire Tire Revs Mile 445 50R22 5 515 X One XDN2 DITET EIE Dual Tire Revs Mile 275 80R22 5 511 XDN2 MICHELIN X One Tire Size MICHELIN X One Tire Tire Revs Mile 455 55R22 5 492 X One XDN2 DITET EIE Dual Tire Revs Mile 11R22 5 or 275 80R24 5 496 XDN2 Exceeding the legal speed limit is neither recommended nor endorsed MICHELIN X One Tire Size Section Four MICHELIN X One Tires 69 FOOTPRINT COMPARISONS TO DUAL TIRE FITMENTS r a A FOOTPRINTS MICHELIN X One XDA versus 275 80R22 5 Unloaded 8 500 Ib axle Y E LW Loaded 17 000 Ib axle q u E Wi a G Unloaded 8 500 Ib axle Va a a Loaded 17 000 Ib axle Loaded 17 000 Ib axle 70 Section Four MICHELIN X One Tires For additional information about
131. g the legal speed limit is neither recommended nor WARNING endorsed TRA THE TIRE AND RIM ASSOCIATION INC STANDARDS These tables apply to bias ply diagonal truck bus tires used on improved surfaces only and do not apply to off road tires Consult rim wheel manufacturer for rim wheel load and inflation capacities A METRIC AND WIDE BASE DIAGONAL BIAS B CONVENTIONAL DIAGONAL BIAS PLY TIRES PLY TIRES The service load and minimum cold inflation must The service load and minimum cold inflation must comply with the following limitations unless a speed comply with the following limitations unless a speed restriction is indicated on the tire restriction is indicated on the tire Speed Range Inflation mph Load Change Pressure Change thru 750 12 gethru7o a 51 thru 65 No increase 41 thru 50 7 No increase 31 thru 40 oy Speed Range Inflation mph Load Change Pressure Change TSithru6s None Noincrease No increase 21 thru 30 12 T thru 20 17 6 thru 10 25 No increase No increase No increase Stationary 1 These load and inflation changes are only required when exceeding the tire manufacture s rated speed for the tire 2 Apply these increases to Dual Loads and Inflation Pressures 3 Creep Motion for not over 200 feet in a 30 minute period Note 1 The inflation pressures shown in the referenced tables are minimum cold pressures for the various loads listed Higher pre
132. ght a section of the tread area around the tire With a sharp pointed scribe mark a thin line in the highlighted area while rotating the tire Note At this point observe the amount of radial and lateral runout by referencing this line to the rotating tire Any runout greater than 3 32nd inch should be further investigated for improper tire bead seating improper tire wheel runout and or improper wheel torque procedure during installation Repeat this process on the other steer tire Check for steer ahead by referencing the mark on the steering wheel column or measure as in Paragraph 2 above and lower the vehicle on the folded plastic bags Plastic should be folded to just larger than the tire footprint so that no part of the steer tires will make contact with the ground Prior to measuring you should joust the vehicle by standing on the step and shaking the unit with your body weight This will further relax the front suspension giving you a correct toe reading Once the steer tires are down measure from side to side between the scribed lines first rear then front with a tape measure or a fine lined toe gauge to determine relative toe Do this with the paint cans on the ground centered on the scribe line and measure the distance between the lines on the left and right tire at the paint can height Subtract front from rear positive result indicates toe in negative is toe out At this paint can height total toe in should
133. gns have arrows molded into the shoulder edge of the outer ribs to indicate the intended direction of tire rotation It is important to maximize tire performance that directional tires be mounted correctly on wheels to ensure that the directionality is respected when mounted on the vehicle For example when mounting directional drive tires on a set of 8 wheels use the drop centers as a reference Four tires should be mounted with the arrows pointing to the left of the technician and four tires with the arrows pointing to the right This ensures that when the assemblies are fitted onto the MICHELIN XZA3 Steer Tire vehicle that all tires can be pointed in the desired direction of rotation Directional steer tires should be mounted in a similar fashion one each direction to ensure both are pointed forward Once directional tires are worn greater than 50 there is generally no negative effect of running them in a direction opposite to the indicated direction of rotation Operating directional tires from new to 50 worn in the opposite direction of that indicated on the tire will result in the premature onset of irregular wear excessive noise levels and significantly reduced tread life MICHELIN XDY 2 Drive Tire 20 Section Two Mounting the Tire a All tires must be mounted on the proper rim wheel as indicated in the specification tables For complete tire specifications refer to application specific data book
134. he cover to be left in place providing added protection A mesh false bottom in the container is a further protection against contaminants The tire should be mounted and inflated promptly before lubricant dries Section Two Mounting the Tire Avoid not using any lubricants you must use a lubricant 3 PREPARATION OF WHEELS RIMS AND TIRES a Always wear safety goggles or face shields when buffing or grinding rims or wheels b Inspect wheel rim assemblies for cracks distortion and deformation of flanges Using a file and or emery cloth smooth all burrs welds dents etc that are present on the tire side of the rim Inspect the condition of bolt holes on the wheels Rim flange gauges and ball tapes are available for measuring wear and circumference of aluminum wheels c Remove rust with a wire brush and apply a rust inhibiting paint on steel wheels The maximum paint thickness is 0 003 on the disc face of the wheel d Remove any accumulation of rubber or grease that might be stuck to the tire being careful not to damage it Wipe the beads down with a dry rag MOUNTING TUBELESS 1 Inspect the condition of the bolt holes on the wheels and look for signs of fatigue Check flanges for excessive wear by using the wheel manufacturer s flange wear indicator 2 Replace valve core and inspect valve stem for damage and wear Michelin recommends always replacing the valve stem and using a new valve stem g
135. he tracking of all axles on a vehicle including the trailer The dual purpose of proper alignment is to minimize tire wear and to maximize predictable vehicle handling and driver control Toe misalignment is the number one cause of steer tire irregular wear followed by rear axle skew parallelism or thrust One of the challenges of meeting this goal is that alignments are typically performed on a static unloaded vehicle sitting on a level floor The vehicle then operates over varying contoured surfaces under loaded conditions with dynamic forces acting upon it Predicting the amount of change between static unloaded level versus dynamic loaded contoured is difficult because many variables affect the amount of change Variables such as Steering System Compliance i e play must be considered in making alignment setting recommendations All of these misalignment conditions may exist alone or more likely in combination with other misalignment conditions Sometimes it is these interactions that produce the outcomes that are especially undesirable As an example a tire running at slightly negative camber may perform especially badly if it is also subjected to tandem thrust misalignment The conceptual understanding for this phenomenon is that because of the camber issue the wear burden imposed by the thrust misalignment is not being shared equally by the entire tread surface Further a tire that is being operated in a misaligne
136. he wheel is tilted inward at the top e Excessive positive camber may cause smooth wear on the outer half of the tire tread e Excessive negative camber may cause wear on the inner half of the tread e Camber only causes a noticeable pull if on the steer axle the right and left wheel camber angles are not very close in magnitude greater than 1 2 degree e Negative camber can also be a cause of inside shoulder wear on trailer axle in dual or single configuration e A free rolling tire is more sensitive to camber than a tire twisting or turning under the effect of torque e A wide tire with a relatively low aspect ratio is more sensitive to camber than a narrow high aspect ratio tire e Generally the vehicle will pull to the side with the most amount of positive camber Camber is often a contributor to wear occurring on the interior ribs blocks of the inner dual drive tires and can sometimes affect the interior ribs blocks of the outer dual as well Steer position Steer axles which are generally but not always a forged axle are designed with static unloaded positive camber and tend to produce better tire wear when provided with slightly negative camber due to the effects of cornering forces load transfer and steering Ackerman geometry which tend to stress and produce outside shoulder wear during turning maneuvers In the interest of more even overall wear it is therefore advantageous to let the wear be biased toward the in
137. her it is important to redistribute the load more evenly to avoid component failure and improve handling These weights make it possible to compare against the GAWR Gross Axle Weight Rating GVWR Gross Vehicle Weight Rating and tire capacities They also help determine proper tire pressure WEIGHING THE SINGLE AXLE RECREATIONAL VEHICLE TO OBTAIN INDIVIDUAL AXLE AND GROSS VEHICLE WEIGHTS STEP 1b Scale Weight Ibs Ibs Ibs _ Ibs Step 1a Step 1b Step 1c Step 1d Gross Axle Weight Gross Vehicle Weight Gross Axle Weight TO OBTAIN INDIVIDUAL WHEEL POSITION WEIGHTS STEP 2a STEP 2b STEP 2c One Side Scale Weight _ sibs Ibs _ ss Step 2a Step 2b Step 2c Calculate Other Ibs Ibs Ibs Side Weight Step 1a 2a Step 1b 2b Step 1c 2c 1 From the tire manufacturer s load and inflation tables or the sidewall of the tires mounted on the vehicle 2 If vehicle has duals read dual capacity from tire and multiply by 2 to obtain dual assembly load capacity Section Five MICHELIN RV Tires 75 WEIGHING THE TANDEM AXLE RECREATIONAL VEHICLE TO OBTAIN INDIVIDUAL AXLE AND GROSS VEHICLE WEIGHTS STEP 1a STEP 1b STEP 1c STEP 1d STEP 1e calculated Seng Ibs Ibs Ibs Ibs Ibs Weight Step 1a Step 1b Step 1c Step 1d Drive Axle Gross Axle Weight Gross Vehicle Weight Gross Axle Weight Weight 1c 1d Ibs Ibs Ibs Ibs oases Gross Axle Gross Vehicle Gross Axle
138. ho services tires or vehicles in your operation has read and understands these warnings SERIOUS INJURY OR DEATH CAN RESULT FROM FAILURE TO FOLLOW SAFETY WARNINGS No matter how well any tire is constructed punctures impact damage improper inflation improper maintenance or service factors may cause tire failure creating a risk of property damage and serious or fatal injury Truck operators should examine their tires frequently for snags bulges excessive treadwear separations or cuts If such conditions appear demount the tire and see a truck dealer immediately The US Department of Labor Occupational Safety and Health Administration OSHA provides regulations and publications for safe operating procedures in the servicing of rim wheels Please refer to OSHA Standard 29 CFR Part 1910 177 Servicing Multi Piece and Single Piece Rim Wheels This can be found in the Section Nine Appendix Pages 136 137 Specifically note that the employer shall provide a program to train all employees who service rim wheels in the hazards involved in servicing those rim wheels and the safety procedures to be followed The employer shall ensure that no employee services any rim wheel unless the employee has been trained and instructed in correct procedures of servicing the type of wheel being serviced and shall establish safe operating procedures for such service Michelin provides the following information to further assist employers to comp
139. hough Due to constant innovation and development the types and sizes of MICHELIN tires are always changing For the most current product offerings please also refer does not provide enhanced wet or snow traction a P to the product line brochures the price lists the Usually found on the steering axle of a truck tractor PO y 8 applications data books and the websites and on other free rolling axles such as trailers dollies www michelintruck com www michelinrvtires com tag and pusher axles www michelinearthmover com Also placed on torque axles when traction is not a high priority DOT SIDEWALL MARKINGS after the year 1999 will have a 4 digit code the first 2 All new tires sold in North America for use on Public indicate the week and the last 2 indicate the year of Highways must have a DOT Department of manufacture Transportation number molded into the lower sidewall LOADS PER AXLE AND INFLATION This certifies compliance with Federal Regulations All retreaded tires must also have an additional DOT PRESSURES number affixed to their sidewalls as well It is The carrying capacity of each tire size is tabulated for recommended that this marking be placed in the lower various inflation pressures by individual tire load and by sidewall near the original DOT code Certain states may axle load for single applications 2 tires and dual require labeling in addition to the Federal regulations appli
140. hould be discussed with the vehicle manufacturer e The formula for calculating the top speed is Top Speed MPH Engine RPM x 60 Tire Revs Mile x R Where MPH Miles Per Hour RPM Revolution Per Minute Engine R Overall Gear Reduction e Since engine RPM and R will remain the same when changing from one tire to another the comparison is simply a straight ratio of the Tire s Revs Mile Example Tire Revs Mile 11R24 5 MICHELIN XDN2 A73 455 55R22 5 MICHELIN XDN2 495 Ratio 473 495 0 96 4 This change requires a gear ratio change as well as a speedometer change or ECM Engine Control Module program adjustment Therefore when the vehicle s speedometer reads 75 mph the vehicle is actually traveling 72 mph Exceeding the legal speed limit is neither recommended nor endorsed If the governed speed for a vehicle originally equipped 5 TIRE CLEARANCES with 455 55R22 5 tires is 75 mph the top speed with All clearances around a tire should be checked 11R24 5 will be 495 473 75 mph 1 05 75 mph e To the nearest fixed part of the vehicle i e to parts 78 8 mph The speedometer will read 75 mph when the that are not affected by spring deflection or steering vehicle is actually traveling 78 8 mph mechanism Rule of Thumb When going from a lower Tire e To the nearest part of the vehicle which can be Revs Mile to a higher Tire Revs Mile the actual vehicle moved i e parts that are affected by spring s
141. hould be used as follows A When required by the above speed load table B When higher pressures are desirable to obtain improved operating performance For speeds above 20 mph the combined increases of A and B should not exceed 20 psi above the inflation specified for the maximum load of the tire Note 2 Load limits at various speeds for The inflation pressures shown in the referenced tables are minimum cold pressures for the various loads listed Tires used in highway service at restricted speed Mining and logging tires used in intermittent highway service 10 Section One Tire Selection To determine the proper load inflation table always comply with to the markings on the tire sidewall for maximum load at cold pressure Load and inflation industry standards are in a constant state of change Michelin continually updates its product information to reflect these changes Therefore printed material may not reflect the current load and inflation information NOTE Never exceed the wheel manufacturer s maximum air pressure limitation S Single configuration 2 tires per axle D Dual configuration 4 tires per axle Loads are indicated per axle LOAD INFLATION TABLE FOR MICHELIN 315 80R22 5 LRL The following table applies to LRL use with 8 25x22 5 Wheels pa 25 rim Michelin recommendation loads per axle Minimum dual spacing 13 5 343 mm Load ee ee ee ee lbs ae ee Sie ae ee eT SO Sie a E 825 ri
142. ht carrying capacity of 20 400 lbs per axle If the tire is mounted on a vehicle carrying 17 480 lbs per axle the appropriate air pressure is 100 psi cold For trailers equipped with an air pressure monitoring system system pressure should be regulated based on the maximum load the axle will carry and be at the cold equivalent for this load When an aluminum wheel is used in the outset position a TR543E or the new TR553E valve can be used It is recommended that you verify air valve stem torque on WHEEL DIAMETER PSI 22 5 3 kPa 520 550 590 620 660 445 50R22 5 LRL LBS SINGLE 13880 14620 15360 16060 16780 X One XDA X One XDA HT Plus X One XDN2 X One XTA X One XTE 455 55R22 5 LRL LBS SINGLE 15000 15800 16580 17360 18120 X One XDA HT Plus KG SINGLE 6800 7160 7520 7880 8220 8560 8900 9250 9580 10000 X One XDN2 X One XTE 690 720 760 790 17480 18180 18740 19560 20400 7940 8240 8500 8860 9250 18880 19640 20400 21200 22000 all wheels put into service When installed they should have correct torque using the proper tool at 80 to 125 in Ibs 7 to 11 ft lbs for aluminum wheels and 35 to 55 in Ibs 3 to 5 ft Ibs for steel wheels To check for slow leaks at the valve stem use either a torque wrench by hand or spray a soapy solution on the valve to see if it is loose To prevent galvanic corrosion on aluminum wheels lubricate the threads and o r
143. icles The following practice is recommended a Usea fresh supply of tire lubricant each day drawing from a clean supply source and placing the lubricant in a clean portable container b Provide a cover for the portable container and or other means to prevent contamination of the lubricant when not in use For lubricants in solution we suggest the following method which has proven to be successful in helping to minimize contamination and prevent excess lubricant from entering the tire casing provide a special cover for the portable container that has a funnel like device attached The small opening of the funnel should be sized so that when a swab is inserted through the opening into the reserve of lubricant and then withdrawn the swab is compressed removing excess lubricant This allows the cover to be left in place providing added protection A mesh false bottom in the container is a further protection against contaminants The tire should be mounted and inflated promptly before lubricant dries Avoid not using any lubricants a PREPARATION OF WHEELS RIMS AND TIRES Always wear safety goggles or face shields when buffing or grinding rims or wheels Inspect wheel rim assemblies for cracks distortion and deformation of flanges Using a file and or emery cloth smooth all burrs welds dents etc that are present on the tire side of the rim Inspect the condition of bolt holes on the wheels Rim flang
144. il and the best tires can pick up that nail or screw and go flat If you pick up an object that causes a flat with a MICHELIN RV tire the repair must be made to the inside of the tire to be repaired properly To do this the tire needs to be demounted and inspected on the inside of the casing for any other damage that the object may have caused See the MICHELIN truck tire dealer for the proper repair and damage inspection TIRE INSPECTION The MICHELIN RV tires should be inspected thoroughly at least once a year and any time the owner drives in rough or rocky terrain or when the owner is having their RV serviced This inspection should include both sidewalls the tread area and the valves caps and any valve extensions Inspect for nails cuts bulges aging or fatigue cracks and weathering or ozone cracking Also check between the duals for objects lodged between them See the MICHELIN dealer at once if anything unusual is observed On a regular basis rub the palm of your hand across the face of the tread on your front tires to feel for any feathered wear from toe alignment problems NOTE Be careful since severe wear can expose steel belt edges that are very sharp A toe misalignment problem can be caused by impact with a chuck hole in the road Bad toe wear can be hard to find visually but can be felt very quickly with the hand This type of alignment problem can wear rubber off the tread of the tires
145. ile you are adding air The rim parts may be worn damaged or dislodged and can explosively separate TUBES AND FLAPS FOR COMMERCIAL TRUCK TIRES SIZE TUBE TUBE MSPN FLAP FLAP MSPN Use tube MSPN 73993 for CAT Forklifts 15 16 with valve 1221 other truck industrial applications use MSPN 17542 15 16J with valve 570 MSPN 17542 uses same flap and is the same price as MSPN 73993 MOUNTING LUBRICANT Product Size Product code Section Seven Diagonal Bias or Cross Ply and Tube Type 93 94 SELECTION OF PROPER COMPONENTS AND MATERIALS All tires must be mounted with the proper MICHELIN tube and flap if required and rim or wheel as indicated in the specification tables on Page 93 For complete tire specifications refer to application specific data books Make certain that rim wheel components are properly matched and of the correct dimensions for the tire Always fit a new MICHELIN tube in a new mounting Since a tube will exhibit growth in size through normal use an old tube used in a new mounting increases the possibility of tube creasing and chafing possibly resulting in failure Pinched tube Always install a new flap in a new mounting A flap through extended use becomes hard and brittle After a limited time it will develop a set to match the tire and rim in which it is fitted Therefore it will not exactly match a new tire rim combination Always install new valve cores a
146. in just a few hundred miles No tire regardless of its quality is indestructible Certain conditions of use and abuse can stress a tire beyond reasonable operating limits causing it to come out of service even when considerable tread remains Such conditions are clearly indicated by the damage they leave on the tire itself Listed below are some common damages and the signs they leave behind Please understand that this list is by no means exhaustive and is intended only as a general guide UNDERINFLATION This condition is often referred to as a run flat tire It is caused by operating a tire at very low or zero air pressure When a tire is run at normal highway speeds underinflated it flexes too much and builds up heat This heat damages the inner liner casing and outer sidewall of the tire If not remedied quickly the tire will be irreparably damaged In extreme cases the sidewall of the tire is destroyed from the excessive heat and the weight of the vehicle crushing cutting the tire against the wheel as it rolls on the uninflated sidewall According to guidelines put out by the Rubber Manufacturers Association RMA any tire that has been run at less than 80 of recommended air pressure for the load it is carrying should be inspected for possible damage When one tire in a dual configuration comes out of service due to under inflation run flat damage the other tire in the dual configuration should be inspected im
147. increase benefits such as fuel efficiency safety driver retention and uptime all of which have a direct effect on cost per mile While these systems may reduce tire labor it is still necessary to inspect tires to ensure they are serviceable properly inflated and the systems are working correctly All of these systems need to be properly installed and maintained to deliver the benefits they provide Most of the systems on the market are capable of maintaining a cold inflation pressure within the capacity o f the truck s air system The use of these systems does not nullify the MICHELIN Truck Tire Warranty unless it is determined that the system somehow contributed to the failure or reduced performance of the tire Proper air pressure maintenance is important for the optimized performance of the tires so it is important to make sure the system can maintain the pressures needed and or can detect accurately when the pressures are outside of the normal operating range s for the loads being carried Some inflation systems will add pressure when cold weather temperature drops the psi below that which the system is calibrated for resulting in a pressure higher than the target setting For example a 40 degree temperature drop will reduce pressure readings by 6 to 8 pounds psi thus the inflation system will increase the pressure above the target by a like amount Tires on vehicles with these systems should still be guaged weekly and cold p
148. ine Appendix INDEX A Ackerman Principle ci 44 s60eiees0dks eased aseseieeiaeada 49 Air Pressure Maintenance s sesssrcseriesossts 36 37 64 72 73 Aw SUSDCNCIONS 26 5 cencbid octane carauatecee Dep aenaeeee esos 60 AIRSTOP MDE taseoseday cone N ea EE REEE Rr 90 N a E i EEEE E TEE E TETEE EE T E TT 46 52 CADET esses eaa a a aa a aea ia 48 O o E E EE EE 48 Recommended Alignment Targets 005 49 Steer Axle GEOMECIY sessiriserririr tun row E nee wea ai 46 Seer Axle Setback oe csuveeruanetceehancanneecoge haces 49 Tandem Axle Parallelism ccc i3c2s edcdceeeaecaecee sme 47 Thrust Anele Tracking ossa rasersriscanri sdana sid sa ka 47 Ae ET ee eee ee ee T TEE E E ETT 46 47 T6e OUC OM TUNS 12s Sone cbaeuwsne Ne np eats ceeds 49 Alignment Checks Frequency o c12cctcateicaidabersaaades 49 Alhgnment Equipment erissrrs rreta ti ew INEEN aa ENEA 50 ANeniment Field Method as icrsrirarscsre ceeeeceeus geet 50 118 Alignment Targets TMC Guidelines a3 052 s0900095 b00aes 49 Ambient Temperat re 0 stsiadecsawen dower esennad anes 9 36 APPC ON eee EE EEEE TEESE RERS 4 5 Commercial Light TruCk 22 00 ceseceseasameraeneaewacs 5 Lono Patil resan EEE TARARE RTA nae a 4 OWO ROI earo nee EE EEEN OT ETERS 5 Recreational Vehicle sars won accerasse cane aS EAA RA 5 PEON aaae aee EEEE A 4 Special Applicaton Wes cucnsd ene tteew eet iaeeaned ands 5 alt seacepceeacdetentsecaceeoumernenenouenset ieee 5 Approximate Weight of Materials
149. ing the following recommendations are based on the more common Inclined Kingpin Steer Axle Geometry Inclined Kingpin TOE Toe is typically the most critical alignment condition affecting steer axle tire wear The purpose of setting toe at a given specification is to allow the tire to run straight during normal operating conditions Too much toe in results in scrubbing from the outside inward on both tires and too much toe out results in scrubbing from the inside outward on both tires Total toe is the angle formed by two horizontal lines through the planes of two wheels Toe in is when the horizontal lines intersect in front of the wheels or the wheels are closer together in front than in back Toe out is when the horizontal lines intersect behind the wheels or the wheels are closer together in back than in front Toe in is commonly designated as positive and toe out as negative Steer axle toe is adjustable to reduce wear to the leading edge of the tire and also to avoid road wander Toe is adjusted in a static unloaded condition so that the tires will run in a straight line under a dynamic loaded condition The toe measurement will probably change from unloaded to loaded condition The amount of change will vary with axle manufacturer axle rating and steering arm geometry but it is still fairly predictable Front axles on most popular Class 8 long haul tractors will change in the direction of toe out about 1 32 0 8 mm or
150. ing may be used A a square similar to but larger than a Carpenter s square B a string gauge C a large pair of calipers or D a wooden straight edge long enough to lie across the treads of all four tires A Use of a Square Use of the Calipers Section Two Mounting the Tire 33 TIRE MIXING RUNOUT IMPROPER TIRE MIXING CAN BE DANGEROUS The ideal time to verify that proper mounting Four Wheel Trucks For the best performance it is procedures have resulted in concentric bead seating is recommended that the same size design and during the installation of new steering tire wheel construction of tire be used on all four wheel positions assemblies The on vehicle assembly radial and lateral If only two MICHELIN radials are mounted with two runout measurements should be the lowest possible to non radials the radials should be mounted on the rear offer the driver the smoothest ride Both the guide rib If tires of different design are mixed on a vehicle in any variance and the hub to wheel clearance on hub piloted configuration they should not be used for long periods assemblies can be measured following the procedures and speeds should be kept to a minimum found in the Runout and Vibration Diagnosis guidelines Mixing or matching of tires on 4 wheel drive vehicles on Pages 134 135 of Section Nine Appendix may require special precautions Always check vehicle manufacturer s Owners Manual fo
151. ing of the valve stem with a non waterbased lubricant before installation Single tire fitments have proven themselves in numerous North American applications and are expected to grow in popularity with fleets Single tires are of course the norm on steer axles and are proven valid solutions on trailers and on driven axles of tandem axle 6x4 tractors However recent handling studies indicate that for certain types of commercial single axle 4x2 tractors pulling trailers the vehicle dynamics are such that handling may be degraded in the event of a tire failure when fitted with singles No other vehicle types or wheel positions have shown any enhanced handling issues with single tires In the interest of caution Michelin recommends that single axle 4x2 tractors fitted with MICHELIN X One tires on the driven axles always be equipped with an Electronic Stability Program ESP Without an ESP on the 4x2 tractor four tires are recommended across the driven axle rather than two tires Once again no other vehicle types are affected by this recommendation Please note This does not change Michelin s long standing position that all types of motor vehicles can be controlled in the event of a rapid air loss under normal legal driving conditions Michelin maintains that vehicle control in rapid air loss situations is a matter of driver education and training MAXIMUM LOAD AND PRESSURE ON SIDEWALL 10200 LBS AT 120 PSI 4625 KG AT 830
152. ing rupture can range in length anywhere from 12 inches to 3 feet circumferentially around the tire This is caused by the damage and weakening of the radial steel cables as a result of underinflation and the tire running flat Eventually the air pressure becomes too great for the cables to hold and the area ruptures with tremendous force EFFECT Zipper Rupture CAUSE Damage Weakening of Radial Steel Cables as a Result of Underinflation and Running the Tire Flat MRT X Ray Image of Fatigue Related Damage Without a Rupture 108 Section Eight Tire Damage BEAD DAMAGE Bead turning cracking splitting unwrapping e Heavy brake heat generating operations e Mechanical brake system out of specification e Incorrect wheel width e Excessive flex from overload underinflation e Mounting Demounting insufficient lubrication improper tool use aggravated by heat beads become brittle 1w Ou EFFECT Heating and Deformation of the Bead Rubber CAUSE Excessive Heat EFFECT Bead Tearing From Mounting Demounting CAUSE Insufficient Lubrication Improper Tools Tire inspection should always include a thorough inspection of both sidewalls and inner liner as this may reveal any potential damage condition that would cause the tire to become scrap Inner liner examination for creases wrinkling discoloration or insufficient repairs and exterior examination for signs of bumps or undulations as well as broken cords could be potentia
153. ions for the RV owners 1 Check at least once a month and before any major trips 2 On long trips check every morning before driving 3 Check before and after storage 4 On short trips of a day or less driving each way check before you leave and before you return home Always try to check tires when they re cold and have not been driven for more than one mile The stated load capacity for a given cold inflation pressure is based on ambient outside temperatures The pressure in a hot tire may be as much as 10 15 psi higher than the cold tire pressure If the RV owners must check the tires when they re warm be sure to allow for an increase in pressure and make sure the pressure of the tires on both sides of the axle are within a couple of pounds of each other Never let air out of a hot tire To make checking the tire pressure easier and more accurate Michelin recommends that the RV owners purchase a quality truck tire air gauge with a dual angled head This allows the RV owners to check the pressure of the inner and outer dual wheels And the easier it is to check the pressure the more that the RV owner will do it Nothing should restrict the RV owner s ability to check their tire pressure daily when driving their RV Be sure to use pressure sealing valve caps to prevent air from escaping the valve stem If the valve stem extension hoses are used make sure they re good quality stainless steel braid reinforced
154. ir pressure inside a tire will decrease when the vehicle is taken from a warm environment to a cold one some adjustments may be necessary when adjusting the tire pressures of a vehicle to be operated in very cold temperatures These adjustments are only necessary if the pressures are verified and adjusted inside a heated garage with an air supply that is also at the higher room temperature No adjustment necessary if done outside In extreme cases the following table should be used to ensure that the operating pressure and deflection of tires are adequate at the outside ambient temperature Using the load and pressure charts below determine the appropriate Recommended Pressure required for the axle load Then find the same pressure down the left column of the table to the right Going across to the relevant outside ambient temperature you will find the corrected inflation pressure to be used For example e A log truck in Alaska has a front axle loaded weight of 12 000 lbs e The truck is equipped with 11R24 5 MICHELIN XZY S tires e The recommended pressure for this fitment is 105 e The truck is parked overnight in a heated garage e The outside high forecasted for today is 20 E e The tire pressures are checked and adjusted prior to leaving the heated garage According the chart below the tires should be adjusted to 128 Adjusted Inflation Pressure psi when inflating indoors at 65 F 18 C Recommended
155. is a side or locking ring designed to hold the tire on the wheel by interlocking components when the tire is inflated Restraining device means an apparatus such as a Cage rack assemblage of bars and other components that will constrain all rim wheel components during an explosive 136 Section Nine Appendix amp SINGLE PIECE RIM WHEELS separation of a multi piece rim wheel or during the sudden release of the contained air of a single piece rim wheel Rim manual means a publication containing instructions from the manufacturer or other qualified organization for correct mounting demounting maintenance and safety precautions peculiar to the type of wheel being serviced Rim wheel means an assemblage of tire tube and liner where appropriate and wheel components Service or servicing means the mounting and demounting of rim wheels and related activities such as inflating deflating installing removing and handling Service area means that part of an employer s premises used for the servicing of rim wheels or any other place where an employee services rim wheels Single piece rim wheel means the assemblage of single piece rim wheel with the tire and other components Single piece wheel means a vehicle wheel consisting of one part designed to hold the tire on the wheel when the tire is inflated Trajectory means any potential path or route that a rim wheel component may travel during an explosive separation or the sudden
156. kPa es 11000 LBS AT 120 PSI 5000 KG AT 830 kPa 455 55R22 5 LRM LBS SINGLE N 16580 17360 18120 18880 19640 20400 21200 22000 22600 23400 11700 LBS AT 130 PSI X One XZU S X One XZY3 With chip and cut resistant tread compound 64 Section Four MICHELIN X One Tires KG SINGLE Pp 7520 7880 8220 8560 8900 9250 9580 10000 10240 10600 5300 KG AT 900 kPa In comparative sizes there will be no required change in gear ratios nor any required component changes Consult your equipment manufacturer for details Contact Michelin directly for any variation in specification COMPARATIVE MICHELIN X ONE TIRE SIZES Dual Size 11R22 5 or 275 80R24 5 275 80R22 5 MICHELIN X One Tire Size 455 55R22 5 445 50R22 5 WHEELS The MICHELIN X One tire requires the use of 22 5 x 14 00 wheels Both steel and aluminum wheels are currently available in 0 and 2 outsets The majority of the wheels currently offered have a 2 outset Outset The lateral distance from the wheel centerline to the mounting surface of the disc Outset places the rim centerline outboard of the mounting hub face surface Inset places the rim centerline inboard of the mounting hub face surface or over the axle Thus a wheel with a 2 outset has the centerline of the rim base 2 outboard from the hub mounting surface Some axle and hub manufacturers have recently clarified and confirmed their position concer
157. l out of service causes Proper OSHA Occupational Safety and Health Administration regulations must be followed when putting any tire rim back in service After the tire EFFECT Bead Turning Cracking Splitting Unwrapping From Heat CAUSE Excessive Heat A SIN Sa EFFECT Bead Turning Cracking Splitting Unwrapping From Heat CAUSE Excessive Heat has been inflated to 20 psi in a safety cage it should undergo another sidewall inspection for distortions undulations or popping noise indicating a breaking of the steel cords If this is the case immediately deflate the tire and scrap If no damage is detected continue to inflate to the maximum air pressure marked on the sidewall Inspect the sidewall from a distance looking for distortions and or undulations and listen for a popping noise If none exist then insert valve core and return tire to service after adjusting the pressure Section Eight Tire Damage 109 PAIRS amp RETREADING CONDITIONS Improperly Aligned Repair Note that the arrows on Rupture on Improperly Aligned Repair Note that the the patch do not point toward the beads arrows on the patch do not point toward the beads Bad Sidewall Spot Repair Tread Edge Lifting Porosity 110 Section Eight Tire Damage Se P a a L EFFECT Improper Repair or Improper Repair Improper Repair Tube Repair Patch In Radial Tire and Procedures Bead Damage from Demounting CAUSE Premature F
158. l Light Truck Tire Applications e Highway Tires All Wheel Position e All Season All Terrain Tires e All Terrain Drive Axle Traction Tires e Highway Mud amp Snow Tires Section One Tire Selection 5 1 Example 11 R 22 5 Example 219 80 Tire Size MICHELIN radial truck tire sizes are designated by the nominal section width in inches or millimeters and the rim diameter e g 11R22 5 or 275 80R22 5 The R indicates a radial tire Truck tire sizes contain dimension and load index information and are marked in accordance with industry standards FMVSS Federal Motor Vehicle Safety Standard TRA The Tire and Rim Association Inc ETRTO European Tyre and Rim Technical Organisation and ISO International Standardization Organization This index indicates the load capacity of the tire in single and in dual usage e g 144 1415 See Appendix under General Information Page 116 for complete ISO load index Below are examples for tubeless tires See Section Seven for tube type tire information 11R22 5 nominal cross section in inches radial rim or wheel diameter in inches 275 80R22 5 LRG 144 141K nominal cross section in mm metric aspect ratio radial rim or wheel diameter in inches load range G Nominal Width Wheel Diameter COMPARATIVE SIZES LOW PROFILE STANDARD PROFILE MICHELIN TRA REPLACES 235 80R22 5 245 75R22 5 9R22 5 255 80R22 5 265 75R22 5 10R22 5 275 80R22 5
159. load Eventually the air pressure becomes too great for the weakened cables to hold and the area ruptures with tremendous force The RMA Rubber Manufacturers Association states that permanent tire damage due to underinflation and or overloading cannot always be detected Any tire known or suspected of having been run at 80 or less of normal operating inflation pressure and or overloaded could possibly have permanent structural damage steel cord fatigue The RMA has issued a revised Tire Industry Service Bulletin for procedures to address zipper ruptures in certain commercial vehicle tires The purpose of the bulletin is to describe the inspection procedures for identifying potential sidewall circumferential ruptures also known as zipper ruptures on truck bus tires and light truck tires of steel cord radial construction Zipper ruptures can be extremely hazardous to tire repair technicians Careful adherence to proper repair procedures is crucial For more information contact RMA at info rma org or visit www rma org TIRE INSPECTION Tire inspection should always include a thorough inspection of both sidewalls and inner liner as this may reveal any potential damage condition that would cause the tire to become scrap Examine the inner liner for creases wrinkling discoloration or insufficient repairs and examine the exterior for signs of bumps or undulations as well as broken cords any of which could be potenti
160. loaded tire will build up more heat that could go beyond the endurance limits of the rubber and radial cords This could cause sudden tire failure Underinflation will also cause poor handling faster and or irregular tire wear and can decrease fuel economy Overinflation on the other hand will reduce the tire s contact area with the road which reduces traction braking ability and handling A tire that s overinflated for the weight it s carrying is more prone to a harsh ride uneven tire wear and impact damage AIR PRESSURE REQUIREMENT The amount of air pressure required in each tire depends on the weight of the fully loaded vehicle So the RV owners cannot determine the tire s correct air pressure unless they know their vehicle s actual weights The maximum load capacity allowed for the size tire and load rating and the minimum cold air inflation needed to carry that maximum load are located on the tire s sidewall The lower the air pressure the lower the load that the tire can carry A complete load and inflation table is available at www imichelinrvtires com MICHELIN RV Tires Guide For Proper Use and Maintenance and RV Tire Information MWL43146 and the MICHELIN Truck Tire Data Book M WL40731 WHEN TO CHECK RV TIRE AIR PRESSURE The RV owners need to know the correct air pressure per axle for their RV and they need to know when and how often to check the MICHELIN RV tires Here are a few recommendat
161. locks and the shape of the tread pattern can affect Tire Revs Mile e Torque The presence of driving and braking torque can affect the Tire Revs Mile e Type and Condition of Pavement Asphalt vs concrete wet vs dry can create difference in Tire Revs Mile CALCULATED TIRE REVOLUTIONS PER MILE Michelin Equation Tire Revs Mile 20 168 O D 8d O D Overall Diameter d Correction for deflection d O D 2 SLR SLR Static Loaded Radius Ref Data Book Example 275 80R22 5 MICHELIN XDA ENERGY New Tire O D 40 5 SLR 18 8 d 40 5 2 18 8 d 1 45 Tire Revs Mile 20 168 40 5 8 x 1 45 20 168 40 5 1 16 20 168 39 34 Tire Revs Mile 512 6 Calculated Vs Data Book Measured Tire Revs Mile 513 At 50 Worn O D 40 1 SLR 18 6 13 32nd used is approximately a 0 2 inch reduction of SLR d 40 1 2 18 6 d 1 45 Tire Revs Mile 20 168 40 1 8 x 1 45 Tire Revs Mile 518 Calculated Section Nine Appendix 131 DESCRIPTION Code Key 21 New amp Retread Tire Out of Service Conditions was developed for tire manufacturers as a means of coding out of service conditions as determined by manufacturer laboratory failure analysis It is not meant to replace related codes identified for use by technicians in Code Key 18 Technician Failure Code or Code Key 82 Operator Vehicle Equipment Condition Report Code Key 21 has two codes per condition a tw
162. ls will not allow the inner cap nut to fit into the inner wheel and will result in the inner cap nut interfering with the outer wheel Figure 1 Stud Piloted Wheel Hub Piloted Wheel Drum aoe Hub Outer Cap Nut Inner Cap Nut Figure 1 Improper Mounting Ball seat stud piloted wheels should not be used with flange nuts because they have larger bolt holes and do not have sufficient area near the bolt hole to support the flange nut Slippage may occur Also the center hole is too large to center the wheel Figure 2 Stud Piloted Wheel Two Piece Flange Nut Figure 2 Improper Mounting SPECIAL CONSIDERATIONS FOR ALUMINUM WHEELS It is also important to note that the disc thickness of aluminum wheels is usually much thicker than steel wheels and stud length must be checked when changing from steel wheels to aluminum wheels Aluminum wheel disc thickness ranges from 3 4 to 1 1 8 This is approximately double the thickness of steel disc wheels Because of this increase in disc thickness special consideration must be given to aluminum wheel attaching hardware Wheel stud lengths are specifically designed to suit varying disc wheel mounting systems brake drum mounting face thickness and disc wheel material types Failure to use the correct length studs may lead to insufficient clamp load of the disc wheels The minimum length for dual aluminum wheels is 1 06 inches or 27 mm as measured from the brake drum face
163. ly with that initiative WARNING Tire and rim servicing can be dangerous and must be done only by trained personnel using proper tools and procedures Failure to read and comply with all procedures may result in serious injury or death to you or others Re inflation of any type of tire and rim assembly that has been operated in a run flat or underinflated condition 80 or less of recommended operating pressure can result in serious injury or death The tire may be damaged on the inside and can explode while you are adding air The rim parts may be worn damaged or dislodged and can explosively separate Refer to RMA Tire Information Service Bulletin on potential zipper ruptures TISB Volume 33 Number 3 December 2007 RMA Rubber Manufacturers Association recommends that any tire suspected of having been run underinflated and or overloaded must remain in the safety cage be inflated to 20 psi OVER maximum air pressure marked on the sidewall and then be inspected Do not exceed the maximum inflation pressure for the rim or wheel Be sure to reduce pressure to regular operating pressure before placing back in service if the tire has been deemed serviceable Use of starting fluid ether gasoline or any other flammable material to lubricate seal or seat the beads of a tubeless tire can cause the tire to explode or can cause the explosive separation of the tire rim assembly resulting in serious injury or death The use of any
164. m s seo s250 ssio s770 soo 270 6520 6770 7010 7260 Note Never exceed the wheel manufacturer s maximum cold air pressure limitation and or load rating When used on an 8 25 rim the max load and pressure is lower than that indicated on the sidewall TECHNICAL SPECIFICATIONS FOR MICHELIN 455 55R22 5 LRM ON 13 00X22 5 WHEELS STEER AXLE FIRST LIFE ONLY Load Loaded Radius Max Load Single emas e ase os e o a e Note When used on a 13 00 rim the max load and pressure is lower than that indicated on the sidewall Section One Tire Selection 11 CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5 6 000 Ibs 6 001 to 10 000 Ibs 10 001 to 14 000 Ibs 14 001 to 16 000 Ibs 16 001 to 19 500 Ibs GVW and less GVW GVW GVW GVW MILK BREAD MILK BREAD MILK BREAD CONVENTIONAL VAN UTILITY VAN UTILITY VAN WALK IN VAN LARGE WALK IN LARGE WALK IN kpn Z PICK UP FULL SIZE PICK UP LARGE VAN CITY DELIVERY BUCKET sdin FULL SIZE PICK UP CREW CAB PICK UP TREE SPECIALIST Siaip COMPACT VAN COMPACT VAN BOTTLED GAS Fi Sgip LARGE SUV STEP VAN CREW VAN i MINI BUS 12 Section One Tire Selection CLASS 6 19 501 to 26 000 Ibs GVW CLASS 7 26 001 to 33 000 Ibs GVW CLASS 8 33 001 Ibs and over HOME FUEL F TRASH d FIRE ENGINE CEMENT REEFER SCHOOL BUS SINGLE AXLE VAN BOTTLER sA LOW PROFILE COE TRANSIT BUS TANDEM AXLE VAN INTERCITY BUS LARGE RV
165. manship and material However if a tire fails or is rendered unserviceable as a result of siping the tire is not warrantable BRANDING 1 The following limits apply when branding MICHELIN truck tires using equipment without accurate temperature control or which may exceed 465 F 240 C Hand held equipment is typically used for this HOT BRANDING a Brand Temperature Maximum Depth 570 F 300 C 1 64 inch 0 4 mm 480 F 250 C 1 32 inch 0 8 mm b Only brand in the BRAND TIRE HERE area 2 For equipment capable of COLD BRANDING i e controlled temperatures below 465 F 240 C the following restrictions apply a Temperature Maximum 465 F 240 C b Contact pressure Maximum 100 psi c Time of contact Maximum 1 minute d Character Height Maximum 1 inch e Character Depth Maximum 0 040 inch 1 0 mm f Location Circumferentially in the BRAND TIRE HERE area Radially in the BRAND TIRE HERE area with no portion of any character extending more than 1 above the outline of the area See warranty for details Section Three Extending Tire Life 45 Many tire problems can be traced to mechanical conditions in the vehicle Therefore to obtain maximized tire performance vehicles must be properly maintained MAJOR VEHICLE FACTORS WHICH AFFECT TIRE LIFE ALIGNMENT Alignment refers not only to the various angles of the steer axle geometry but also to t
166. mediately If the unserviceable tire was underinflated that means the serviceable tire was carrying more and more of the load for that wheel position Consequently it too may have suffered some casing damage FATIGUE RUPTURE This type of damage is sometimes called a zipper rip because of the zipper like effect it creates in the steel casing cords of the damaged tire When a casing cord is damaged or repeatedly and excessively bent due to over load and or underinflation it will eventually break and subject the cords on either side to even more stress When enough strength has been lost due to additional cord breakage a rupture occurs and can progress rapidly along the path of least resistance in the upper sidewall This can happen hours days or even months after the initial damage event when all evidence or memory of the initial damage or overload underinflation is gone Casing cords in the MICHELIN truck tires used on motorhomes are very strong twisted steel cables Extreme over deflection of a tire that can occur during improper blocking of tires or high energy impacts may weaken the structure of the cable so as to make it less tolerant of the repeated bending stress encountered in normal use If in addition the integrity of the steel cords is degraded by corrosion from moisture reaching the cords through cuts or tears in the rubber their tolerance of these conditions will be even further reduced This corrosion may r
167. ments of paragraph d 3 i of this section 4 The employer shall furnish and assure that an air line assembly consisting of the following components be used for inflating tires i A clip on chuck ii An in line valve with a pressure gauge or a presettable regulator and iii A sufficient length of hose between the clip on chuck and the in line valve if one is used to allow the employee to stand outside the trajectory 5 Current charts or rim manuals containing instructions for the type of wheels being serviced shall be available in the service area 6 The employer shall furnish and assure that only tools recommended in the rim manual for the type of wheel being serviced are used to service rim wheels e Wheel component acceptability 1 Multi piece wheel components shall not be interchanged except as provided in the charts or in the applicable rim manual 2 Multi piece wheel components and single piece wheels shall be inspected prior to assembly Any wheel or wheel component which is bent out of shape pitted from corrosion broken or cracked shall not be used and shall be marked or tagged unserviceable and removed from the service area Damaged or leaky valves shall be replaced 3 Rim flanges rim gutters rings bead seating surfaces and the bead areas of tires shall be free of any dirt surface rust scale or loose or flaked rubber build up prior to mounting and inflation 4 The size bead diameter and tire
168. mounts new 275 80R22 5 LRG with a data book maximum of 110 psi tires steer tires and desires to increase the air pressure in order to see if this will help alleviate the occurrence of free rolling wear Example 1 If the axle load is 10 310 Ibs then the table in the data book specifies a corresponding pressure of 85 psi Then the user can increase the pressure 15 20 psi above that to 100 or 105 psi Example 2 If the axle load is 12 350 Ibs then the table in the data book recommends 110 psi As this is the maximum load of the tire only a 10 pressure increase is permitted Thus the adjusted pressure would be limited to 120 psi This procedure should not be applied across the board If satisfactory tire performance and wear are being obtained with table pressures for a given load then leave well enough alone Overinflation can cause an increase in road shocks and vibrations transmitted to the vehicle as well as an increase in tire failures from road hazards NOTE In no case should the maximum capacity of the wheel rim be surpassed Consult wheel rim manufacturer s specifications NOTE The following illustration is based on the recommended inflation pressure from the data book for the load being carried Effect of Inflation Pressure on Tire Life 100 av Loss of Service Due to Overinflation 90 80 70 60 al OK an Loss of Service Due to Underinflation 30 Mileage or Tire Life in 20 10 0
169. n below Position of Tire First Position of First Subsequent Used On Retread Use Retread Use Steer Drive or Trailer gt Drive or Trailer Drive Drive Drive or Trailer Trailer gt Trailer gt Trailer In terms of casing fatigue the severity of use is as follows e Drive Axle most fatigue New drive tires lug type often can accumulate twice as many miles or more before retreading than new steer or trailer tires can The same is true for drive axle lug type retreads The tires also run hotter deeper tread and with more torque Steer Axle moderate fatigue Steer axle tires operate at higher average loads than drive or trailer tires 20 to 40 higher However they wear out sooner than drive tires and are moved to lighter axles in the retread stage Trailer Axle least fatigue The trailer tire starts life with a shallow cooler tread and is usually retreaded with a shallow retread Annual miles are low The trailer tire casing usually sees more curb abuse neglect and old age problems Thus the practice of retreading new drive axle tires back to the drive axle puts the most highly fatigued casing back onto the most highly stressed wheel position CASING MANAGEMENT FOR THE FUTURE The following guidelines are recommended in sorting casings for their next tread life Such a sorting would allow the fleet and retreader to make better decisions regarding the handling and utilization of casings recovere
170. n inflation causing air loss Snap the lock ring in the upper rim groove Check that the ring is fully seated in the groove INFLATION Place the assembly in the horizontal preferred or vertical if well lubricated position for inflation in the restraining device and remove the valve core This will allow the beads to slide more easily into position Inflate to 80 psi for complete tire bead seating Install the valve core and then adjust air pressure to that recommended for the load and condition Remember the keys for good mounting are 1 Correct size type and compatibility of components 2 Proper lubrication and mounting procedures 3 80 psi initial inflation pressure for bead seating followed by adjustment to recommended pressure Adherence to these simple guidelines will ensure maximized performance and minimized downtime due to tire mismount If you are having difficulty in mounting or cannot get the assembly to inflate or hold air an incorrect component or incorrect inflation is probably the cause MEASURED TIRE REVOLUTIONS PER MILE At Michelin Tire Revolutions Per Mile Tire Revs Mile are officially determined using the SAE Society of Automotive Engineers Recommended Practice J1025 The test tires are placed as singles on the drive axle of the test vehicle and loaded to the maximum dual load rating of the tire and set to the corresponding pressure The vehicle is then driven over a straight 2 mile section at 4
171. n pressure in the expandable rim as defined by your retread process manufacturer For cushion to casing extruded bonding gum application recommended minimum inflation pressure is 0 8 bar or 12 psi Bonding gum thickness should not exceed 1 5 mm 2 32 in the crown and 2 5 mm 3 32 in the shoulders Note For non MICHELIN wing tread products contact MRT Duncan SC at 1 888 678 5470 then press 3 for Technical Support Enveloping Contact your envelope supplier for the recommended size envelopes to be used Curing Cure the MICHELIN X One casing according to cure law for the tread design per the retread process manufacturer Final Inspection Conduct the final inspection of the MICHELIN X One casing according to the retread process manufacturer work method and specification Note The retreader is still responsible for determining if the MICHELIN X One casing is capable of being retreaded the same as would be done for any other tire in the inspection process Principal Components Shoulder Crown Plies Body Ply Inner Liner Sidewall A A Bead B 75 mm Note For truck sizes Point B is located on the point of the bead Point A is found 75 mm from Point B towards the interior of the casing and Point A is also 75 mm from Point B but is located on the exterior of the casing Damage Guidelines J Crown Damage Sidewall Damage Bead Damage Interior Damage Section Four
172. na decedseatcooee eens 115 Matene F PeSSNess 4c ae sac ane 2464s sce weed cationic 124 Mate mime TES scans iraniar ERARE SEEE 30 33 34 124 Michelin Retread Technologies MRT 66 68 88 WICHELIN X One Tite 16 54 c2 lt 84een0 eeeeencece Epi 63 70 Minimum Dual Spacing s 13ss0deseuneGsccsasedew beak ox 6 106 Section Nine Appendix 143 Mimoun oe cecawesteoweeewsdeaeton neeesaeee ve ears 134 135 Mounting PrOCEQUies c 2i022 2 e00 dood eee ss eaadenads 16 34 66 MICHELIN X ONG Tie nee daeeo seen auesenns fedeuens 66 ao ELIE EPOST TE ETE T 18 19 23 28 TaD POC soca cc potasa reas KE Ore nR ES EEEE 98 100 IGOOR 0 amd 24921 s onc s ccs aten sedate ere cab ERa A 130 19 5 Mounting ose cooeeeeseaeseutaaneteueanes 23 25 AMI Wheel Seestan a as 24 DICE WDEC eacssacatascoaseoesacacseeeenetraaes 25 N Nail Hole Repair Manual onccccncceas oceeeetavaesaeeee 83 88 NTO e a ea maen cadens LIE EE A IE TEE E TTET TET 37 Nominal Wheel Diameter srissssceccarrsssrss esdire os 6 7 O OSHA Occupational Safety and Health Administration O 7 eaa a ARS 136 138 Offset Outset Dual Front Wheels 00 e ee 31 Out of Service Conditions 2 45 244 eceee sen tasiecd see en 132 133 Overall Diameter Width 4 0 lt sss2s 60cceeteweneeas a eueuwaas 32 Overmaas ie na Serer E FERATA E 124 P kA e TEPE E E A E E E E E E T E E 114 Preparation of Wheels Rims and Tires 22 95 Pressure CoeMNCieNi S esera cessant nan E TERENE
173. nally it will result in irregular wear Therefore inflation pressures should be checked weekly and always before long distance trips Check inflation pressures on all your tires at least once a week including spares before driving when tires are cold especially when vehicle is used by more than one driver The ideal time to check tire pressures is early morning Driving even for a short distance causes tires to heat up and air pressures to increase Generally as a radial tire revolves during operation heat is generated on the inside of the tire at 4 degrees per minute However the tire loses heat at the rate of 3 degrees per minute with dissipation throughout the casing and air flow around the tire After 40 minutes of continuous operation the tire temperature has increased 40 degrees Fahrenheit As the air temperature inside the tire increases the inflation pressure also increases Thus a tire inflated to 80 psi cold would now be at 85 psi Because the inflation pressure has increased the amount of tire flexing has decreased which decreases the amount of heat generated per minute to 3 degrees per minute Assuming the heat dissipation factor is still 3 degrees Fahrenheit per minute the net temperature change is nil 0 This is called thermal equilibrium Always inspect valve stems for proper installation and torque and verify there is a good airtight seal by use of a leak detector type spray such as a water soap solution applied
174. ncrease in air pressure if any to the air pressure value for the selected tire shown in the data book Give special attention to the rim wheel and vehicle axle ratings that may be exceeded by the increases in load and pressure Tires optimized for highway applications have a maximum speed of 75 mph For speeds less than 20 mph 32 kph please consult Michelin North America Inc These limits apply only to Light Truck and Truck tires but do not include Special Application tires tires for high cube vans low bed trailers urban on off road use and 315 80R22 5 LRL mounted on 8 25x22 5 wheels on steer axles The tires with Y or L see Page 2 as the third character in the tread designations are designed and optimized for on off road applications and are speed restricted These tires should not be used in applications that operate the tires continuously on highways over an extended period of time or at speeds that exceed the speed rating of the tire This could lead to heat build up and cause premature or sudden tire failure as shown in this photo Tires with the Y designation are for applications expected to be 80 on road use and 20 off road use They have a maximum speed of 65 mph Tires with the L designation are for applications expected to be 20 on road use and 80 off road use Some of the L designated tires have a maximum speed of 50 mph while others have maximum speeds of 55 60 and 70 mph There is n
175. nd metal valve caps containing plastic or rubber seals For tires requiring O rings be sure to properly install a new silicone O ring at every tire change Section Seven Diagonal Bias or Cross Ply and Tube Type f Always use a safety device such as an inflation cage or other restraining device that will constrain all rim wheel components during an explosive separation of a multi piece rim wheel or during the sudden release of the contained air of a single piece wheel that is in compliance with OSHA Occupational Safety and Health Administration standards Do not bolt restraining device to the floor Never stand over a tire or in front of a tire when inflating Always use a clip on valve chuck with an in line valve with a pressure gauge or a presettable regulator Additionally ensure there is a sufficient length of hose between the clip on chuck and the in line valve if one is used to allow the service technician to stand outside the trajectory path when inflating Trajectory zone means any potential path or route that a rim wheel component may travel during an explosive separation or the sudden release of the pressurized air or an area at which an airblast from a single piece rim wheel may be released The trajectory may deviate from paths that are perpendicular to the assembled position of the rim wheel at the time of separation or explosion NEVER WELD OR APPLY HEAT TO A RIM OR WHEEL ON WHICH A TIRE IS M
176. nd that the components are correct For additional information see Wheel Type on Pages 126 129 of Section Nine Appendix 30 Section Two Mounting the Tire MBLY ON THE VEHICLE DUAL SPACING It is also important that sufficient space is provided between dual tires to allow air to flow and cool the tires and to prevent the tires from rubbing against one another To make sure dual spacing is correct simply measure from the outside edge of the outer tire to the outside edge of the inner tire of the dual assembly This will give you the center to center distance of the duals across that axle end Refer to the minimum dual spacing column in the application data books TECHNICAL CONSIDERATION FOR FITTING TIRES When fitting tires of sizes different than those specified by the vehicle manufacturer the following points must be considered 1 GEAR RATIO A change in tire dimension will result in a change in engine RPM at a set cruise speed which will result in a change in speed tractive effort and fuel economy Therefore the effect of a tire size change on the gear ratio should be considered in individual operations Generally changes of 2 for a given diameter or less will have a negligible effect on gear ratio tractive effort and indicated actual speed If a smaller wheel diameter is chosen make sure that brake over wheel clearances are checked before continuing with the mounting Changes in diameter of more than 3 percent s
177. ne com TMC RP 201C Tire Flap and Rim Dimensions TMC RP 203C Truck Tire Regrooving TMC RP 205B Use of Tire Bead Lubricants TMC RP 206B Tire Repair Procedures TMC RP 208C Tire Cost Determination TMC RP 209D Tire and Rim Safety Procedures TMC RP 210D Radial Tire Construction Terminology TMC RP 211B Rim and Wheel Selection and Maintenance TMC RP 212C Industry Advisory for Retreading Truck and Bus Tires TMC RP 213D RMA Truck Tire and Wheel Related Publications TMC RP 214C Tire Wheel End Balance and Runout TMC RP 215D Sources of Tire and Wheel Information TMC RP 216B Radial Tire Conditions Analysis Guide TMC RP 217B Attaching Hardware for Disc Wheels TMC RP 218D DOT Tire Identification Codes TMC RP 219B Radial Tire Wear Conditions and Causes A Guide to Wear Pattern Analysis TMC RP 220C Tire Tread Design Selection TMC RP 221C Retread Plant Inspection Guidelines TMC RP 222B User s Guide to Wheels and Rims TMC RP 223C Tire Selection Process TMC RP 224C Tire Retread Process TMC RP 226B Radial Tire Repair Identifier Blue Triangle TMC RP 228A Guidelines for Tire Radio Frequency Tags and Readers TMC RP 229A Computerized Tire Recordkeeping TMC RP 230A Tire Test Procedures for Treadwear Serviceability and Fuel Economy TMC RP 231 Wheel System Maintenance Labeling Guidelines TMC RP 232 Zipper Rupture Inspection Procedures for Light and Medium Duty Truck
178. ng of the beads during inflation 130 Section Nine Appendix URES FOR 16 00R20 AND 24R21 O RING SEAL The most important part of tubeless mounting on multi piece wheels is the o ring seal under the bead seat ring It is imperative that the correct O ring be used and properly installed Check O ring length and cross section diameter for correct fit The MICHELIN O ring seal reference number is 1506 for the 24R21 which is designated OR 6 6 21 for the 21 inch inside diameter The 16 00R20 uses O ring reference number 1681 designated OR 6 6 20 for the 20 inch or the corner ring reference number 1443 designated A20 TYRAN The corner ring has a slightly different mounting procedure see wheel manufacturer for proper procedures Some commercially available O rings are too long If too long it will push out of the groove breaking the seal and the tire will loose air Do not lubricate the O ring prior to installation on the wheel The lubricant tends to push the O ring out of the groove breaking the seal Make sure both the O ring and the groove are free of debris Place the O ring in the bottom groove it should fit tightly but not be excessively stretched LUBRICATION OF THE O RING The outer surface of the O ring should be lightly but well lubricated to allow the tapered bead seat to slide easily over the seal during inflation Remember an incorrect O ring or improper lubrication can force or push the O ring out of the slot upo
179. ng out of the work area several times will ensure the vehicle s suspension components are relaxed to achieve proper measurements 2 Allow vehicle to roll to a stop shut off the engine and let up on the clutch 3 Let vehicle fully stop by transmission no brakes 4 Engage tractor parking brakes and take out of gear place wheel chocks on the drive tires MEASUREMENTS Record all measurements Front of Vehicle 1 Measure steering axle skew from the front of the outside U bolt to the zerk fitting or bolt on the front spring pin perch Tolerance is 3 16 or 5 mm side to side 2 Measure for straight ahead steering from the inner wheel flange to edge of the leaf spring if newer style tapered frame or frame on both sides of the vehicle to ensure the steer tires are straight ahead tolerance is 1 32 or 1 mm side to side Adjust the steering wheels as necessary to come within tolerance Mark the steering wheel column with a crayon for future reference 3 Measure for steering axle offset from the frame rail to the vertical center line on the tire on both sides Tolerance is 3 16 or 5 mm from centerline of vehicle 4 Steering Stops Ensure they are in place on left and right sides and measure length Stops control the angle 118 Section Nine Appendix of the turn and may be a consideration if abnormal steer tire wear is present 5 Check front end components and toe by jacking up front end after placing wheel chocks on the
180. ng requirements i Each restraining device or barrier shall have the capacity to withstand the maximum force that would be transferred to it during a rim wheel separation occurring at 150 percent of the maximum tire specification pressure for the type of rim wheel being serviced ii Restraining devices and barriers shall be capable of preventing the rim wheel components from being thrown outside or beyond the device or barrier for any rim wheel positioned within or behind the device iii Restraining devices and barriers shall be visually inspected prior to each day s use and after any separation of the rim wheel components or sudden release of contained air Any restraining device or barrier exhibiting damage such as the following defects shall be immediately removed from service A Cracks at welds B Cracked or broken components C Bent or sprung components caused by mishandling abuse tire explosion or rim wheel separation D Pitting of components due to corrosion or E Other structural damage which would decrease its effectiveness iv Restraining devices or barriers removed from service shall not be returned to service until they are repaired and reinspected Restraining devices or barriers requiring structural repair such as component replacement or rewelding shall not be returned to service until they are certified by either the manufacturer or a Registered Professional Engineer as meeting the strength require
181. ning the use of such wheels with their respective components While the position of the component manufacturers is not totally consistent the majority s view concerning the retrofit of duals with MICHELIN X One tires can be summarized as follows Axle Type Spindle Type Wheel Recommendation Drive axles lay 2 outset wheels Trailer axles 2 outset wheels Check with component j Traleraxls swe SeChemtisearenet Many other axle and spindle combinations exist Contact axle manufacturers NOTE Use of outset wheels may change Gross Axle Weight Rating GAWR Consult vehicle and component manufacturers AXLE TRACK WIDTH Three standard trailer axle track widths are available They are 71 5 77 5 and 83 5 A typical tandem drive axle track width is approximately 72 Check with the axle manufacturers for other sized options Axle width is measured from spindle end to spindle end the two widest points Axle track is a center to center distance between the dual or center of single tire to center of single tire 71 5 is a standard axle track width found on bulk and liquid tankers 77 5 is a standard axle track width for 102 wide trailers 83 5 is the newer wider track axle intended for use with wide singles and 0 outset wheels for increased track width stability and payload VEHICLE TRACK With a standard length axle and 2 outset wheels the resulting variation in track width is an increase of a
182. nufacturer procedures See warranty for details 60 Section Three Extending Tire Life AIR SUSPENSION SYSTEMS As vehicle manufacturers move away from multiple springs there is an increased need to dampen the effect of road shock Air suspension systems consist of fasteners and bushings with various components such as air springs air or gas shocks torque arms air lines and valves held together by nuts and bolts Day to day operations generate a constant twisting movement to all these parts and greater awareness and maintenance diligence should be paid to wear and proper torque to ensure proper performance of the system and the effect this has on tire life All torque values should be verified to manufacturer s specification and new shock absorbers should be considered when installing new tires so as to maximize tire life Shock absorbers used on air ride suspensions should typically provide effective dampening control for 150 000 miles of on highway operations 100 000 for vocational applications Refer to TMC RP 643 Air Ride Suspension Maintenance Guidelines on air suspension systems Routine inspection of trailer air suspensions should be scheduled to inspect connectors and bushings per manufacturer instructions Pivot Bushing inspection should consist of taking measurements before disassembly to complete your inspection complying with warranty procedures and replace the bushing if cracks or complete separation of the rubb
183. o balance properly 061 090 2 32 to 3 32 inch Corrective action would be to perform the 3 R s after deflating the tire Rotate the tire on the wheel Re lubricate the tire and wheel ensure the wheel is very clean Re inflate ensuring your initial inflation is with the tire lying horizontal 3 5 psi max gt 090 gt 3 32 inch Perform 3 R s if mismount is indicated however when the reading is this high it usually requires checking runout on these component parts wheels hubs drums wheel bearings 5 After beads are properly seated place the tire in safety cage and inflate assembly to maximum pressure rating shown on the sidewall then reduce to operating pressure Check valve core for leakage then install suitable valve cap Consider the use of inflate thru or double seal valve caps for easier pressure maintenance Valve Caps Cores and Stems Inflate Thru Valve Caps Section Two Mounting the Tire 27 DEMOUNTING OF TUBELESS TIRES 1 If still fitted on the vehicle completely deflate the tire by removing the valve core In the case of a dual assembly completely deflate both tires before removing them from the vehicle OSHA requirement Run a wire or a pipe cleaner through the valve stem to ensure complete deflation 2 With the tire assembly lying flat after deflating the tire break the bead seat of both beads with a bead breaking tool Do not use hammers of any type to seat
184. o character alpha code or an alternative four digit numeric code Code Key 21 was introduced with the release of VMRS 2000 Version 1 05 NOTE In release of VMRS that preceded VMRS 2000 Code Key 21 was used redundantly to denote a vehicle esroup system The information once contained in Code Key 21 was assigned to VMRS 2000 Code Key 31 in 1997 Code Alpha Code Numeric Description Bead Area FW 1101 Bead Damage from Rim Flange Wear BO 1102 Bead Damage Due to Overload TB 1103 Torn Beads KB 1104 Kinked Distorted Beads BD 1105 Bead Deformation BB 1106 Burned Beads CD 1107 Bead Damage from Curbing CS 1108 Reinforce Chafter Separation FC 1109 Lower Sidewall Bead Area Flow Crack Sidewall Area SC 1201 Spread Damaged Cord SS 1202 Sidewall Separation SI 1203 Sidewall Separation Damage Induced ST 1204 Sidewall Separation Due to Tread Puncture SO 1205 Sidewall Separation Due to Bead Damage BM 1206 Branding Damage CU 1207 Cuts and Snags OD 1208 Damage from Object Lodged Between Duals AB 1209 Sidewall Abrasion Scuff Damage WE 1210 Weathering Ozone Cracking RS 1211 Radial Split SB 1212 Sidewall Bumps Blisters DC 1213 Diagonal Cracking HS 1214 Heavy Sidewall Splice OZ 1215 Open Sidewall Splice SP 1216 Sidewall Penetration CW 1217 Crack at Edge of Retread Wing CB 1218 Cracking Due to Excessive Sidewall Buff ZP 1219 Circumferential Fatigue Rupture Zipper Crown Area BS 1301 Brake Skid Damage WW 1302 Wild
185. o speed restriction once the casing has been retreaded per the RMA Rubber Manufacturers Association and the TMC Technology amp Maintenance Council The Tire and Rim Association Inc TRA permits operating a 65 mph rated tire at higher speeds with a reduced load and increased inflation No such permission is granted by TRA for tires with speed ratings below 65 mph Exceeding the legal speed limit is neither recommended nor endorsed Section One Tire Selection 9 STATIC AND LOW SPEED LOAD AND PRESSURE COEFFICIENTS Do not exceed loads or air pressure limits of the wheel or rim without permission of the component manufacturer Exceeding the legal speed limit is neither recommended nor WARNING endorsed TRA THE TIRE AND RIM ASSOCIATION INC STANDARDS These Tables apply to tires only Consult rim wheel manufacturer for rim wheel load and inflation capacities Load limits at various speeds for radial ply truck bus tires used on improved surfaces B CONVENTIONAL TIRES The service load and minimum cold inflation must A METRIC AND WIDE BASE TIRES The service load and minimum cold inflation must comply with the following limitations unless a speed comply with the following limitations unless a speed restriction is indicated on the tire restriction is indicated on the tire Inflation Pressure Change Inflation Pressure Change Speed Range mph 71 thru 75 1 12 66 thru 70 4 5
186. of both single piece rim wheels and multi piece rim wheels unless designated otherwise b Definitions Barrier means a fence wall or other structure or object placed between a single piece rim wheel and an employee during tire inflation to contain the rim wheel components in the event of the sudden release of the contained air of the single piece rim wheel Charts means the U S Department of Labor Occupational Safety and Health Administration publications entitled Demounting and Mounting Procedures for Truck Bus Tires and Multipiece Rim Matching Chart the National Highway Traffic Safety Administration NHTSA publications entitled Demounting and Mounting Procedures Truck Bus Tires and Multipiece Rim Matching Chart or any other poster which contains at least the same instructions safety precautions and other information contained in the charts that is applicable to the types of wheels being serviced Installing a rim wheel means the transfer and attachment of an assembled rim wheel onto a vehicle axle hub Removing means the opposite of installing Mounting a tire means the assembly or putting together of the wheel and tire components to form a rim wheel including inflation Demounting means the opposite of mounting Multi piece rim wheel means the assemblage of a multi piece wheel with the tire tube and other components Multi piece wheel means a vehicle wheel consisting of two or more parts one of which
187. old Climate Pressure Correction Data 123 Commercial Vehicle Safety Alliance CVSA 88 COMP ArAlIVe DIZCs 2425 c0ccteuccscsnoensGoaeeeecore eres 6 91 Components and Materials 00 cece eee ees 21 94 Contact Area Footprint ss 69 3 4 024 Ssoates0d Picasa eSiened as 70 Conversion Wale vecacedpeessee deka sceeue eee EPEAN 117 COSEANANsIG 2225c06eceasdeacoancerasceedeoonaseenacutes 124 Cost Per Mile CPM e 3ccnencad coset ouautecweeusteiwasan es 124 Critical Six Fundamentals ic cass0c axons eedeeedets ep idia 124 Cross Bis Pye aces saceeebatscabceureaseacseeusteaek 89 100 CUPPING WCAlceece cys eeuentece cu wie E bees ene 54 D Damages Radial Crown 4 21 e200 sees cenetocd ei eax 102 112 DENON 2224 nee cceceenseauedeoeecs ese aeeanceetes 6 8 9 90 DEMOUN Sase erea EEEE onerceumeeceeesetades AO 28 29 MICHELIN X One TiTe ccntswenewe an iE n a 66 Moe T EEEE S E E EET A EEO PEE 28 29 TUDE LYDE ssrds ot ein nen oos4e hee ueee eee e 96 97 Diagonal Bias Ply o2c420eeeereGe aise ceedws tas esaeewes 89 100 DAC ONdl Weal spec out tice ne eonn puma E 55 Direcional IVES 4 21 c0ecedeses ceed eaeattessteangscedua cee de 20 Disc Wheel Installation lt s24 cusaweorenadsaceeeatecee tens awe 128 DOINGCOVeN Oat osenchesseeieeseanedese eeeacakacueds 41 DOT Sidewall Via Ne Sco renee taco e reas ee scceme cada 7 8 Drive at Proper SpeC6dSs5 wiendawcsatenedsawsere rert RENEE a 41 Dive Carelly sesse pecueu sen
188. onal injury In any case legal speed limits and driving conditions should not be exceeded High speed driving can be dangerous and may be damaging to your tires When driving at highway speeds correct inflation pressure is especially important However at these speeds even with correct inflation pressures a road hazard for example is more difficult to avoid If contact is made it has a greater chance of causing tire damage than at a lower speed Moreover driving at high speeds decreases the time available to avoid accidents and bring your vehicle to a safe stop Section Three Extending Tire Life 41 BALANCE AND RUNOUT It is customary to check tire wheel assembly balance if the driver makes a ride complaint Before removing the tire wheel assembly from the vehicle check for radial and lateral runout Bent wheels and rims improper mounting or flat spotting can cause excessive runout If balance is still required a simple static balance with bubble balancer or a wall mounted axle bearing and hub type gravity balancer should be sufficient See Section Nine Appendix for Runout and Vibration Diagnosis on Pages 134 135 Current Technology amp Maintenance Council TMC limits from TMC RP 214C Tire Wheel End Balance and Runout are listed in the tables below TABLE A RECOMMENDED BALANCE AND RUNOUT VALUES FOR DISC WHEELS AND DEMOUNTABLE RIMS Balance Radial Runout Lateral Runout See Note 2 See Note 3 See Note 3 Tubeless St
189. ons Air Suspension Systems Quick Checks for Trailer System Faults Quick Checks for Front Suspension Faults Quick Checks for Rear Suspension Faults SS CG 2 MICHELIN A better way forward 35 STs as Air pressures on all newly delivered equipment should be verified for the application operation prior to the vehicle being placed in service Verify that any pressure monitoring or inflation system is correctly set for your fleet application on the delivery of any new equipment Proper maintenance is important in order to obtain maximum performance INFLATION PRESSURE The most critical factor in tire maintenance is proper inflation No tire or tube is completely impervious to loss of air pressure To avoid the hazards of underinflation lost air must be replaced Driving on any tire that does not have the correct inflation pressure is dangerous and will cause tire damage Any underinflated tire builds up excessive heat that may result in sudden tire destruction The correct inflation pressures for your tires must incorporate many factors including load speed road surface and handling Consult a MICHELIN Truck Tire dealer or MICHELIN data books for the proper inflation pressures for your application See the Introduction for complete listings of the MICHELIN data books Failure to maintain correct inflation pressure may result in sudden tire destruction and or improper vehicle handling Additio
190. ons is shown in the examples below STEER AXLE a MICHELIN XZA3 New Tire Price estimated 350 00 b Residual Casing Value estimated 60 00 c Total Miles estimated 120 000 d CPM 0 00241 per mile DRIVE AXLE a MICHELIN XDA3 New Tire Price estimate 350 00 b Residual Casing Value estimated 60 00 c Total Miles estimated 250 000 d CPM 0 00116 per mile YOUR OPERATION a New Tire Price b Residual Casing Value c Total Miles d CPM NENTALS THAT COST MONEY DUAL MISMATCHED HEIGHT The best method of avoiding damage due to having tires of unequal circumferences is to inspect and match tires so that within the dual position the average diameter difference is no more than 1 4 inch Additionally tires on axles and axle ends should fall within this guideline to avoid potential damage to the vehicle transmission Based on a loss of 5 to 20 of treadlife a 30 cost may be associated with this situation OVERINFLATION Again the goal is to maintain a recommended fleet target pressure based on the application and vary no more than 10 psi Overinflated tires are more likely to be damaged by impact breaks and accelerated wear costing from 7 to 15 of life A cost factor in a range of 15 to 30 could be associated with overinflation IRREGULAR WEAR Proper air pressure maintenance and a total vehicle alignment program can eliminate most irregular wear An occurrence of irregul
191. or toe out a misalignment If only one tire shows edge wear check for worn kingpin bushings bent or worn steering components or excessive positive camber For solid beam axles excessive camber can result from axle over load Camber Wear Tire Rotation If correct air pressure and proper alignment are both continually maintained tire rotation may never be needed However in other cases tire rotation may be needed to help even out wear patterns caused by alignment underinflation or free rolling wear problems Follow the motorhome manufacturer s rotation service recommendations There are no restrictions as to the method of rotation with the MICHELIN RV tires however Michelin recommends including the spare tire in the rotation pattern and changing the direction of rotation Tires can be rotated front to rear and side to side VIBRATION COMPLAINT complaint contact the appropriate chassis manufacturer When a motorhome owner comes in with a vibration to establish an incident report and get possible motor home warranty handling instructions The following procedure should take care of most complaints 1 Driver interview this should include the following has this vehicle been worked on by the chassis manufacturer or MICHELIN dealer for this complaint type of complaint driving and road conditions when the vibration occurs mph rpm acceleration deceleration when in the life of the vehicl
192. pection for damage inside and out 28 Section Two Mounting the Tire 4 Be sure to start at the valve stem 5 Step forward into the drop not away from or opposite center laying the bars down unnecessary damage to the bead a y AD 9 Lift the assembly place the tire 0 Allow the assembly to drop and iron inside rotate to lock the tab rock the tire from the wheel against the flange Progressively work tools around the rim until the first bead is off Failure to work with small sections on a non lubricated bead will result in Section Two Mounting the Tire 29 When wheel assemblies are mounted on a vehicle be sure that the valves do not touch the brake drums or any mechanical part of the vehicle When mounting the MICHELIN X One tire utilizing a 2 outset wheel onto a vehicle position the tire so that the tire sits on the outboard side of the wheel similar to where the outer dual would normally be positioned Position the tire and wheel assembly so the valve stem is facing outward away from the vehicle Valves of dual tires should be diametrically opposite Ensure that the inside valve is accessible so the air pressure can be checked and maintained Tires mounted in dual must be matched so that the maximum difference between the diameters of the tires does not exceed 1 4 diameter or a circumferential difference of 3 4 For tires of the same Incorrect Dual Wheel bead diameter and size the
193. peed is less than the speedometer reading When going deflection or steering mechanism from a higher Tire Revs Mile to a lower Tire Revs Mile Consideration should be given to any additional the actual vehicle speed is greater than the speedometer clearance required by the use of chains reading Minimum clearances recommendation 1 2 WHEEL DIAMETER a Lateral Clearances Lateral clearance is the smallest distance horizontally between the tire and the nearest fixed point of the vehicle Lateral clearance will be reduced by an increase in the offset of the inner wheel plus half of any increase in Section Height the tire section Lateral Clearance Free 2 Radius Overall Diameter Nominal Wheel Diameter Loaded Radius X One tire should be mounted so that the tire sits outward similar to an outer dual tire However use of outset wheels may change Gross Axle Weight Rating 3 RIM WIDTH GAWR Consult vehicle manufacturer An increase in the tire section may require a wider rim with a greater outset Deflection Incorrect Lateral Clearance 4 WHEEL OUTSET INSET FOR DUAL WHEELS The minimum wheel outset required is determined by the tire minimum dual spacing Outset is the lateral distance from the rim centerline to the mounting surface of the disc Outset places the rim centerline outboard of the mounting hub face surface Inset is the lateral distance from the rim centerline to the mounting
194. pproximately 1 5 per side 3 total as compared to a dual tire configuration End users that have retrofitted vehicles with 2 outset wheels should contact their respective vehicle axle or component manufacturers for specific application approvals or maintenance recommendations Measurements are rounded 77 5 Track Width 0 Offs 80 5 Track Width 2 Of Note Measurements are nominal values and could vary with manufacturer Section Four MICHELIN X One Tires 65 MICHELIN X ONE TIRE MOUNTING INSTRUCTIONS The MICHELIN X One tire must be mounted on 22 5 x 14 00 size wheels Both steel and aluminum are available in Hub Uni Mount piloted and currently aluminum is available in Stud Ball Seat configuration Supplemental parts will be required with Stud Piloted wheels i e front and rear outer cap nuts to replace inner and outer nuts used for mounting traditional stud piloted dual assembly Industry wide part numbers will be 5995L and 5995R To ensure proper stud length there should be 4 threads visible from the nut There are no differences in mount or dismount procedures other than when mounting the MICHELIN X One tire onto a vehicle position the tire so that the tire sits on the outbound side of the wheel similar to where the outer dual would normally be positioned Additionally this will offer exceptional lateral clearance Select a valve stem that can be accessed for air pressure
195. procedures e Clean the wheel flange area with a wire brush Check the wheel for any damage e Identify and mark the wheel to indicate where the radial and lateral high and low spots were found on the tire e Place the wheel back on the marked hub with the On cast spoke and wheel matched to the marked studs Use 3 lug nuts demountable rim and properly torque assemblies loosen and e Measure radial and lateral runout on the inside and properly retighten the rim outside flange clamp nuts to the proper e See if the readings match up to the tire torque Recheck for runout e Readings greater than 0 030 for aluminum wheels and 0 070 on steel wheels indicate high runout Section Nine Appendix 135 1910 177 SERVICING MULTI PIECE AND SINGLE PIECE RIM WHEELS a Scope 1 This section applies to the servicing of multi piece and single piece rim wheels used on large vehicles such as trucks tractors trailers buses and off road machines It does not apply to the servicing of rim wheels used on automobiles or on pickup trucks and vans utilizing automobile tires or truck tires designated LT 2 This section does not apply to employers and places of employment regulated under the Construction Safety Standards 29 CFR part 1926 the Agriculture Standards 29 CFR part 1928 the Shipyard Standards 29 CFR part 1915 or the Longshoring Standards 29 CFR part 1918 3 All provisions of this section apply to the servicing
196. r cap nut before retorquing the inner cap nut It ts recommended that a torque check be made as part of a vehicle s scheduled maintenance program or at 10 000 mile intervals whichever comes first Individual fleet experience may dictate shorter intervals or allow longer intervals ts eee ee a en a ee Ti adii AnD i HRE TO MOn ed a i TI rim mation UF IDE SOF APORATION A WES Ll EMN AER ZIN TEF AN ni ATIONAL Use with permission from WRIS Wheel amp Rim institute of Safety Inc Section Nine Appendix 129 MOUNTING PROCEDURES FOR 16 00R20 AND 24R21 MICHELIN XL OR XZL TIRES Correct procedure for mounting multi piece wheels for tubeless truck tires includes proper mounting and correct air pressure Three piece wheels consist of rim base tapered bead seat and locking ring Mounting tools include large bore valve o ring seal brush or clean cloth with lubricant small pallet of wooden blocks air hose with a chuck or large bore valve and miscellaneous tools The first step in mounting is to properly position the wheel base by placing the wheel on the small pallet or blocks to raise it off the floor facilitating the lock ring installation Note that the wheel is placed on the support with the fixed flange side down Using the large bore valve lightly lubricate the rubber grommet on the valve base insert and secure with the hex nut of both sides Always use a large bore valve and not a standard truck val
197. r their recommendations Trucks with more than four wheel positions For best performance it is recommended that radial and non radial tires should not be mixed in dual fitment It is unlawful and dangerous to mix radials and bias tires on the same axle Exceeding the safe legal speed limit is neither recommended nor endorsed 34 Section Two Mounting the Tire MAINTAINING THE TIRE 36 45 Inflation Pressure Underinflation Drive at Proper Speeds Overinflation Balance and Runout Proper Inflation Storage Nitrogen Flood Damage Sealants Chains Tire Inspection Recommendation for Central Tire Inflation Systems Use of Dynamometers Drive Carefully Spinning Tread Depth Measurements Rotation Wear Bars Siping Do Not Overload Branding MAINTAINING THE VEHICLE 46 62 Major Factors That Affect Tire Life Alignment Toe Out On Turns Steer Axle Geometry TMC Recommended Toe Alignment Targets Tandem Axle Parallelism Periodic Alignment Checks Thrust Angle Tracking Alignment Equipment Camber Field Check Techniques Caster Axle Parallelism and Tracking Steer Axle Setback Tire Wear Patterns Due to Misalignment Toe Wear Free Rolling Wear Camber Wear Cupping Wear Flat Spotting Wear Diagonal Wear Braking Systems and Issues Summary of Tire Issues Due to Brakes Brake Heat Overview Fifth Wheel Maintenance and Placement Suspensi
198. re is a sufficient length of hose between the clip on chuck and the in line valve if one is used to allow the service technician to E ee er iis a Pica ns Se eee at or Do not bolt safety cages to the floor Ensure there is a sufficient length of Cage should be placed 3 feet from nor add any other restraints or hose between the clip on chuck and anything including the wall accessories the in line valve if one is used to allow the service technician to stand outside the trajectory zone when inflating a hae ro 1 NEVER WELD OR APPLY HEAT TO A RIM OR WHEEL ON WHICH A TIRE IS MOUNTED Section Two Mounting the Tire 21 2 TIRE AND RIM LUBRICATION It is essential that an approved tire mounting lubricant be used Preferred materials for use as bead lubricants are vegetable based and mixed with proper water ratios per manufacturer s instructions Never use antifreeze silicones or petroleum base lubricants as this will damage the rubber Lubricants not mixed to the manufacturer s specifications may have a harmful effect on the tire and wheel The lubricant serves the following three purposes e Helps minimize the possibility of damage to the tire beads from the mounting tools e Helps ease the insertion of the tire onto the rim by lubricating all contacting surfaces e Assists proper bead seating tire rim centering and helps to prevent eccentric mountings The MICHELIN product Tiger Grease 80 MSPN 25817
199. release of the pressurized air or an area at which an airblast from a single piece rim wheel may be released The trajectory may deviate from paths which are perpendicular to the assembled position of the rim wheel at the time of separation or explosion Wheel means that portion of a rim wheel which provides the method of attachment of the assembly to the axle of a vehicle and also provides the means to contain the inflated portion of the assembly i e the tire and or tube c Employee training 1 The employer shall provide a program to train all employees who service rim wheels in the hazards involved in servicing those rim wheels and the safety procedures to be followed i The employer shall assure that no employee services any rim wheel unless the employee has been trained and instructed in correct procedures of servicing the type of wheel being serviced and in the safe operating procedures described in paragraphs f and g of this section ii Information to be used in the training program shall include at a minimum the applicable data contained in the charts rim manuals and the contents of this standard iii Where an employer knows or has reason to believe that any of his employees is unable to read and understand the charts or rim manual the employer shall assure that the employee is instructed concerning the contents of the charts and rim manual in a manner 29 CFR Title 29 Labor Code of Federal Regulations
200. res with the same MSPN with different load and inflation markings The guidelines below should be followed when mounting tires of the same size with different markings on the same vehicle 1 Make sure the tire maximum load and cold inflation pressure markings do not exceed those of the wheel 2 If tires with different maximum load markings are mixed across an axle apply the lowest load and cold pressure markings to all tires 3 Ensure that the tire markings are adequate to meet the vehicle GAWR Gross Axle Weight Rating for all axles 9 Deflection Specifications for Tread Design MICHELIN XZA3 Overall Min Dual Revs Load Catalog Tread speed Loaded Overall Approved Hk per Max Tire Load Max Tire Load Size Range Number Depth Eara RAFA Rims w as AE Dual kg kPa Ibs psi kg kPa 275 80R22 5 LRG MICHELIN XZA3 e f e o o oo eoo eo f o no ose E E SINGLE 9000 9450 9880 10310 10740 11020 11560 11960 12350 5 6175 LBS at 110 PSI pee 50 sen one ee ire a S oso puu reso ram roro reo vos am aroso oreo azmm fo sem sat 10 Ys amo ec a tn a KG D 2575 KG at 760 kPa Note Rim listed first is the measuring rim 1 Directional tread design 2 7 7 3 Manufacturing Limited Casing Warranty 700 000 miles 7 years or 3 retreads for MICHELIN XZA3 XZA3 Antisplash XDA3 and XDA Energy tires only See limited warranty for details Exceeding the lawful speed limit
201. ressure adjusted if necessary Michelin does not and cannot test every system that is being marketed manufactured for effectiveness performance and durability It is the responsibility of the system manufacturer to ensure that the tires are inflated as rapidly as possible to the optimal operating pressure in order to prevent internal damage to the tires In view of the increasing promotion for the use of pressure monitoring and or inflation systems Michelin strongly urges the customer to put the responsibility on the system s manufacturer to prove and support their claims Please refer to the MICHELIN Truck Tire Warranty Manual for a general discussion of what is and is not covered by the warranty Systems on trailers can sometimes allow slow leaks caused by nails or other small objects penetrating the crown area of the tire to go undetected A slow leak can be compensated for by the air inflation system The warning light of the Central Tire Inflation CTD system will only come on if the pressure in the tire drops below a certain AO Section Three Extending Tire Life percent usually 10 of the regulated preset pressure Even when the pressure drops below this point the light will go off if the system is able to restore and maintain the preset pressure If you have any questions please contact Michelin at 1 888 622 2306 DRIVE CAREFULLY All tires will wear out faster when subjected to high speeds as well as hard cornering
202. rhomes coaches These aforementioned applications may subject the tires to continuous use over an extended period of time This could lead to heat build up and may cause the tire to fail prematurely and or suddenly See information below ALWAYS REFER TO THE MICHELIN DATA BOOK AND MATCH THE TIRE TO THE APPLICATION WHEN MAKING TIRE SELECTIONS TREAD PATTERN DESIGNATIONS Tire manufacturers will use specific numbers or letters to identify different types of tread patterns or casing construction Michelin uses letters to denote specific qualities and or applications for its tires KX ae i Radial Trademark Position Index Used to denote product evolution TIRE APPLICATIONS The specific tread design used should only be considered after the vehicle type and user vocation has been examined There are several categories of tire service applications A Heavy loads and high speeds for extended periods of time Primarily interstate or divided highway HIGHWAY E Medium to heavy loads frequently on 2 lane roads Vehicles generally return to home base at night REGIONAL U Stop and go delivery service within a limited radius metro and suburban URBAN Heavy loads and slower speeds operating on a mixture of improved secondary and ON OFF ROAD Y aggressive road surfaces Very heavy loads normally on poor or unimproved surfaces ON OFF ROAD L Section One Tire Selection 3 4 TRUCK TIRE APPLICA
203. right hand threads are used on the right side of the vehicle Stud Piloted Wheel Drum gt Outer Cap Nut Hub Pa M UD Stud a i 4 Outer Dual inner Dual Outboard Ba Drum Cast Spoke Wheels Cast Spoke Wheels consist of a metal casting that includes the hub with spokes either 3 5 or 6 Demountable rims are attached to this axle component with clamps Each cast spoke wheel requires specific clamps designed for that wheel The cast spoke wheel with brake drum and clamps for rear axles requires a spacer band to hold the two rims apart and provides for proper dual spacing Proper torque is 210 260 lb ft 5 Spoke Cast Spoke Wheel With Brake Cast Spoke Wheel With Clamps Drum and Clamps for Rear Axles Without Brake Drum for Front Axles 126 Section Nine Appendix Warning Correct components must be used It is important to note that some hub piloted and stud piloted wheels may have the same bolt circle pattern Therefore they could mistakenly be interchanged Each mounting system requires its correct mating parts It is important that the proper components are used for each type of mounting and that the wheels are fitted to the proper hubs If hub piloted wheel components hubs wheels fasteners are mixed with stud piloted wheel components loss of torque broken studs cracked wheels and possible wheel loss can occur since these parts are not designed to work together Mixing hub piloted and stud piloted whee
204. ring e Incorrect front end alignment e Bent control arm or steering knuckle Section Three Extending Tire Life 61 QUICK CHECKS FOR REAR SUSPENSION FAULTS ISSUE POSSIBLE CAUSE POKAR DEE e Improperly installed mounts and or bushings e Damaged or leaking shocks U Bolts e Not torqued to specification e Improperly torqued due to mismatched metric and standard bolts with different specifications e Loose attaching bolts e Worn bushings in shocks spring hangers torque rods e Missing alignment adjusting shims Suspension System e Excessive drive axle offset e Excessive sway bar movement e Worn hanger pins allowing axle movement e Improperly functioning ride height control system e Master or auxiliary spring leaf broken e Incorrectly installed springs e Worn springs e Loose U bolts e Bent frame e Torque rods improperly adjusted e Torque rod bushings worn excessively Wheels out of Track Dog Tracking e Incorrect parallelism skew scrub Alignment e Dual position toe in or out induced toe value at each drive wheel e Camber e Wheel bearings loose or damaged Miscellaneous e 5th wheel placement e 5th wheel and chassis lubrication 62 Section Three Extending Tire Life MICHELIN X ONE TIRES 63 70 MICHELIN X One Tire Air Pressure Maintenance Practices Comparative MICHELIN X One Tire Sizes Wheels Axle Track Width Vehicle Track MICHELIN X One Mounting Instructions MICHELIN X One Retread and
205. rommet Ensure valve stem is installed using the proper torque value 80 125 in Ibs 7 11 ft Ibs for standard aluminum wheels and 35 55 in Ibs 3 5 ft lbs for standard tubeless steel wheels Ensure the valve core is installed using the proper torque value of 1 5 4 in lbs To prevent galvanic corrosion on aluminum wheels lubricate the threads and o ring of the valve stem with a non waterbased lubricant before installation 3 Apply the tire and rim lubricant to all surfaces of the rim and bead area of the tire When applying lubricant to the rim lubricate the entire rim surface from flange to flange The tire should be mounted and inflated before the lubricant dries INTING DEMOUNTING 4 With short ledge up lay the tire over the rim opposite the valve side and work it on with proper tubeless tire tools making full use of the drop center well Drop center wheels are typically designed with an off set drop center to accommodate wheel width and brake clearance This creates a short side and a long side on the wheel Some drop center wheels are designed with a symmetric rim profile facilitating tire mounting from either side It is imperative that the tire always be mounted and dismounted only from the short side Failure to do this will likely result in damaged tire beads that could eventually cause rapid air loss due to casing rupture This is particularly important on 19 5 inch RW reduced well aluminum wheels which
206. rvice Manual MWL43101 Contact your local MICHELIN Representative or MRT Dealer if damage is beyond nail hole limits and requires a section repair Since MICHELIN radial tires are manufactured to very precise tolerances it is necessary for similar standards of accuracy to be maintained during the retreading process Suitably designed modern equipment for radial tires must be provided in the retread shop The proper tread designs tread width tread compound and tread depths must be selected according to the type of tire and its anticipated service The tire must be processed with precision to maintain the design characteristics of the MICHELIN radial As there is very little margin for error when retreading radial tires perfection should be the only standard acceptable Refer to MICHELIN X One Truck Tire Service Manual MWL43101 and or the MICHELIN X One Retread and Repair on Pages 66 68 for recommendations on retread guidelines 88 Section Six Repairs and Retread BLUE IDENTIFICATION TRIANGLE Tech Identification Triangles IDTs Tech International has designed a blue identification triangle for placement adjacent to a sidewall repair for easier identification of acceptable bulges related to such a repair and not related to tire separation Bulges 3 8 or less beyond the normal sidewall profile that are associated with sidewall repairs of radial truck tires are permitted by the Rubber Manufacturers Associa
207. s b Make certain that rim wheel is proper for the tire dimension c Always install new valve cores and metal valve caps containing plastic or rubber seals d Always replace the rubber valve stem on a 16 through 19 5 wheel e Always use a safety device such as an inflation cage or other restraining device that will constrain all rim wheel components during the sudden release of 1 SELECTION OF PROPER COMPONENTS AND MATERIALS stand outside the trajectory zone when inflating Trajectory zone means any potential path or route that a rim wheel component may travel during an explosive separation or the sudden release of the pressurized air or an area at which an airblast from a single piece rim wheel may be released The trajectory may deviate from paths that are perpendicular to the assembled position of the rim wheel at the time of separation or explosion See Rubber Manufacturers Association Tire Information Service Bulletin Volume 33 Number 3 December 2007 for more information the contained air of a single piece wheel Refer to current OSHA standards for compliance Do not bolt safety cages to the floor nor add any other restraints or accessories Cage should be placed 3 feet from anything including the wall Never stand over a tire or in front of a tire when inflating Always use a clip on valve chuck with an in line valve fitted with a pressure gauge or use a presettable regulator Additionally ensure the
208. s and commodities vary in weight the following weights should be used only for approximation purposes Exact weights should be obtained from local sources when making recommendations for truck or tractor trailer equipment Lbs per Cu Ft No of Pounds r C a A e E a E A commer comsbeled SY comsmup ln em Yt Met Pacowmeeves oe Powoswiteorvih poem TY sees wet Section Nine Appendix 115 LOAD INDEX The ISO LOAD INDEX is a numerical code associated with the maximum load a tire can carry at the speed indicated by its SPEED SYMBOL under service conditions specified by the tire manufacturer 1 kg 2 205 Ibs Load Index oe ie 5 a00 12800 ar 7300 76 10 reo 000 7 600 ier f saso 8195 ies soo isss ree 9800 2 0 te to sto 22720 ro roso 23 400 roa ato 26020 rss resto 2755 e azo 280 199 13 600 300 Load Index Load Index oe ior fees ta roa f soo f roes oe f oo as o so f sso oa ess 5075 ro 000 2 205 o 030 2270 ie f roo 2335 ee 2800 os on f roo 2 05 re 3 000 610 Te f neo 2600 as 350 sco ro 3250 7 160 ne f aso 2755 ae 0 2900 ro f rao 3 085 ee reo 3 525 te aso 9920 ier 4625 10200 ro ato ago t6e 5000 1 000 Exceeding the legal speed limit is neither recommended nor endorsed 116 Section Nine Appendix SPEED SYMBOL The ISO SPEED SYMBOL indicates the Size 275 80R22 5 speed at which the tire can carry a load Overall Diame
209. s aye as 36 Thras t ANGIE arc cusoucchonensdaddess saeuesnaedsseeeeoeseds 47 Tire Damage Effect amp Cause lt lt lt sadeevavedecenGansann 102 112 Ait WINGO 42 eeanee acenoatacamesoouses cohes 104 105 Bead DamaptS cerceatedeensceaetenes4eenweesneess 109 Fatigue Related Damace 20 226esscceerenusearcass 108 Mnpact DaMdoE rerisrsi sart ENSA tetas DEURE REOR 107 Pinch SHOU erigir endo anes ce ae EEA EE 106 Repairs and Retreading Conditions 110 111 REM Masts E era aaen en raes 27 102 103 SCraD INSPeChOM POI ciceces neeeacmnseeeuetceedees 112 Dre Deneio serienr eunana a anA RENTONA EE 6 7 Tre nspecHON erriaren rina TASTE DaN aeons 17 38 39 Tite WNKING pohc cesachecacd meen adase needs EERE a ERA 34 Tire Revolutions Per Mile Tire Revs Mile 6 30 69 131 Tite sive MAKNE 64 coneaneaase bene canaeweadaorennasase 6 91 MICHELIN X One Tile lt scccseseaccenseteaseodeese te 65 Annie iC ee E er E S ee eer T 6 TUDE WC o oo ee caoscdassucehossieesareessasenecss 91 IWC NVCAI s ncas saunas dame sy axe EE T ee 53 55 TMC Recommended Alignment Targets 45 49 TOC cate Panes oe aaa ee wae ees wees 46 47 53 TOC WEAl perorare tkn anan 6 oe bee eon sees aaa 53 Camber Wea esses adad na EA EOE EENE 54 CUPP NE WEAF pararta n Tats IRANSE SSAA 54 Diapaondl Wed iccasstuncddaddessoeeecatuweseaxaregeds 55 Flat Sporun Weak 2chevcaceehesteatee NEEDE EEEE NEER 55 Pee Roline Wed ccaneseededtocdoncseheeceseebe aca 53
210. s lower than the stated specification For best results maintain radial and lateral runout less than 060 for the Tire Wheel Assembly when possible FRONT END ALIGNMENT TOE IN TARGET Steer 1 16 1 5 mm Drive amp Trailer 1 8 3 mm MEASUREMENT J l SYMPTOMS Feathered wear CAMBER CAMBER TARGET Steer Static Unloaded 0 to 1 4 or 0 to 2 5 mm POSITIVE CAMBER Drive amp Trailer 1 4 i or 0 to 2 5 mm MEASUREMENT K L SYMPTOMS Shoulder wear Pulling to the side with most positive camber CASTER CASTER TARGET Steer only Left 3 1 2 Right 4 MEASUREMENT Alignment machine POSITIVE SYMPTOMS Caster too low Steering wander slow i CASTER or no return of steering wheel to center following a turn Caster too high Possible shimmy and or harsh ride rapid return of steering wheel to center with possible overshoot Pulls to side with least positive caster 120 Section Nine Appendix ANGLE B a STEERING AXLE OFFSET DRIVE AXLE OFFSET CU STEERING AXLE SKEW AXLE ALIGNMENT TANDEM SCRUB ANGLE SKEW OR PARALLELISM TARGET 0 BibAlign Tolerance 10 ATTACC Plus Tolerance 1 8 or 3 mm MEASUREMENT A B SYMPTOMS e Steer tire shoulder wear e Excessive drive tire wear e Pulling e Tandem hop THRUST ANGLE DEVIATION TARGET O BibAlign Tolerance lt 15 ATTACC Plus Tolerance 15 mm for lt 150 WB 20 mm for 150 200 WB
211. s possible to be within the GVWR but overloaded on an axle And when you weigh one axle at a time it s possible for one wheel position to be overloaded even though the GAWR has not been exceeded we ve seen as much as a 1200 pound difference between left and right front tires Weighing each wheel position will give you a Clear indication of how the weight of the RV vehicle is distributed so you can determine the correct tire inflation pressure For instructions on how to weigh by wheel position see next pages 74 76 Once you know total weight and weight on each wheel position the tire load data chart will show you the correct inflation pressure for each wheel position Section Five MICHELIN RV Tires 3 E RECREATIONAL VEHICLE NOTE Michelin recommends using a professional weighing group or organization to perform the weighing of your Motorhome RV The Recreational Vehicle Safety Foundation RVSEF is an organization partially funded by Michelin that performs weighing and other educational services They can be contacted at www rvsafety com If you are planning to do your own weighing you should follow the procedures below HOW TO WEIGH THE RV First the RV must be weighed fully loaded that includes passengers food clothing fuel water propane supplies and anything else you can think of Also any towed vehicle car boat or trailer or item loaded on brackets on the back of the RV like bikes or motorcycles
212. s to RV Motorhome tires Tires are composed of various types of material and rubber compounds having performance properties essential to the proper functioning of the tire itself These component properties evolve over time For each tire this evolution depends upon many factors such as weather storage conditions and conditions of use load speed inflation pressure maintenance etc to which the tire is subjected throughout its life This service related evolution varies widely so that accurately predicting the serviceable life of any specific tire in advance is not possible That is why in addition to regular inspections and inflation pressure maintenance by consumers it is recommended to have RV Motorhome tires including spare tires inspected regularly by a qualified tire specialist such as a tire dealer who will assess the tire s suitability for continued service Tires that have been in use for 5 years or more should continue to be inspected by a specialist at least annually Consumers are strongly encouraged to be aware not only of their tires visual conditions and inflation pressures but also of any changes in dynamic performances such as increased air loss noise or vibration which could be an indication that the tires need to be removed from service to prevent tire failure It is impossible to predict when tires should be replaced based on their calendar age alone However the older a tire the greater the chance th
213. should be included in the weighing HERE ARE THREE DIFFERENT TYPES OF SCALES 1 Platform Platform scales are usually long enough to weigh the entire vehicle at once Michelin suggests the following a Pull onto the scale so that only the front axle is on the platform The rear end of the scale needs to be midway between the front and rear axles Record the weight b Pull forward until the full unit is on the scale Record the weight c Pull forward until only the rear axle is on the platform The front end of the scale needs to be midway between the front and rear axles Record the weight d If RV has a rear tag axle pull forward so only tag axle is on the scale Record the weight e To determine individual wheel position weights repeat steps a through d with only one side of the vehicle actually on the scale and the vehicle centered over the side of the scale See diagram on next page Record the weights f To calculate the opposite wheel positions weights subtract the weights recorded in step e from the weights recorded in steps a through d If there is not a towed vehicle the tag axle weight derived from d will represent the actual weight on the tag axle g Ifa vehicle is being towed it should be weighed and combined with the GVW Gross Vehicle Weight to ensure the total weight doesn t exceed the GCWR Gross Combined Weight Rating Segmented Platform Platform scales with segmented sections can provide in
214. side shoulder via slightly negative camber during straight ahead driving 48 Section Three Extending Tire Life Drive position Generally camber is not a major contributor to drive axle irregular wear although combined with dual position toe in or toe out may cause the onset of a wear pattern Trailer position Trailer axles are typically fabricated from steel tubing with spindles welded to the ends They are usually built straight so there will be some negative camber induced when installed under a trailer Additional loading of the trailer will cause additional negative camber Most trailer axles deflect to about 0 5 degree camber at 17 000 pounds per axle loading Camber can accelerate shoulder wear on dual or single tires Higher degrees of negative camber will show up on the inner shoulder and positive camber on the outer shoulder Wide single tires seem more susceptible to camber induced wear Camber correction by bending axles is NOT RECOMMENDED by axle manufactures nor endorsed by Michelin Consult the axle manufacturer if camber is found to be incorrect outside manufacturer specification CASTER Positive caster is the backward tilt at the top of the kingpin when viewed from the side Negative caster is the forward tilt at the top of the kingpin when viewed from the side The purpose of caster is to provide self aligning forces on the steer tires to stabilize the vehicle when driving straight down
215. ssures should be used as follows A When required by the above speed load table B When higher pressures are desirable to obtain improved operating performance For speeds above 20 mph the combined increases of A and B should not exceed 20 psi above the inflation specified for the maximum load of the tire Note 2 Load limits at various speeds for Tires used in highway service at restricted speed Mining and logging tires used in intermittent highway service 2 6 thru 5 45 No increase Creep thru 2 5 55 No increase Creep 75 Stationary 105 Exceeding the legal speed limit is neither recommended nor endorsed 92 Section Seven Diagonal Bias or Cross Ply and Tube Type A tire cannot perform properly unless it is mounted properly on the correct size rim or wheel The following are general instructions for demounting and mounting MICHELIN tube type tires For detailed instructions on mounting and demounting truck tires on particular types of rims and wheels refer to the instructions of the rim and wheel manufacturer or the RMA Rubber Manufacturers Association wall charts WARNING Do not reinflate any tires that have been run underinflated or flat without careful inspection for damage If run flat damage is detected scrap the tire A tire is considered run flat if it is found to be 80 below recommended operating pressure This can result in serious injury or death The tire may be damaged on the inside and can explode wh
216. t and recommended corrections may be printed for historical reference Contact your local MICHELIN Representative for ordering information Heavy truck alignment has evolved to a precise science The field check techniques below may be used to detect a problem condition but are not recommended for making adjustments corrections Proper alignment equipment should be used if a decision is made to complete this service FIELD CHECK TECHNIQUES TOE This wear on the tread occurs due to the shearing action created by side forces resulting from excessive toe in or toe out If the toe is properly set the steer tires will feel even and smooth when you move your hand across the tread surface If the front tires have excessive toe in a feathering wear will be created This can be felt very easily with your hand The tread will feel smooth when you move your hand in across the tire but you will feel a drag or resistance when you move your hand back out across the tread If the front tires have excessive toe out the opposite will be evidenced The resistance will be felt going across the tread with no resistance felt while being withdrawn A simple Rule of Thumb to 50 Section Three Extending Tire Life remember when analyzing steering tire wear is Smooth In means Toe In Smooth Out means Toe Out A quick field check procedure is done on elevated dry tires and with a can of spray paint or marker highlight a section of the tr
217. t it is to take the total weight carried and divide by the stated Inch Width Law to determine the appropriate size tire If a commercial front end loader sanitation vehicle wants to carry 20 000 pounds in a state with a 600 pound per inch width limit 20 000 600 33 3 you would need a tire that is at least 16 7 inches wide 33 3 2 In this case a 425 65R22 5 could legally carry the load 425 25 4 16 7 inches Metric to English conversion The two formulas are Load Per Inch Width Law x tire section width x number of tires gross axle weight limit Gross axle weight Inch Width Law number of tires minimum tire section width needed Do not exceed the gross axle weight ratings GAWR for any axle on the vehicle Do not exceed the maximum pressure capacity of the wheel Consult the wheel manufacturer in these cases DRIVE AT PROPER SPEEDS The maximum continuous speed at which MICHELIN truck tires can be operated is indicated in the MICHELIN data books See Section Nine Appendix under Publications Videos and Websites Page 139 for complete listings of the MICHELIN data books This speed varies for each type of tire and depends on the type of application Consult MICHELIN Consumer Care 1 888 622 2306 for assistance in determining the maximum speed for your application Exceeding this maximum speed will cause the tire to build up excessive heat that can result in sudden tire destruction property damage and pers
218. ter 40 1 corresponding to its Load Index under ee ahe service conditions specified by the tire decimal fraction omas ova os m Toons vie ie oe cosas wa 40 om Conese ane ae ease ve ee e oasis ve om cesar wa e e oases we ns om Millimeters Degrees manufacturer International Standardization Organization Exceeding the legal speed limit is neither recommended nor endorsed Section Nine Appendix 117 METHOD ATTACC PLUS SYSTEM Axle Thrust Toe Ackerman Camber Caster Parts Labor User Saves e Simple vehicle measurement system e Quick low cost yet effective method e Determine if poor alignment conditions exist e Minimum tools required Refer to MICHELIN Video ATTACC Plus MWV41200 for reference SET UP INSTRUCTION PROCEDURES TOOLS e Chalk Line no chalk e 2 Cans of White Spray Paint e 2 Large Heavy Duty Plastic Bags Toe Scribe e Vehicle Jack 10 Tons e Flashlight e Line Level and Wheel Chocks e 1 T 45A Tire Iron SURFACE Inspection site should be fairly level use Line e Metric Tape Measure e pair of Jack Stands Level if necessary to determine slope STEER DRIVE TIRES Note tread design DOT tread depth psi tire conditions and mileage and all normal pertinent vehicle information VEHICLE POSITIONING 1 Drive vehicle straight into inspection site at least 3 full vehicle lengths to ensure it s straight into site Driving into and backi
219. the bead Striking a wheel rim assembly with a hammer of any type can damage the tire or wheel and endanger the installer Use a steel duck bill hammer only as a wedge Do not strike the head of a hammer with another hard faced hammer use a rubber rim mallet 3 Apply the vegetable based lubricant to all surfaces of the bead area of the tire iy Use a Slide Hammer WARNING Or a duck bill hammer as a wedge with a rubber rim mallet 4 Beginning at the valve remove the tire from the wheel Starting at the valve will minimize chances of damaging the valve assembly Make certain that the rim flange with the tapered ledge that is closest to the drop center is facing up Insert the curved ends of the tire irons between the tire and rim flange Step forward into the drop center and drop the bars down lifting the tire bead over the rim flange Hold one tire iron in position with your foot Pull the second tire iron out and reposition it about 90 degrees from the first iron Pull the second tire iron towards the center of the wheel Continue to work tools around rim until first bead is off the rim Lift the assembly place and rotate the tire iron to lock on the back rim flange allow the tire to drop and with a rocking motion remove the tire from the rim ga Lubricate both beads completely to avoid demount damage Never inflate or re inflate any tires that have been run underinflated or flat without careful ins
220. the road under braking free wheeling and power conditions Insufficient caster reduces stability and can cause wander Excessive caster increases steering effort and can cause shimmy Either of these conditions may also have a detrimental effect on tire wear Excessive caster beyond the vehicle manufacturer s specification may result in induced camber causing excessive tire wear particularly fleets that are in local and regional operations Caster is adjustable with shims Adjusting only one side is not recommended Caster on both sides should be equal or not more than 1 2 degree difference Generally the vehicle will pull to the side with the least amount of positive caster STEER AXLE SETBACK STEER AXLE SKEW Any measured deviation left negative or right positive away from perpendicular to the centerline of the vehicle is called the setback Steer Axle Setback Steer Axle Skew TOE OUT ON TURNS TURNING RADIUS Toe out on turns is the difference in the arcs described by the steering tires in a turn The purpose is to prevent the inside tire from scrubbing around a turn since the outside tire loaded tire determines the turning radius of the steer axle This is the Ackerman Principle Improper geometry results in wheel scrub in turns which generally appears as toe wear on the tire More specifically Ackerman wear shows itself as a rounded edge radial feather wear across the tread area of the tire This angle is mor
221. tion followed by the rim or wheel diameter in inches TUBE TYPE TUBELESS 10 00R20 11R22 5 10 00 nominal section 11 nominal section width in inches width in inches R radial R radial 20 rim or wheel 22 5 rim or wheel diameter in inches diameter in inches T Y b aa COMPARATIVE SIZES STANDARD LOW PROFILE Sence mow s o mo s O o The Tire and Rim Association Inc Note A rule of thumb formula for finding equivalent tubeless sizes from tube type Take the nominal section width and remove all figures after the decimal point Round up to next whole nominal section number and add 2 5 to rim diameter Example TUBE TYPE TUBELESS 8 25R20 9R22 5 Nominal Cross Section 8 25 Remove 25 Add 1 to the 8 g Rim Diameter 20 Add 2 5 to Rim Diameter 20 2 5 22 5 Thus we have 9R22 5 Tubeless Tubeless REPAIR AND RETREAD 1 Follow proper procedures per your Michelin Retread Technologies dealer 2 Use bias repair units in bias tires and radial repair units in radial tires 3 When performing tube repairs do not install the patch on an inflated tube and apply a tire talc to the patch and buffed area to prevent sticking to the inside of the tire Section Seven Diagonal Bias or Cross Ply and Tube Type 91 STATIC AND LOW SPEED LOAD AND PRESSURE COEFFICIENTS Do not exceed loads or air pressure limits of the wheel or rim without permission of the component manufacturer Exceedin
222. tion RMA and have been deemed acceptable by the Commercial Vehicle Safety Alliance CVSA The Tech IDT is a triangular blue equilateral patch measuring 1 25 per side that is located and vulcanized just above the tire rim s flange area and near the repair Acceptable Bulges 3 8 or Less Blue Identification Triangle The Buffing Specification Charts in the MRT Retread Quick Reference Tread Guide MYL41642 and or the MICHELIN Truck Tire Data Book MWL40731 should be used as a general guide for the selection of product and specifications that could optimally be used for a particular casing sculpture and size MICHELIN Retread Technologies MRT Retread Designs are also available in MRT Retread Quick Reference Tread Guide MYL41642 and or the MICHELIN Truck Tire Data Book MWL40731 For more information contact your local MICHELIN Representative or MRT Dealer 1 Documents subject to change 2 MRT MICHELIN Retread Technologies THE DIAGONAL BIAS OR CROSS PLY 90 92 Definitions Tube Type Tire Truck Tire Size Markings Repair and Retread Static and Low Speed Load and Pressure Coefficients TRA The Tire and Rim Association Inc Standards GENERAL INSTRUCTIONS FOR TUBE TYPE TIRE DEMOUNTING MOUNTING 93 95 Selection of Proper Components and Materials Tire and Rim Lubrication Preparation of Wheels Rims and Tires DEMOUNTING TUBE TYPE TIRES 96 9
223. to 15 1 based on the fleet operation in regional and long haul applications To calculate potential fuel savings A Cost of Fuel Gal B Annual Miles C MPG of the Vehicle MPG D Total Estimated Fuel B C gallon E Fuel Savings E Estimated Fuel Savings E x D gallon FxA For a more in depth calculation consideration should be given to looking at the rolling resistance factors for the specific tires you are considering and ask for the assistance of your MICHELIN Representative in determining the savings The next step would be to conduct an SAE Society of Automotive Engineers Type J1376 fuel test and eliminate all the variables Again refer to your MICHELIN Representative for assistance The SAE Type J1376 Fuel Test is a standard test procedure for evaluating the relative fuel economy of given vehicles Test cycles are conducted over 2 to 3 days on a circular route of 30 miles utilizing two vehicles of similar design and load with fuel supplied by portable tanks While using the same steer drive and trailer tires a 2 ratio of both circuit time and of fuel weight consumed must be established All other variables will have been minimized by the constraints of the test procedures Once the baseline has been established the test tires will be placed on the test vehicle and the difference in fuel consumption can be determined based on the completion of 3 5 runs falling within the 2 ratio Section Nine Appendix
224. to uneven loading motorhomes should be weighed by wheel end The inflation pressure recommended must be capable of supporting the 52th Week of 2005 weighed values Therefore the maximum wheel end 8 Section One Tire Selection weight for the axle must be used The maximum axle weight is determined by taking the highest wheel end value and multiplying by 2 for single applications and 4 for dual applications If the maximum load carrying capacity of the tire is below the actual scale weight then tires with greater carrying capacity should be used This means either a tire with a higher load range or ply rating or a larger tire size If the maximum load can be carried by the minimum pressure as listed on the Load Inflation Chart then a smaller size tire or a lower ply rated tire should be considered depending on the application and operation of the vehicle Never reduce air pressure below minimum data book specification without consulting Michelin Ambient temperature will affect the air pressure within the tire For every 10 degree temperature change pressure readings will change between 1 and 2 pounds per square inch psi Consider this when checking pressures Check all tires when cold at least 3 hours after the vehicle has stopped Never bleed air from hot tires Additionally altitude can have a slight affect on air pressure For every 1 000 foot increase in altitude above sea level air pressure will increase approximat
225. ts It may require taking 3 radial readings to detect outside shoulder center rib and inside shoulder Note The bead seating surface of the tire and wheel do not match up as shown in previous illustration This incorrect seating is the result of mismount The TMC Technology amp Maintenance Council specification is 2 32nds 0 062 inch If both wheel and tire are lubricated and initial air inflation is done with the tire flat then 1 32nd inch or less variance around the tire should be obtainable Check for this mismount condition with the 6 inch ruler measuring in 4 locations around an unladen assembly Check for hub to wheel clearance on hub piloted assemblies with the feeler gauge If the measured high spot lines up with the feeler gauge gap rotate the Verification of radial top photo and lateral bottom assembly so the gap is at the top loosen the lug nuts and photo wheel runout is another step to be considered allow gravity to center the wheel on the hub Hand TMC tolerances are 0 070 inch on tubeless steel disc tighten the top nut tighten all nuts in the proper wheels and 0 030 inch on tubeless aluminum disc sequence recheck for runout and retorque wheels PROCEDURE TO CHECK THE WHEEL FOR RADIAL AND LATERAL RUNOUT e Mark two studs and the wheel with a crayon e Remove the tire wheel assembly from the hub e Mark the tire and wheel at the valve stem e Dismount the tire from the wheel using proper
226. turer or the RMA wall charts 1 Inspect rim for excessive wear or damage Correctly position and properly torque the valve stem 80 125 in Ibs 7 11 ft Ibs for standard aluminum wheels and 35 55 in Ibs 3 5 ft Ibs for standard tubeless steel wheels Ta 7 A Ne E Fully lubricate both beads and the inside of the 4 Place rim in correct position short side up drop bead that will be the last one mounted center up Place the tire on the wheel using a rocking motion with adequate downward pressure the bottom bead may drop over the wheel flange Do not use your knee to place the tire use the proper tools 18 Section Two Mounting the Tire ee ps a ee A If necessary continue to work the first bead on with 8 Mount second bead using same method proper tubeless tire tools With assembly horizontal inflate to no more than 5 psi to seat the beads Place the assembly in the safety cage for safe 12 Use a clip on chuck inflation TUBELESS TIRE MOUNTING DEMOUNTING USING A MOUNTING MACHINE There are several tire changing machines available for the mount and demount procedure Consult the manufacturer s user manual for the machine you are using as each operates differently Full lubrication of the wheel and BOTH tire beads is still required Inflation process requirements remain the same Section Two Mounting the Tire 19 DIRECTIONAL TIRES Truck tires featuring directional tread desi
227. tward then tandem axle alignment is suspect A similar pattern can be generated by the driver s compensation for a non lubricated 5th wheel or from a dog tracking trailer This should not be confused with a light level of toe in on the right front and lighter toe out wear on the left front that may be the result of secondary highway road crown A ee THRUST ANGLE TRACKING The relationship of the geometric centerline of the vehicle and the direction that the axle points generates a thrust angle Ideally this relationship would result in a 0 degree value when the axle centerline is perpendicular to the geometric centerline However any deviation from this setting will increasingly cause the vehicle to travel away from the straight line causing the tires to dog track and scrub Tracking to the right generates a positive thrust angle tracking to the left creates a negative thrust angle Thrust Angle Tracking Section Three Extending Tire Life 47 CAMBER Camber is the angle formed by the inward or outward tilt of the wheel referenced to a vertical line Ideal camber may vary in different applications and in different axle positions as affected by load distribution i e front axle variance of 6 000 to 12 000 pounds drive axle range of 8 000 to 17 000 pounds and trailer axle range of 4 000 to 20 000 pounds e Camber is positive when the wheel is tilted outward at the top e Camber is negative when t
228. ty First Use safety glasses and keep repair area tools and materials clean and in good working order Always place the mounted tire in a safety cage or an OSHA approved restraining device with the valve core still removed Occupational Safety and Health Administration CROWN AREA 3 8 or 10 mm Repair Unit CT20 T Nail Hole Limitations Chart Maximum repairable nail hole diameter is 3 8 inch T T area All injuries larger than 3 8 inch or outside the specified T T area must be treated as a section repair Section Six Repairs and Retread T s Repairable Area lt q J SHOULDER AREA 1 1 2 or 40 mm SIDEWALL AREA Consult your MICHELIN Dealer or your MICHELIN Representative Non Repairable Area for Body Ply Damage Ki Locate and mark the injury on the outside and inside of the tire a REMOVE the object from the tire Inspect the injury to determine the location size and angle of pene tration Probe into the injury and make sure that no air infiltration exists or excessive rust has formed Refer to the Nail Hole Limitations Chart on Page 84 to determine repairability and to select the proper repair material Use Injury Sizing Tool if available Make sure to measure the injury to assure the damage does not exceed 3 8 10 mm au Apply rubber cleaner to the inner liner at the injured area While the area is still moist use a rubber scraper to remove contaminating substan
229. urn over assembly laying second bead the correct bite horizontal inflate to no more Do not use a duck bill hammer here than 5 psi and following proper procedures complete inflation process using Safety Cage per OSHA standards Section Two Mounting the Tire 25 5 Severe inner 6 The MICHELIN X One tire is designed to replace liner damage may occur resulting in sidewall dual tires on the drive and trailer positions of tandem separation and tire destruction Use only proper over the road vehicles and the tires must be mounted mounting levers on 22 5 x 14 00 size wheels Position the tire and wheel assembly so the valve stem is facing outward away from the vehicle a a OF Do not use a duck bill hammer to break the bead at Severe inner liner damage from use of hammer Only use a duck bill hammer as a wedge with a Resulting in sidewall separation and tire rubber rim mallet destruction from air infiltration 26 Section Two Mounting the Tire INFLATION OF TUBELESS TIRES AN WARNING Re inflation of any type of tire rim assembly that has been operated in a run flat or underinflated condition 80 or less of recommended pressure can result in serious injury or death The tire may be damaged on the inside and can explode while you are adding air The rim parts may be worn damaged or dislodged and can explosively separate 1 Lay tire wheel assembly horizontally and inflate to no mor
230. ve driver interview Examine the assemblies for proper air pressure proper mounting verify balance if balanced inspect for tire and or wheel rim damage Verify torque and proper component assembly on tube type or multi piece assemblies Proper mounting procedure will reduce runout where it starts during the mounting process Jack up the front end of the vehicle so axle is unloaded and place jack stands for support Inspect front end components including wheel bearing and kingpin play suspension and rear assemblies Use the tire runout gauge to check for both radial top photo and lateral runout bottom photo for the rotating assembly Values over 0 060 inch will be a detectable cause of vibration in steer assemblies and on recreational vehicles Current TMC Technology amp Maintenance Council assembly tolerances are 0 095 inches radial and lateral See Balance and Runout Page 42 134 Section Nine Appendix If the value is between 0 001 and 0 060 continue with procedures below If the value is gt 0 060 remove and deflate the tire break it loose from the rim lubricate rotate the tire 180 degrees reinflate and recheck runout Measuring Radial Runout on Center Rib Measuring Lateral Runout on Outside Shoulder Incorrect bead seating can occur on one or both bead seats This usually results in a high radial and or lateral reading General cause is improper mounting procedures or wheel rim is at tolerance limi
231. ve since the larger diameter will permit better air flow and better bead seating WHEEL LUBRICATION With a clean cloth or brush lightly lubricate the rim base completely except for the two upper grooves Lubrication in these grooves can cause the o ring to be rolled out of the groove by the tapered bead seat when inflating the assembly It is important to use a heavy lubricant such as MICHELIN Bib Grease or Murphy s Heavy lubricants do not dry as quickly thus allowing more time to seat the beads during inflation LUBRICATION OF THE BEAD Using a brush or clean cloth lubricate the inside and outside of each tire bead area This procedure plus the rim lubrication will allow the tapered bead seat ring to be installed more easily and allow the tire beads to seat properly during inflation TIRE PLACEMENT ON THE WHEEL Place the tire on the wheel base This can be done manually or by fork lift truck for easier handling Exercise caution when sliding the forks below the sidewalls of the tires since an impact by the forks can damage the casing cords Lifting the tire by the beads can damage or permanently distort the beads and should be avoided TAPERED BEAD SEAT RING The bead seat ring should be lubricated on both sides before placing it on the wheel base This allows it to slide between the tire and wheel base more easily and later over the wheel base during inflation Lubricating the bead seating surface facilitates concentric seati
232. when mounted on the hub The pilot must engage 1 2 of the thickness of the aluminum wheel Refer to TMC RP 217B Attaching Hardware for Disc Wheels Hub Bore and 15 degree bead seat measuring tools are available from the wheel manufacturers Figure 3 _ Ar Aluminum Wheel Figure 3 Correct An out of service condition exists if the area between the bolt hole ball seats is worn away to less than 1 16th inch the approximate thickness of a dime If this is the case the wheel should be scrapped Figure 4 I a Steel Wheel Stud Inner Cap Nut Figure 4 Incorrect Section Nine Appendix 127 DISC WHEEL INSTALLATION PROCEDURE RECOMMENDED MOUNTING TORQUE FOR DISC WHEELS i Torque Level 11 16 16 300 400 Hub piloted l M20 x 1 5 280 330 with flange nut M22 x 1 5 450 500 ro Stud piloted 3 4 16 450 500 double cap nut Standard type 7 8 radius 1 1 8 16 TDU 15 16 12 750 900 Stud piloted double cap nut 1 1 8 16 750 900 Heavy duty type 1 3 16 radius 1 15 16 12 750 900 Notes 1 If using specialty fasteners consult the manufacturer for recommended torque levels 2 Tightening wheel nuts to their specified torque is extremely important Under tightening which results in loose wheels can damage wheels studs and hubs and can result in wheel loss Over tightening can damage studs nuts and wheels and result in loose wheels as well 3 Regardless of the torque method used all torque wren
233. y buff the stem flush to the inner liner Then buff the outlined area to achieve an even RMA 1 or RMA 2 buffed texture Use a clean soft wire brush remove all dust and debris from the buffed area Grasp the wire puller from the outside of the tire 8 and begin pulling the stem into place If the wire puller comes off grasp the stem with a pair of pliers and pull the stem until it fills the injury exposing approximately 1 2 inch 13 mm of the gray cushion bonding gum above the face of the tread Remove the template and cut off the stem 1 8 inch 3 mm above the inner liner on the inside of the tire NOTE If you do not have a repair template go to this step and cut the stem then using correct size patch and centering it correctly on the injury arrows towards the beads draw your perimeter approximately 1 2 inch larger than the repair patch the buffed surface is touched or contaminated after cleaning the area you must repeat Step 11 to guarantee your surface is clean for proper repair bonding Using Chemical Vulcanizing Fluid cement brush a thin even coat into the clean textured area Allow 3 to 5 minutes to dry the vulcanizing cement should be tacky Areas with high humidity may require a longer dry time Make sure the cement used is compatible with the repair units you are installing With the tire beads in a relaxed position center the repair unit over the filled injury Press the repair unit
234. y of new vehicles Even though OEMs make a concerted effort to properly align vehicles at the factory shifting and settling can occur during delivery Camber and caster may not change much but toe and tandem axle parallelism may change sufficiently to set up undesirable tire wear patterns if not corrected upon receipt 2 At the first maintenance check Post break in alignment checks should be done between 15 000 30 000 miles but no later than 90 days after the first in service date If shifting and settling did not occur during delivery it may occur during the first few thousand miles of operation Many OEMs recommend verification of torque on suspension frame components after a few thousand miles of operation A thorough alignment check should be made during this inspection after torque verification Consideration should be given to different torque requirements on metric and standard bolts 3 When new steer tires are installed or front end components are replaced The steer tires coming out of service can tell a story of good or bad alignment With this feedback an alignment program can continue to improve Without feedback the best an alignment program can do is stay at its current level 4 When tire wear indicates a concern Reading tire wear can help identify alignment issues Unfortunately correcting the alignment does not necessarily correct the tire wear pattern once an undesirable wear pattern has been established

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