MICHELIN TRUCK TIRE. SERVICE MANUAL (2017)

Introduction

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 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 performance, 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.

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 wheel manufacturer’s load and inflation

limits. Never exceed wheel manufacturer’s limits

without their authorization.

This is the safety alert symbol. It is used to alert you to potential personal

injury hazards. Obey all safety messages that follow this symbol to avoid

possible injury or death.

WARNING indicates a hazardous situation which, if not avoided, could result

in death or serious injury.

NOTICE is used to address practices not related to personal injury.

Table of Contents

TUBELESS TIRE MOUNTING/DEMOUNTING

34-42

Section One

Mounting Tubeless

Tire Selection

1-14

19.5” Aluminum Wheels

WHICH MICHELIN^®TIRE?

19.5” Steel Wheels

PROPER NAMING AND SEGMENTATION

Special Tools / Mounting MICHELIN^®X One^®Tires

PROPER APPLICATION

Inflation of Tubeless Tires

TRUCK TIRE APPLICATION

4-5

Demounting of Tubeless Tires

DETERMINING MICHELIN^®TIRE SIZE

6-7

MISMOUNT

43-44

TREAD DESIGN

Three Easy Steps to Help Minimize Mismounted Tires

DEFINITIONS

9-12

MOUNTING THE ASSEMBLY ON THE VEHICLE

45-48

DOT Sidewall Markings

Dual Spacing

Loads Per Axle and Inflation Pressures

Technical Considerations for Fitting Tires

Wheels

Measuring Tires in Dual Assembly

Maximum Speed Restrictions

Tire Mixing

Static And Low Speed Load and Pressure Coefficients

Runout

TRA (The Tire and Rim Association, Inc.) Standards

Technical Specifications for MICHELIN^®455/55R22.5 LRM

Section Four

on 13.00x22.5 Wheels Steer Axle, First Life Only

Extending Tire Life

49-80

TRUCK TYPE BY WEIGHT CLASS

13-14

MAINTAINING THE TIRE

50-58

Inflation Pressure

Section Two

- Underinflation

Selecting a Wheel

15-26

- Overinflation

WHEEL SYSTEMS

16-21

- Proper Inflation

Steel vs Aluminum

- How to Properly Measure Pressure

Special Considerations for Aluminum Wheels

- Temperature/Pressure Relationship Graph

Special Fasteners

- Nitrogen

Wheel Type

Footprint Comparisons to Dual Tire Fitments

- Hub Piloted Wheels

Sealants - Foreign Matter in Tires

Tire Inspection

- Stud Piloted Wheels

Automated Tire Inflation System (ATIS) or Tire

- Cast Spoke Wheels

Pressure Monitoring System (TPMS)

Torque

Drive Carefully

Disc Wheel Installation Procedure - Recommended

Tread Depth Measurements

Mounting Torque for Disc Wheel

Wear Bars

SELECTING A WHEEL

Do Not Overload

Outset/Inset

Drive at Proper Speeds

Use of Outset Wheel with MICHELIN^®X One^®Tires

Balance and Runout

Drop Center

CARE, CLEANING, AND STORAGE

59-62

VALVE SYSTEMS

23-25

Storage

Loose and Leaky Valve Stems

Stacking of MICHELIN^®X One^®Tires

Proper Fasteners for MICHELIN^®X One^®Tires

Flood Damage

on Stud Piloted Wheels

Cleaning and Protection

WHEEL SPECIFICATIONS

Diesel Fuel Contamination

Chains

Tire Damage Resulting from Non-Compliant

Section Three

Runflat/Beadlock Devices

Mounting the Tire

27-48

Recommendations for Use of Dynamometers

WARNINGS

28-31

Spinning

Zipper Ruptures

Rotation

Tire Inspection

Siping

Selection of Proper Components and Materials

Branding

Inflation Safety Recommendations

MAINTAINING THE VEHICLE

63-80

Tire and Wheel Lubrication

Major Vehicle Factors That Affect Tire Life

Preparation of Wheels and Tires

- Alignment

GENERAL INSTRUCTIONS FOR TUBELESS TIRE

- Steer Axle Geometry

MOUNTING/DEMOUNTING

32-33

- Toe

- Tandem Axle Parallelism (Skew - Thrust)

Tubeless Tire Mounting/Demounting

- Thrust Angle (Tracking)

Using a Mounting Machine

- Camber

Table of Contents

- Caster

HEAT STUDY

- Steer Axle Setback (Steer Axle Skew)

Brake Heat Overview

- Toe-Out-On-Turns (Turning Radius)

Brake Heat Evaluation: MICHELIN^®X One^®Tires vs Duals

- TMC Recommended Alignment Targets

TIME LABOR STUDY - MICHELIN^®X ONE^®TIRES VS

- Periodic Alignment Checks

DUAL ASSEMBLY

100-101

- Alignment Equipment

Torque

- Field Check Techniques

RETREAD AND REPAIR RECOMMENDATIONS

102-106

- Axle Parallelism and Tracking

Repair Recommendations

- How to Check Axle Parallelism and Tracking

Retread Recommendations

Tire Wear Patterns Due to Misalignment

Chains

- Toe Wear

Gear Ratio

- Free Rolling Wear

Footprint Comparisons to Dual Tire Fitments

- Camber Wear

- Cupping Wear

OPERATION AND HANDLING

107-112

- Flat Spotting Wear

Over-Steer

- Diagonal Wear

Under-Steer

Irregular Tire Wear

Cornering Stiffness for Different Tires

- Heel-Toe

Hydroplaning

- Center Wear

Rollover Threshold

- River Wear Only

Jack-Knife

- Step-Shoulder/Localized Wear Shoulder Cupping

Rapid Tire Pressure Loss Procedure

- Brake Skid

Traction

Braking Systems and Issues

Chains

- Summary of Tire Issues Due to Brakes

Stopping Distances

- Brake Heat Overview

Limping Home

Fifth Wheel Maintenance and Placement

State and Local Regulations

Wheel Bearing and Hub Inspection

Suspensions

Section Six

- Air Suspension Systems

MICHELIN^®RV Tires

113-124

- Quick Checks for Trailer System Faults

MAINTAINING RECREATIONAL VEHICLE TIRES

114-120

- Quick Checks for Front Suspension Faults

The Importance of Inflation Pressure

- Quick Checks for Rear Suspension Faults

Inflation Pressure Requirements

When to Check Recreational Vehicle Tire Pressure

Section Five

Tire Repairs

MICHELIN^®X One^®Tires

81-112

Tread Depth Measurements and Wear Bars

DRIVER INFORMATION

Dual Spacing

AXLES AND WHEEL ENDS

Directional Tires

Axle Identification Tags

Tire Pressure Monitoring Systems (TPMS)

Load Ratings

Nitrogen

SPINDLES

Workmanship and Materials

OVERALL VEHICLE TRACK AND WIDTH

Location of Tire Identification Code

Use of Outset Wheels with MICHELIN^®X One^®Tires

Service Life for Recreational Vehicle Tires

Axles Track Widths

Selecting Alternative Tire Sizes

Vehicle Track

Drive at Proper Speeds

BEARINGS

Long Term Storage

ENGINE COMPUTERS / FUEL ECONOMY

Aging, Weather Checking, and Ozone Cracking

AIR INFLATION AND PRESSURE MONITORING SYSTEMS

Proper Cleaning of RV Tires

The Use of Pressure Monitoring and Inflation Systems

Tire Rotation, Balance, Alignment and Tire Wear

with MICHELIN^®Truck Tires

Common Tire Damages

Automated Tire Inflation Systems (ATIS) on Trailers and

HOW TO WEIGH THE RECREATIONAL VEHICLE

121-124

Missed Nail Holes

How to Weigh the RV

TRUCK TYPE BY WEIGHT CLASS

Three Different Types of Scales

Recommendation for use of MICHELIN^®X One^®Tires

Weighing the Single Axle Recreational Vehicle

in 4x2 Applications

Weighing the Tandem Axle Recreational Vehicle

The Effect of Towed Vehicles or Trailers

TIRE PRESSURE MAINTENANCE PRACTICES

How to Use the Actual RV Weight Information

Comparative MICHELIN^®X One^®Tire Sizes Wheel

with the Tire Data Load Chart

MICHELIN^®X One^®Tire Mounting Instructions

Using Blocks to Level Motorhomes and RVs Equipped

with Radial Tires

iii

Table of Contents

Section Seven

Section Ten

Repairs and Retread

125-130

Appendix

159-187

REPAIRS

126-130

GENERAL INFORMATION

160-163

Two-Piece Radial Truck Nail Hole Repair Method Instructions

Units of Measurement

MICHELIN^®X One^®Tires Nail Hole Repair Method Instructions

Pressure Unit Conversion Table

Blue Identification Triangle

Load Range/Ply Rating

RETREAD

130

Approximate Weight of Materials

Load Index

Section Eight

Conversion Table (Standard - Metric - Degrees)

Speed Symbol

Diagonal (Bias Or Cross) Ply and

RUNOUT TOLERANCES

164

Tube-Type

131-142

FRONT END ALIGNMENT

164

THE DIAGONAL (BIAS OR CROSS) PLY

132-134

Toe

Definitions

Camber

Tube-Type Tire

Caster

Truck Tire Size Markings

AXLE ALIGNMENT

165

Repair and Retread

Tandem Scrub Angle or Skew

Static and Low Speed Load and Pressure Coefficients

Thrust Angle Deviation

TRA (The Tire and Rim Association, Inc.) Standards

Steering Axle Offset

GENERAL INSTRUCTIONS FOR TUBE-TYPE TIRE

Drive Axle Offset

DEMOUNTING/MOUNTING

135-137

Steering Axle Skew

Selection of Proper Components and Materials

ALIGNMENT - FIELD METHOD

166-167

Inflation Safety Recommendations

CASING MANAGEMENT

168-169

Tire and Wheel Lubrication

COLD CLIMATE PRESSURE CORRECTION DATA

169

Preparation of Wheels and Tires

COST ANALYSIS

170

Storage

FUEL SAVINGS

171

MOUNTING TUBE-TYPE TIRES

138-140

MOUNTING PROCEDURES FOR 16.00R20 AND 24R21

172

Mounting Tube-Type Tires Using Manual Spreaders

TIRE REVOLUTIONS PER MILE CALCULATION

173

Mounting Tube-Type Tires Using Automatic Spreaders

OUT-OF-SERVICE CONDITIONS

174-175

Inflation of Tube-Type Tires

RUNOUT AND VIBRATION DIAGNOSIS

176-178

DEMOUNTING TUBE-TYPE TIRES

141-142

SERVICING MULTI-PIECE AND SINGLE PIECE

RIM/WHEELS (OSHA 1910.177)

179-181

Section Nine

REGROOVING

182-183

Tire Damage

143-158

TRANSIT APPLICATIONS IN URBAN CONDITIONS

184

EFFECT AND CAUSES

143

THE CRITICAL 6 - FACTORS THAT COST FLEETS MONEY

185

TIRE INSPECTION

144-145

PUBLICATIONS, VIDEOS, AND WEBSITES

186-187

RUN-FLAT

146-147

AIR INFILTRATION

148-151

The Use of Internal Balancing Materials and/or

INDEX

188

Coolants in MICHELIN^®Truck Tires

PINCH SHOCK

152

MINIMUM DUAL SPACING

152

IMPACT DAMAGE

153

FATIGUE RELATED DAMAGE

154

BEAD DAMAGE

155

ADDITIONAL CAUSES: REPAIRS AND

RETREADING CONDITIONS

156-157

SCRAP INSPECTION FORM

158

WHICH MICHELIN^®TIRE?

TREAD PATTERN DESIGNATION

Michelin usesspecifi numbers orletters toidentifydifferent types of tread patterns or casing construction.

^® MULTI

^™ ENERGY D

Application

Benefit

Position

For example:

MICHELIN^®Radial

= MICHELIN^®Radial

Prefix

X One^®

= Wide Single Tire Replacing 2 Traditional Duals

= X^®LINE^™

= Highway Applications

= X^®MULTI^™

= Regional Applications

= X^®WORKS^™

80% On-Road Use, 20% Off-Road Use

Application*

= X^®FORCE^™

= 20% On-Road Use, 80% Off-Road Use

= X^®INCITY^™

= Urban Use

X^®COACH^™

= Coach and Recreational Vehicle Use

ENERGY

= Fuel Efficient

GRIP

= All Season Grip

= Anti-chip / Cut-resistant Compound

Benefit

M/S

= Mud and Snow

= Severe Service

= Enhanced Version

= Drive

= Trailer

Position

= All Position

= Front (Steer)

Index

Number at the end of the designation used to denote product evolution or attributes.

* A, E, Y, L, U = Traditional Application Designations; X^®LINE^™, X^®MULTI^™, X^®WORKS^™, X^®FORCE^™, X^®INCITY^™, X^®COACH^™= New Application Designations;

Michelin will progressively replace the traditional application designations with the new ones.

Federal Motor Carrier Safety Regulations, 9 C.F.R. § 395.75 (d), specify that “no bus shall be operated with regrooved, recapped or retreaded tires on the front wheels.”

2 Section One: Tire Selection

PRODUCT NAMING AND SEGMENTATION

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:

APPLICATION ⁽¹⁾

SEGMENT

PICTOGRAMS

APPLICATIONS

VOCATIONS

NAME

Heavyloadsandhighspeedsforextended

Line Haul

X^®LINE^™

periods of time. Primarily interstate or divided

• Truckload Carrier

highway.

Regional is medium to heavy loads, frequently

on 2-lane roads. Vehicles generally return to

• LTL Dry Van

home base at night.

• Parcel

Regional

X^®MULTI^™

Emerging Super Regional application

• Food & Beverage

combines driving conditions seen in

• Pick-up & Delivery

Line Haul and Regional applications.

Heavy loads and slower speeds, operating

• Construction and Mining

On/Off Road

X^®WORKS^™

on a mixture of improved secondary and

• Forestry and Logging

aggressive road surface.

• Oil Field

Very heavy loads normally on poor or

• Forestry and Logging

Off Road

X®FORCE

™

unimprovedsurfaces.⁽²⁾

• Oil Field

• Urban Buses

Stop-and-go delivery ... service within a

Urban

X® INCITY^™

limited radius - metro and suburban.

• Sanitation and Refuse

Coach and

• Buses

X^®COACH^™

Coaches and recreational vehicles

• RV

Recreational

D = Drive Positions, T = Trailer Positions, Z = All-Wheel Positions

(1) A, E, Y, L, U = Traditional Application Designations. X^®LINE^™, X^®MULTI^™, X^®WORKS^™, X^®FORCE^™, X^®INCITY^™, X^®COACH^™= New Application Designations.

Michelin will progressively replace the traditional application designations with the new ones.

(2) Off Road Tires can also be used On Road if DOT is present.

PROPER APPLICATION

URBAN TIRES:

Tires with the “Y” or “X^®WORKS^™”designation are for

U or X^®INCITY^™

applications expected to be 80% On-road use and 20%

The tires with the “U” or “INCITY” designation are

Off-road use. Theyhaveamaximumspeedof65mph.

designed and optimized for urban applications and should

Tires with the “L” or “X^®FORCE^™” designation are for

not be used in non-urban/suburban applications including

applications expected to be 20% On-road use and 80%

but not limited to, line haul and RV/motorhomes/coaches.

Off-road use. Some of the “L” or “X^®FORCE^™” designated

These aforementioned applications may subject the tires

tires have amaximumspeedof 50mphwhileothershave

tocontinuoususeoveranextendedperiodoftime. This

maximum speeds of 55, 60 and of 70 mph.

couldlead to heat build up andmay cause the tire to fail

The Tire and Rim Association (TRA) permits operating a

prematurely and/or suddenly.

65 mph rated tire at higher speeds with a reduced load and

increased inflation. No such permission is granted by TRA

ON/OFF ROAD TIRES:

for tires with speed rating rated below 65 mph.

Y or X^®WORKS^™and L or X^®FORCE^™

The tires with “Y” or “X^®WORKS^™” and “L” or “X^®FORCE^™”

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

Always refer to the MICHELIN^®Truck Tire Data Book

tires continuously on highway over an extended period of time

(MWL40731) or www.michelintruck.com and match

orat speedsthatexceedthespeedratingofthetire.This could

the tire to the application when making tire selections.

lead to heat build up and cause premature or sudden tire failure.

Section One: Tire Selection

TRUCK TIRE APPLICATION

The choice of tire type depends upon the application

and wheel position. No matter what your application

Urban (U or X^®INCITY^™)

may be, Michelin has a tire specifically designed for you.

Urban applications are very short mileage with a high

These applications include the following:

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.

Line Haul (A or X^®LINE^™)

The Line 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.

Coach and Recreational (X^®COACH^™)

Buses and recreational vehicles.

Regional (E or X^®MULTI^™)

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

Commercial Light Truck Tire Applications

miles.

• Highway Tires, All-Wheel-Position

• All-Season, All-Terrain Tires

• All-Terrain Drive Axle Traction Tires

• Highway Mud & Snow Tires

4 Section One: Tire Selection

DETERMINING MICHELIN^®TIRE SIZE

1. Tire Size: MICHELIN^®radial truck tire sizes are

2. Overall Width: The maximum width (cross section)

designated by the nominal section width in inches or

of the unloaded tires including protruding side ribs and

millimeters and the wheel diameter (e.g. 11R22.5 or

decorations as measured on the preferred wheel. Overall

275/80R22.5).The“R”indicates a radial tire. Truck tire

width will change 0.1 inch (2.5 mm) for each 1/4 inch

sizes contain dimension and load index information

change in wheel width. Minimum dual spacing should

and are marked in accordance with industry standards:

be adjusted accordingly.

FMVSS (Federal Motor Vehicle Safety Standard), TRA (The

3. Nominal Wheel Diameter: Diameter of wheel seat

Tire and Rim Association, Inc.), ETRTO (European Tyre

supporting the tire bead given in nearest half-inch

and Rim Technical Organisation), and ISO (International

numbers, e.g. 22.5”.

Standardization Organization). This index indicates the

4. Overall Diameter: The diameter of the unloaded new

load capacity of the tire in single and in dual usage (e.g.

tire (measured from opposite outer tread surfaces).

144/141K). See Appendix under General Information

5. Section Height: The distance from wheel seat to outer

(Page 162) for complete ISO load index. Below are

tread surface of unloaded tire.

examples for tubeless tires. (See Section Eight,

6. Aspect Ratio: A nominal number, which represents

Pages131-142, for tube-type tire information.)

the section height, divided by the section width and

expressed as a percentage.

Example: 11R22.5

Example: Tire Size

Aspect Ratio

= nominal cross section in inches

11R22.5

= radial

275/80R22.5

22.5 = wheel diameter in inches

445/50R22.5

Example: 275/80R22.5 LRG 144/141K

7. Free Radius: One-half the overall diameter of the

275 = nominal cross section in mm (metric)

unloaded new tire.

= aspect ratio

8. Loaded Radius: The distance from the wheel axle

= radial

centerline to the supporting surface under a tire properly

22.5 = wheel diameter in inches

inflated for its load according to the load and inflation

LRG = load range G

tables foundin the application specific data books. See

Appendix for listing of publications under Publications,

Videos, and Websites (Page 186-187).

9. Tire Deflection: Free radius minus the loaded radius.

10. Minimum Dual Spacing: The minimum allowable

lateral distance from tire tread centerline to tire tread

centerline in a dual wheel arrangement.

11. Tire Revolutions Per Mile: Revolutions per mile

for a tire size and tread is defined as the number of

revolutions that the new tire willmake in onemile. Data

is normally presented for theloaded tire at its ratedload

and inflation in the drive position. Rolling circumference

can be calculated from the revolutions per mile as

follows:

63,360

Rolling circumference

Tire Revs./Mile

in inches

The tire revolutions per mile can be determined by

COMPARATIVE SIZES LOW-PROFILE -

STANDARD PROFILE

measuring (using SAE J1025) or estimated by using

MICHELIN

TRA

REPLACES

a mathematical equation. See Appendix under Tire

235/80R22.5

245/75R22.5

9R22.5

Revolutions Per Mile Calculation (Page 173). The

255/80R22.5

265/75R22.5

10R22.5

accuracy of the tire revolutions per mile number is ±1%.

275/80R22.5

295/75R22.5

11R22.5

12. Wheels: The approved/preferred wheels are designated

275/80R24.5

285/75R24.5

11R24.5

for each tire size. MICHELIN^®tires should only be

mounted on the wheels shown. The wheel shown

COMPARATIVE MICHELIN^®X ONE^®TIRE SIZES

first is the preferred wheel. Be sure to check wheel

DUAL SIZE

MICHELIN^®X ONE^®TIRESIZE

11R22.5, 275/80R24.5

455/55R22.5

manufacturer’s specifications.

275/80R22.5

445/50R22.5

6 Section One: Tire Selection

CHANGES TO LOAD AND INFLATION PRESSURE FOR

Overall Width

COMMERCIAL TRUCK TIRES

2003 DOT standards require that both Metric and English

load, pressure, and speed units be marked on tires. In

Section

Height

order to meet this new requirement, Michelin changed its

maximum load at cold inflation pressure markings to ensure

alignment with standards published by TRA (The Tire and

Free Radius

12.

Rim Association, Inc.) and ETRTO (The European Tyre and

Rim Width

Rim Technical Organisation). All MICHELIN^®truck tires

Overall

Diameter

manufactured after January 1, 2002 (DOT week 0102) carry

the new markings.

Nominal Wheel

Diameter

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.

Loaded Radius

Always refer to the actual sidewall markings

for maximum load at cold inflation pressure

information.

Deflection

Theremay still be some new or retreaded tires in use

All the information required to determine the proper tire

with the old markings. During this period of transition,

size is contained in the application specific data books.

customers may have tires with the same MSPN with

A sample is shown below.

different load and inflation markings. The guidelines below

To select the proper tire size for a vehicle, it is necessary

should be followed whenmounting tires of the same size

to know the maximum axle wheel end loads that the tires

with different markings on the same vehicle.

will carry and the maximum continuous speed at which

1. Make sure the tire maximum load and cold inflation

they will operate. Themaximumload that a tire can carryis

pressure markings do not exceed those of the wheel.

different if it is mounted in dual configuration rather than

2. If tires with different maximum load markings are mixed

single. The allowable axle loads and the required inflation

across an axle, apply the lowest load and cold pressure

pressures to carry these loads are shown in the charts for

markings to all tires.

both single and dual mountings in the MICHELIN^®Truck

3. Ensure that the tire markings are adequate to meet the

Tire Data Book (MWL40731). The maximum allowable

vehicle GAWR (Gross Axle Weight Rating) for all axles.

continuous speed is also indicated.

Specifications for Tread Design: MICHELIN^®X^®LINE^™ENERGY Z

Tread

Max.

Loaded

Overall

Overall Width

Approved

Min. Dual

Revs

Max. Load and Pressure

Load

Catalog

Speed

Wheels

Size

Depth

Radius

Diameter

(‡)

Spacing (‡) Per

Single

Dual

Range

Number

(*)

(Measuring wheel

32nds

mph

in.

listed first.) in

Mile

lbs.

psi

kg.

kPa

lbs.

psi

kg.

kPa

275/80R22.5 ^(1,2)

03885

18.6

473

40.1

1018

11.0

280

8.25, 7.50

12.2

311

518

6175

110

2800

760

5675

110

2575

760

275/80R22.5 LRG MICHELIN^®X^®LINE^™ENERGY Z

WHEEL DIAMETER

PSI

100

105

110

MAXIMUM LOAD AND

PRESSURE ON SIDEWALL

22.5”

kPa

480

520

550

590

620

660

690

720

760

LBS SINGLE

9000

9450

9880

10310

10740

11020

11560

11960

12350

6175 LBS AT 110 PSI

LBS DUAL

16380

17200

18160

18760

19540

20280

21040

21760

22700

5675 LBS AT 110 PSI

275/80R22.5 LRG

KGSINGLE

4080

4280

4480

4680

4880

5000

5240

5420

5600

2800 KG AT 760 kPa

KG DUAL

7440

7800

8240

8520

8880

9200

9560

9880

10300

2575 KG AT 760 kPa

Note: Wheel listed first is the measuring wheel.

(1) Directional tread design.

(2) 3-Retread Manufacturing Limited Casing Warranty: 3 retreads or 700,000 miles or 7 years for MICHELIN^®X^®LINE™ ENERGY Z tires when retreaded by an authorized

Michelin Retread Technologies (MRT) Dealer only. See limited warranty for details.

(*) Exceeding the lawful speed limit is neither recommended nor endorsed.

(‡) Overall widths will change 0.1 inch (2.5 mm) for each 1/4 inch change in wheel 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 wheel manufacturer’s load and inflation limits. Never exceed wheel manufacturer’s limits without permission of component manufacturer.

Section One: Tire Selection

TREAD DESIGN

Tread designs can be categorized in two basic groups.

The proper selection of a tread design will enable the user to

maximize tread life. Selection will vary according to various

vehicle differences and/or operational conditions. Tire tread

mileage canbemaximizedorshorteneddependingonthetread

design chosen.

RIB TREAD DESIGN:

• Characterized by grooves placed parallel to the bead, thus

forming ribs, ranging in tread depths from 11/32nds to

23/32nds.

• Usually significantly better for fuel economy, although does

MICHELIN^®X LINE^™ENERGY Z Steer Tire

not provide enhanced wet or snow traction.

• Usually found on the steering axle of a truck/tractor and on

other free rolling axles such as trailers, dollies, tag and pusher

axles.

• Also placed on torque axles when traction is not a high

priority.

BLOCK OR LUG TREAD DESIGN:

• Characterized by grooves placed laterally and perpendicular

to the bead, ranging from 14/32nds to 32/32nds.

• Selected primarily for traction and improved mileage.

• Usually found onthedrive or torque axle.

• The increased tread depth is needed to offset the scrubbing

and/or spinning that can occur when power is transmitted to

the drive axle.

MICHELIN^®X WORKS^™XDY^®Drive Tire

DIRECTIONAL TIRES

Truck tires featuring directional tread designs have arrows

moldedintotheshoulder/edgeoftheouter ribs toindicate 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 bemounted 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

vehicle that all tires can be pointed in the desired direction of

rotation.

MICHELIN^®X ONE^®MULTI^™ENERGY T Trailer Tire

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

Due to constant innovation and development,

generally no negative effect of running them in a direction

the types and sizes of MICHELIN^®tires are always

opposite to the indicated direction of rotation.

changing. For the most current product offerings,

Operatingdirectional tires from new to 50% worninthe

please also refer to the product line brochures, the price

opposite direction of that indicated on the tire will result in the

lists, the applications data books, and the websites:

premature onset of irregular wear, excessive noise levels, and

www.michelintruck.com, www.michelinrvtires.com,

significantly reduced tread life.

www.michelinearthmover.com.

8 Section One: Tire Selection

DEFINITIONS

DOT SIDEWALL MARKINGS

All trucks should be weighed, fully loaded, on a scale (not

All new tires sold in North America for use on Public

to exceed the GAWR - Gross Axle Weight Rating). Each axle,

Highways must have a DOT (Department of Transportation)

front and rear, must be weighed separately. Actual gross axle

numbermolded into the lower sidewall. Thiscertifies

weights should be compared with the load and inflation

compliance with Federal Regulations. All retreaded tires

tables to determine the inflation pressure required. The load

mustalsohave anadditional DOT numberaffixed to their

carried by each individual front axle tire should be noted.

sidewalls as well. It is recommended that this marking be

Due to uneven loading, motorhomes should be weighed

placed in the lower sidewall near the original DOT code.

by wheel end. The inflation pressure recommended must

Certain states may require labeling in addition to the Federal

be capable of supporting the weighed values. Therefore, the

regulations certifying compliance with the Industry Standard

maximumwheelendweightfortheaxlemustbeused.The

for Retreading. The first 2 characters on an original tire code

maximum axle weight is determined by taking the highest

indicate the factory that manufactured the tire while the first

wheel end value and multiplying by 2 for single applications

4 letters on a retread indicate the dealer who manufactured

and 4 for dual applications.

the retread. Production dates areindicated by the last 3 or

If themaximumload-carrying capacity of the tire is below

4 digits of this marking. Tires made or retreaded prior to

the actual scale weight, then tires with greater carrying

the year 2000 used 3 digits, the first two numbers indicating

capacity should be used. This means either a tire with a

the week and the last one indicating the year of production,

higherload rangeor ply rating, or a larger tire size.

followed by a solid triangle toindicate the 1990’s. Tiresmade

If the maximum load can be carried by the minimum

or retreaded after the year 1999 will have a 4 digit code: the

pressure (as listed on the Load Inflation Chart), then

a smaller size tire or a lower ply rated tire should be

first 2 indicate the week and the last 2 indicate the year of

manufacture.

considered depending on the application and operation of

the vehicle.

Example: DOT B6 D0 02D X 1614

Never reduce tire pressure below minimum data book

Newtiremarkings required by the DOT (Departmentof

specification without consulting Michelin.

Transportation):

Ambient temperature will affect the pressure within the

MICHELIN

Week

tire. For every 10-degree temperature change, pressure

Produced

Optional

Dimensional Code

Year

readings will change between 1 and 2 pounds per square

Code for Size

(Sculpture)

Produced

inch (psi). Consider this when checking pressures. Check

Plant Code

all tires when cold at least 3 hours after the vehicle has

stopped. Never bleed tire pressure from hot tires.

Identification

Additionally, altitude can have a slight affect on pressure.

For every 1,000 foot increase in altitude above sea level,

pressure will increase approximately 1/2 psi. For example, a

tire inflated to 100 psi at sealevel will read slightly over 102

psi in Denver, Colorado.

See Cold Climate Pressure Correction Data (Page 169) or

consult with Michelin for additional information on cold

LOADS PER AXLE AND INFLATION

and hot climate corrections.

PRESSURES

The carrying capacity of each tire size is tabulated for

WHEELS

various inflation pressures by individual tire load and

The correct wheels for each tire size are indicated in the

byaxle load for single applications(2 tires) and dual

specification tables. For complete tire specifications, refer to

applications (4 tires). Due to the effects of load distribution

application specific data books.

and road inclination, the four tires in dual may not equally

share the axle load. Therefore, to protect the tire carrying

MAXIMUM SPEED RESTRICTIONS*

the largest share of the load, the capacity for duals is not

Truck tires should normally be inflated according to the

twice the capacity for a single formation, but is usually

specification tables. The carrying capacities and inflation

between 5 and 13% less depending on tire size. Ensure that

pressures specified in these tables are determined with

the pressure between the dual tires and/or tires on the same

the tire’s rated maximum speed in consideration. (See

axle does not differ bymore than 5 psi. Also ensure tires run

specification tables for each tire’s rated speed in the current

in dual are within 1/4 inch diameter to help achieve equal

MICHELIN^®Truck Tire Data Book - MWL40731.) This is a

maximum continuous speed, not an absolute upper limit.

Section One: Tire Selection

Reducing the maximum speed at which the tire will

Tires with the “Y” designation are for applications

operate and adjusting inflation pressures according to

expected to be 80% on-road use and 20% off-road use.

the information contained in the following chart can help

They have amaximum speedof 65mph*.Tires with the

increase the carrying capacity. To use the Low Speed and

“L” designation are for applications expected to be 20%

Static Coefficient Chart (Page 11) you must know the tire

on-road use and 80% off-road use.

size (standard conventional size example - 11R22.5 or

Someof the “L” designated tires have amaximum

low profile 275/80R22.5) and the maximum speed rating

speedof 50mphwhileothers havemaximum speedsof

of that tire. Speed ratings can be found in the data book

55, 60, and 70 mph*. There is no speed restriction once

or www.michelintruck.com. Based on the size and speed

the casing hasbeen retreadedper the USTMA (U.S. Tire

rating, select the correct quadrant(Table A or B), find the

Manufacturers Association) and the TMC (Technology &

speed value desired, and multiply the tire load capacity

Maintenance Council).

by the coefficient provided. Also, add the listed increase

The Tire and Rim Association, Inc. (TRA) permits

in pressure (if any) to the pressure value for the selected

operatinga 65mph*ratedtire athigher speeds with a

tire shown in the data book. Give special attention to the

reduced load and increased infl

No such permission is

wheel and vehicle axle ratings that may be exceeded by

granted by TRA for tires with speed ratings below 65 mph

the increases in load and pressure. Tires optimized for

highway applications have a maximum speed of 75 mph

* Exceeding the legal speed limit is neither recommended nor endorsed.

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, and on/off-road use.

The tires with “Y” or “L” (see Page 3) 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.

Exceeding speed rating for on/off road tires may cause

premature or sudden tire failure.

10 Section One: Tire Selection

STATIC AND LOW SPEED LOAD AND PRESSURE COEFFICIENTS

Never exceed the maximum load or pressure limits of the wheel. Exceeding the wheel limits can lead to

component failure, serious accident, injury or death.

TRA (THE TIRE AND RIM ASSOCIATION, INC.) STANDARDS

(These tables apply to tires only. Consult wheel manufacturer for wheel load and inflation capacities.)

Load limits at various speeds for radial ply

(1)

truck-bus tires used on improved surfaces.

A. METRIC AND WIDE BASE TIRES

B. CONVENTIONAL TIRES

Theservice load andminimum(cold) inflationmust

comply with the following limitations unless a speed

restriction is indicated on the tire.*

Speed Range

Inflation

Speed Range

Inflation

% Load Change

(mph)

Pressure Change

(mph)

Pressure Change

41 thru 50

+7%

No increase

41 thru 50

+9%

No increase

31 thru 40

+9%

No increase

31 thru 40

+16%

No increase

21 thru 30

+12%

+10 psi

21 thru 30

+24%

+10 psi

11 thru 20

+17%

+15 psi

11 thru 20

+32%

+15 psi

6 thru 10

+25%

+20 psi

6 thru 10 ⁽²⁾

+60%

+30 psi

2.6 thru 5

+45%

+20 psi

2.6 thru 5 ⁽²⁾

+85%

+30 psi

Creep thru 2.5

+55%

+20 psi

Creep thru 2.5 ⁽²⁾

+115%

+30 psi

Creep ⁽²⁾

+75%

+30 psi

Creep ^{(2) (3)}

+140%

+40 psi

Stationary

+105%

+30 psi

Stationary ⁽²⁾

+185%

+40 psi

Note: For bias ply tires please consult the TRA Year Book.

(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:

The inflation pressures shown in the referenced tables are minimum cold pressures for the various loads listed.

Higher pressures 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

*Exceeding the legal speed limit is neither recommended or endorsed.

Section One: Tire Selection

To determine the proper load/inflation table, always comply with 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 pressure limitation.

S = Single configuration - 2 tires per axle. D = Dual configuration - 4 tires per axle. Loads are indicated per axle.

TECHNICAL SPECIFICATIONS FOR MICHELIN 455/55R22.5 LRM ON 13.00x22.5 WHEELS

STEER AXLE, FIRST LIFE ONLY

Load

Loaded Radius

Max. Load Single*

Dimension

RPM

Range

in.

mm.

lbs.

psi

kg.

kPa

455/55R22.5

LRM

19.5

496

493

10000

120

4535

830

Load

psi

100

105

110

115

120

Dimension

Range

kPa

520

550

590

620

660

690

720

760

790

830

455/55R22.5

lbs. per axle

13740

14460

15180

15880

16600

17280

17980

18660

19340

20000

LRM

13.00” Wheel

kg. per axle

6240

6520

6900

7180

7560

7820

8100

8460

8720

9070

* Note: When used on a 13.00” wheel the max load and pressure is lower than that indicated on the sidewall.

12 Section One: Tire Selection

CLASS 6

CLASS 7

CLASS 8

TRAILER

NOTES

19,501 to 26,000 lbs.

26,001 to 33,000 lbs.

33,001 lbs. and over

Weight: Not specified

GVW

GVW - Gross Vehicle

Weight

The total weight of the

TOW

HOME FUEL

FUEL

DRY VAN

loaded vehicle includes

chassis, body, and

payload.

GCW - Gross

FURNITURE

TRASH

DUMP

DOUBLES

Combination Weight

Total weight of

loaded tractor-trailer

combination includes

tractor-trailer and

STAKE

FIRE ENGINE

CEMENT

LIQUID TANK

payloads.

GAWR - Gross Axle

Weight Rating

Maximum allowable

COE VAN

SIGHTSEEING BUS

REEFER

DRY BULK

load weight for a specific

spindle, axle, and wheel

combination.

Identical vehicles may

SCHOOL BUS

TRANSIT BUS

TANDEM AXLE VAN

LOGGER

appear in different

vehicle weight classes.

This is because of

a difference in the

components installed

SINGLE AXLE VAN

INTERCITY BUS

PLATFORM

in each vehicle such as

engines, transmissions,

rear axles, and even

tires that are not readily

discernible in the

BOTTLER

LARGE RV

SPREAD AXLE

external appearance of

those particular vehicles.

DROP FRAME

LOW PROFILE COE

TANDEM REFUSE

GCW TO 65,000

GCW TO 80,000

DUMP

LOW PROFILE

HIGH PROFILE COE

TANDEM COE

REEFER

MEDIUM

HEAVY CONVENTIONAL

CONVENTIONAL

DEEP DROP

HEAVY TANDEM

CONVENTIONAL

AUTO TRANSPORTER

HEAVY TANDEM

CONVENTIONAL

SLEEPER

DOLLY

14 Section One: Tire Selection

WHEEL SYSTEMS

Before servicing any truck wheel, it is essential to know

An out-of-service condition exists if the area between the

the type of mounting system you will be working on. Three

bolt hole ball seats is worn away to less than 1/16th inch

basic types of mounting systems are commonly used on

(the approximate thickness of a dime). If this is the case, the

commercial vehicles in North America. See TMC RP 217D,

wheel should be scrapped. (Figure 2)

Attaching Hardware for Disc Wheels, for more detailed

Steel Wheel

information on fasteners. Refer to Page 25 for proper

Hub

fasteners and procedures for MICHELIN^®X One^®tire

fitments.

STEEL VS ALUMINUM

Stud

Depending on the vehicle’s vocation, a customer may

choose steel wheels over aluminum. However, a 14.00 x

Inner Cap Nut

22.5” aluminum wheel is up to 68 lbs. lighter than its steel

counterpart. Due to the larger drop center of the aluminum

Figure 2: Incorrect

wheel, it is typically easier to mount the MICHELIN^®

^®tire on aluminum wheels.

X One

SPECIAL FASTENERS

It is necessary to order “cap nuts” to replace the inner

SPECIAL CONSIDERATIONS FOR

and outer nuts that are used when mounting a traditional

ALUMINUM WHEELS

stud piloted dual assembly. These parts can be ordered

It is also important to note that the disc thickness of

from a wheel distributor in your area. The part numbers

aluminum wheels is usually much thicker than steel wheels,

are listed on Page 25. A 50/50 split of left and right hand

and stud length must be checked when changing from steel

threads will be required.

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

Do not use the 5995 nut

are specifi

designed to suit varying disc wheel mounting

on steel stud piloted

wheels, as the shoulder

systems, brake drum mounting face thickness, and disc

will protrude past the

wheel material types. Failure to use the correct length studs

disc face preventing

may lead to insuffi

clamp load of the disc wheels.

proper installation and

The minimum length for dual aluminum wheels is 1.06

safe operation.

inches or 27 mm as measured from the brake drum face

when mounted on the hub. The pilot must engage 1/2 of

the thickness of the aluminum wheel. Refer to TMC RP

217D, Attaching Hardware for Disc Wheels. Hub Bore and

15 degree bead seat measuring tools are available from the

wheel manufacturers. (Figure 1)

Aluminum Wheel

Hub

From left to right: Aluminum MICHELIN^®X One^®tire

fastener, steel or aluminum MICHELIN^®X One^®tire

fastener, and steel MICHELIN^®X One^®tire fastener.

See application chart on Page 25 for part numbers and

Stud

more information.

Inner Cap Nut

Figure 1: Correct

16 Section Two: Selecting the Wheel

WHEEL TYPE

Hub Piloted Wheel

Hub Piloted Disc Wheels

Drum

Both aluminum and steel wheels are currently available

Two-Piece

in hub piloted configuration. Hub Piloted Disc Wheels are

Flange Nut

designed to center on the hub at the center hole or bore

of the wheel. The wheel center hole locates the wheel on

Hub

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

Stud

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.

Stud Piloted Disc Wheels

Stud Piloted Wheel

There are aluminum and steel wheels with 2” outset

currently available in stud piloted configuration. Stud

Drum

Outer Cap Nut

Piloted Disc Wheels are designed to be centered by the

Hub

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

Stud

vehicle and those with right hand threads are used on the

Inner Cap Nut

right side of the vehicle.

Section Two: Selecting the Wheel

Cast Spoke Wheels

Correct components must be used.

Cast Spoke Wheels consist of a metal casting

that includes the hub with spokes, either 3, 5, or 6.

It is important to note that some hub piloted and stud

Demountable rims are attached to this axle component

piloted wheels may have the same bolt circle pattern.

with clamps. Each cast spoke wheel requires specific

Therefore, they could mistakenly be interchanged. Each

clamps designed for that wheel. The cast spoke wheel

mounting system requires its correct mating parts. It is

with brake drum and clamps for rear axles requires a

important that the proper components are used for each

spacer band to hold the two rims apart and provides for

type of mounting and that the wheels are fitted to the

proper dual spacing. Proper torque is 210-260 lb/ft.

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 wheels 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)

5 Spoke

Cast Spoke Wheel

Cast Spoke Wheel With Clamps,

With Brake Drum and Clamps

Without Brake Drum

Never mix components from different wheel

for Rear Axles

for Front Axles

systems. Doing so can lead to component

failure, accident, serious injury or death.

Stud Piloted Wheel

Hub Piloted Wheel

Drum

Outer Cap Nut

Hub

Stud

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

Drum

Two-Piece

Flange Nut

Hub

Stud

Figure 2: Improper Mounting

18 Section Two: Selecting the Wheel

It is important to note that some hub piloted and stud

Hub piloted mounting system:

piloted wheels may have the same bolt circle pattern.

Most North American manufacturers of highway

Therefore, they could mistakenly be interchanged. Each

trucks, tractors and trailers, which incorporate the hub

mounting system requires the correct mating parts. It is

piloted wheel mounting system, require wheel studs and

important that the proper components are used for each

2-piece flange nuts with metric threads. Most frequently

type of mounting and that the wheel is fitted to the proper

these are M22 x 1.5. Before installing 2-piece flange nuts

hub.

apply 2 drops of SAE (Society of Automotive Engineers)

If hub piloted wheel components (hubs, wheels, and

30W oil to the last 2 or 3 threads at the end of each stud

fasteners) are mixed with stud piloted wheel components,

and 2 drops to a point between the nuts and flanges.

loss of torque, broken studs, cracked wheels, and possible

This will help ensure that the proper clamping force is

wheel loss can occur, which can lead to injury or death.

achieved when final torque is reached. Lubrication is not

These parts are not designed to be interchangeable. Refer

necessary with new hardware. To aid in installation and

to TMC RP 217D, Attaching Hardware for Disc Wheels, and

removal of aluminum wheels, some wheel manufacturers

TMC RP 608B, Brake Drums and Rotors.

recommend lubricating the hub bore and/or pilot pads.

NOTE: Some states and provinces have laws that dictate

Check with your wheel manufacturer for additional

sufficient thread engagement or thread engagement past

direction.

the nut body. Make sure you know the laws for the states

Note: When retrofitting a dual equipped tractor with

and provinces in which you operate and comply.

steel wheels to an aluminum wheel with MICHELIN^®

X One^®tire, it may be necessary to install longer studs to

TORQUE

obtain proper thread engagement of the nut. This is due

Stud piloted, ball seat mounting system:

to the aluminum wheel’s disc face being approximately

Left hand threads are used on the left side of the

1/4” thicker than two steel wheels in dual.

vehicle. Right hand threads are used on the right side of

the vehicle. Tighten the nuts to 50 foot-pounds using

the sequence shown. Check that the wheel is properly

positioned, then tighten to recommended torque using

the sequence shown. It is recommended that studs and

nuts on a stud piloted mounting system should be free

of rust and debris. They should then be torqued “dry” to

450-500 foot-pounds. After 50 to 100 miles of operation,

torque should be rechecked.

DISC WHEEL INSTALLATION

PROCEDURE-

RECOMMENDED MOUNTING TORQUE

FOR DISC WHEELS

Torque Level

Mounting Type

Nut Tread

Ft-Lb (Oiled)

11/16”-16

300-400

M20 x 1.5

280-330

Hub piloted

with flange nut

M22 x 1.5

450-500

7/8”-14

350-400

Ft-Lb (Dry)

Stud piloted,

3/4”-16

450-500

double cap nut

Standard type

1-1/8”-16

450-500

(7/8” radius)

15/16”-12

750-900

Stud piloted,

double cap nut

1-1/8”-16

750-900

Heavy duty type

(1-3/16” radius)

1-5/16”-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 wrenches, air wrenches and any other

tools should be calibrated periodically to ensure

the proper torque is applied.

Reprinted with permission from TMC RP 222C, User’s

Guide to Wheels and Rims, published by the Technology

& Maintenance Council (TMC) of the American Trucking

Associations, 2200 Mill Road, Alexandria, VA

22314

(703) 838-1776.

20 Section Two: Selecting the Wheel

SELECTING A WHEEL

OFFSET/ INSET

Truck and trailer manufacturers may have different

specifications. For optimum track width, stability, and

Offset: The lateral distance from the wheel centerline to

payload, end-users should talk to their trailer suppliers about

the mounting surface of the disc.

the use of 83.5” axles with zero outset wheels.

Outset: Outset places the wheel centerline outboard of

the mounting (hub face) surface.

End-users that have retrofitted vehicles with 2” outset

Inset: The Inset places the wheel centerline inboard of

wheels should contact their respective vehicle, axle, or

the mounting (hub face) surface or over the axle.

component manufacturers for specific application approvals

or maintenance recommendations.

USE OF OUTSET WHEELS WITH

NOTE: Use of outset wheels may change Gross Axle

Weight Rating (GAWR). Consult vehicle and component

MICHELIN^®X ONE^®TIRES

manufacturer.

Some axle and hub manufacturers have recently

clarified and confirmed their position concerning the

use of such wheels with their respective components.

DROP CENTER

Historically the position of the component manufacturers

The Drop Center is the well or center portion of the wheel.

is not totally consistent, the majority view concerning

This is what allows the tire to be easily mounted on a single

the retrofit of duals with MICHELIN^®X One^®tires can be

piece wheel: the tire bead will “drop” into this cavity.

summarized as follows:

The 14.00 x 22.5” (15-degree bead seat) drop center tubeless

wheel required for the MICHELIN^®X One^®tire has differently

styled drop centers depending on the manufacturer.

Accuride^®aluminum and steel wheels as well as Hayes

Lemmerz^®steel wheels are produced with a narrow ledge

on one side and a long tapered ledge on the other (See Page

26). The narrow ledge is necessary to ease the mounting and

dismounting process.

The Alcoa aluminum wheel is manufactured with a narrow

ledge on either side. This allows it to be mounted and

dismounted from either side.

VALVE SYSTEMS

Always replace the whole valve assembly when a new

Per TMC RP 234A, Proper Valve Hardware Selection

tire is mounted.

Guidelines it is recommended that an anti-corrosive or

Ensure the valve stem is installed using the proper

dielectric compound be used on the valve stem threads

torque value: 80 to 125 in/lbs (7 to 11 ft/lbs) for aluminum

and O-rings prior to installation. This will prevent

wheels and 35 to 55 in/lbs (3 to 5 ft/lbs) for tubeless steel

corrosion from growing around the O-ring, which

wheels.

squeezes it and causes leaks. Check with your aluminum

When an aluminum wheel is used in the outset

wheel manufacturer or valve stem supplier for their

position, TR553E valve degree bend should be used.

recommendation of an anti-corrosive compound.

This valve has a 75-degree bend that facilitates taking

pressures. If the valve stem is installed on the inboard side

of the wheel, ensure proper clearance exists between the

brake drum and the valve stem. It is highly recommended

that the older style valve stems TR543E be replaced with

the newer style TR553E to minimize corrosion build-up,

thereby minimizing stem leaks.

Corrosion Related Leak at the Base of the Wheel

TR553E Valve (left) and TR543E (right)

When installed in the inset position, the longer TR545E

valve is required.

Note Corrosion On Bottom Valve

TR545E Valve

If the operator uses the wheel as a step when securing the

load, a straight TR542 valve may be preferable. An angle

head pressure gauge will be required to check pressure,

but it may still be difficult due to interference with the

hub.

TR542 Valve

Section Two: Selecting the Wheel

LOOSE AND LEAKY VALVE STEMS

Whether they are new or have been in use over a period

of time, valve stems can become loose. It is recommended

that you verify torque on all wheels put into service. When

installed, they should be torqued, using the proper tool at

80 to 125 in/lbs (7 to 11 ft/lbs) for aluminum wheels and

35 to 55 in/lbs (3 to 5 ft/lbs) for steel wheels.

Checking for loose and leaky valve stems should be

made a part of your regular maintenance schedule.

Methods for checking for loose valve stems:

- check by hand to see if the valve nut is loose

- spray a soapy solution on the valve to see if there

Corrosion-Related Leak at the Base of the Wheel

is a leak

- check with a torque wrench

To protect the valve from dirt and moisture, a heat

resistant metal valve cap with a rubber seal must be

installed. The number one cause of tire pressure loss in

tires can be attributed to missing valve caps.

To facilitate pressure maintenance, a dual seal metal

flow through cap may be used instead of a valve cap.

These should be installed hand tight only to prevent

damaging the seal (1.5 - 3 in/lbs).

Valve Cap With Rubber Seal

Dual Seal Metal Flow-Through Cap

24 Section Two: Selecting the Wheel

PROPER FASTENERS FOR MICHELIN^®X ONE^®TIRES ON STUD PILOTED WHEELS

It is important that the proper fasteners be used

is primarily for the Alcoa single mounted stud piloted

when mounting the MICHELIN^®X One^®tire on stud

aluminum wheel (example: 8.25 x 22.5”) and 14.00 x 22.5”

piloted wheels. If a fastener specified for the stud piloted

wide base stud piloted steel wheel. Part No. 5995R&L is

aluminum wheel is used on a steel wheel, it will bottom

for the Alcoa 14.00 x 22.5” wide base stud piloted

out on the brake drum, and the proper clamping force

aluminum wheel.

necessary to help ensure that the torque on the wheel

The last two fasteners Part No. 5652R&L for a 3/4”-16

remains constant will not be achieved, possibly resulting

studs and 5977R&L for a 1-1/8”-16 studs are specified for

in a “wheel off” situation.

the 14.00 x 22.5” stud piloted steel wheel.

In the table below, the top fastener, Part No. 5554R&L

Part No.

Replaces

Thread

Hex

High

Application and General Information

For Single Mounting of Alcoa

Alcoa 5554R&L

Forged Aluminum Disc Wheels and

5554R&L

³⁄4” - 16

1¹⁄2”

1”

Budd 706 13/4

Steel Stud Piloted Wide

Single Wheels.

For Alcoa Wide Base Aluminum

Alcoa 5995R&L

Wheels - “Long Grip” Cap Nut.

5995R&L

Webb 178950R

³⁄4” - 16

1¹⁄2”

1³⁄8”

Larger height provides greater lug

178951L

wrench contact with the wheel.

Accuride NTL/NTR 25

5652R&L Zinc

Budd 37888/9 Gunite

Steel Wheel: Single Stud Mounting

Dichromate

³⁄4” - 16

1¹⁄2”

⁷⁄8”

2564/65

Front and Rear

Plating

Motor Wheel 84523/24

5977R&L

Alcoa 5977 R&L

Hardened

Accuride NTL/NTR 25

Single Large Stud Mounting Front

Zinc Yellow

1¹⁄8” - 16

1¹⁄2”

⁷⁄8”

Alcoa 5552R&L

and Rear

Dichromate

Budd 37891/2

Plating

NOTE: The table provided is for reference only. Wheel specific questions should be directed to the wheel manufacturer.

Section Two: Selecting the Wheel

WHEEL SPECIFICATIONS

14.00 x 22.5” - 15-DEGREE DROP CENTER WHEEL SPECIFICATIONS

Manufacturer

Material

Part No.

Finish

Weight (lbs.)

Outset

Inset

Max Load & Inflation

10-hole, stud located, ball seat mounting - 11.25 in. bolt hole circle

Hayes Lemmerz

Steel

10070TW

White

125

2.00

1.49

11,000 @ 125

8-hole, hub piloted mounting - 10.827 in. bolt hole circle

Alcoa

Aluminum

841472

Polished Outside

2.0

N/A

12,800@130

Alcoa

Aluminum

841477

Polished

2.0

N/A

12,800@130

10 Hole, 2” outset, hub piloted mounting - 285.75 mm bolt hole circle

Alcoa

Aluminum

840627

Polished

2.0

N/A

12,800@130

Alcoa

Aluminum

840620DB

Machine Finished Dura-Bright^®

2.0

N/A

12,800@130

Alcoa

Aluminum

840622

Polished Outside

2.0

N/A

12,800@130

Alcoa

Aluminum

840622DB

Polished Outside Dura-Bright^®

2.0

N/A

12,800@130

Accuride

Aluminum

41660ANP

Machined

2.0

1.0

12,800@131

Accuride

Aluminum

41660XP

Polished

2.0

1.0

12,800@131

Accuride

Steel

29627

White

127

2.0

1.38

12,800@125

Hayes Lemmerz

Steel

10027TW

White

136

2.0

1.49

11,000@125

10 Hole, 0” outset, hub piloted mounting - 285.75 mm bolt hole circle

Alcoa*

Aluminum

840607

Polished

-1.00

12,800@130

Alcoa*

Aluminum

840600DB

Machine Finished Dura-Bright^®

-1.00

12,800@130

Alcoa*

Aluminum

840602

Polished Outside

-1.00

12,800@130

Alcoa*

Aluminum

840602DB

Polished Dura-Bright^®

-1.00

12,800@130

Accuride*

Aluminum

41016ANP

Machined

0.50

12,800@131

Accuride*

Aluminum

410160XP

Polished

0.50

12,800@131

Accuride*

Steel

50172

White

127

N/A

12,800@125

Hayes Lemmerz

Steel

10027TW

White

136

0.51

12,300@120

10 Hole, 1.00” outset, hub piloted mounting - 285.75 mm bolt hole circle

Alcoa

Aluminum

840601

Polished Outside

1.00

12,800@130

Alcoa

Aluminum

840601DB

Polished Outside Dura-Bright^®

1.00

12,800@130

Alcoa

Aluminum

840608

Machine Finished

1.00

12,800@130

Alcoa

Aluminum

840609DB

Machine Finished Dura-Bright^®

1.00

12,800@130

NOTE: Under no circumstances should a 12.25” wheel be used to fit a MICHELIN^®X One^®tire.

NOTE: The table provided is for reference only. Wheel specific questions should be directed to the wheel manufacturer.

*0” Outset Aluminum Wheels: Alcoa uses the mounting face as the reference.

Accuride uses the center line as the reference. This means that an Accuride 0” outset wheel is listed as 0.50” outset wheel.

Alcoa at www.alcoawheels.com; Dura-Bright^®is a registered trademark of Alcoa

Accuride at www.accuridecorp.com

Hayes Lemmerz at www.hayes-lemmerz.com

26 Section Two: Selecting the Wheel

WARNINGS!

IMPORTANT: BE SURE TO READ THIS SAFETY

publications for safe operating procedures in the servicing

INFORMATION.

of wheels. Please refer to OSHA Standard 29 CFR

Make sure that everyone who services tires or vehicles in

Part 1910.177 (Servicing Multi-Piece and Single Piece

your operation has read and understands these warnings.

Rim Wheels). This can be found in the Section Ten,

SERIOUS INJURY OR DEATH CAN RESULT FROM

Appendix (Pages 179-181).

FAILURE TO FOLLOW SAFETY WARNINGS.

Specifi

note that the employer shall provide a

No matter how well any tire is constructed, punctures,

program to train all employees who service wheels in the

impact damage, improper inflation, improper maintenance,

hazards involved in servicing those wheels and the safety

or service factors may cause tire failure creating a risk

proceduresto befollowed. Theemployer shall ensure that

of property damage and serious or fatal injury. Truck

noemployeeservices anywheelunlesstheemployee

operators should examine their tires frequently for snags,

has been trained and instructed in correct procedures of

bulges, excessive treadwear, separations, or cuts. If such

servicing the typeof wheel beingserviced, and shall

conditions appear, demount the tire and see a truck dealer

establish safe operating procedures for such service.

immediately.

Michelin provides the following information to further

The US Department of Labor Occupational Safety and

assist employers to comply with that initiative.

Health Administration (OSHA) provides regulations and

Tire and wheel servicing can be dangerous and

Use of starting fluid, ether, gasoline, or any other

must be done only by trained personnel using proper

flammable material to lubricate, seal, or seat the

tools and procedures. Failure to read and comply

beadsofa tubeless tire can cause the tire to explode

with all procedures may result in serious injury or

or cancausetheexplosive separation of the tire and

deathto youorothers.

wheel assembly resulting in serious injury or

death. The use of any flammable material during tire

servicing is absolutely prohibited.

Re-inflation of any type of tire and wheel assembly

that has been operated in a run-flat or underinflated

Any inflated tire mounted on a wheel contains

condition (80% or less of recommended operating

explosive energy. The use of damaged, mismatched,

pressure) can result in serious injury or death. The

or improperly assembled tire and wheel parts can

tire may be damaged on the inside and can explode

cause the assembly to burst apart with explosive

during inflation. The wheel may be worn, damaged,

force. If you are struck by an exploding tire, wheel

or dislodged and can explosively separate.

part, or the blast, you can be seriously injured or

killed.

Refer to USTMA Tire Information Service Bulletin on

potential “zipper ruptures” - TISB Volume 33, Number 6.

Re-assembly and inflation of mismatched parts can

USTMA (U.S. Tire Manufacturers Association)

result in serious injury or death. Just because parts fit

recommends that any tire suspected of having been

together does not mean that they belong together. Check

run underinflated and/or overloaded must remain in

for propermatching of all wheel parts before putting any

the safety cage, be inflated to 20 psi OVER maximum

parts together.

pressure marked on the sidewall, and then be inspected.

Do not exceed the maximum inflation pressure for the

Mismatching tire and wheel component is dangerous.

wheel.

A mismatched tire and wheel assembly may explode

and can result in serious injury or death. This warning

Be sure to reduce pressure to regular operating

applies to any combination of mismatched components

pressure before placing back in service if the tire has

and wheel combinations. Never assemble a tire and

been deemed serviceable.

wheel unless you have positively identified and correctly

matched the parts.

28 Section Three: Mounting the Tire

ZIPPER RUPTURES

TIRE INSPECTION

A fatigue-related damage, with or without a rupture,

Tire inspection should always include a thorough

occurs in the sidewall flex area of steel radial light, medium,

inspection of both sidewalls and inner liner, as this may

and heavy truck tires when it is subjected to excessive

reveal any potential damage condition that would cause the

flexing or heat. This zipper rupture is a spontaneous burst

tire to become scrap. Examine the inner liner for creases,

of compressed gas, and the resulting rupture can range in

wrinkling, discoloration, or insufficient repairs, and examine

length anywhere from 12 inches to 3 feet circumferentially

the exterior for signs of bumps or undulations, as well as

around the tire. This is caused by the damage and

broken cords, any of which could be potential out of service

weakening of the radial steel cables as a result of run-flat,

causes. Proper OSHA regulations must be followed when

underinflation, or overload. Eventually, the pressure

putting any tire and wheel back in service. After the tire has

becomes too great for the weakened cables to hold, and

been inflated to 20 psi in a safety cage, it should undergo

the area ruptures with tremendous force.

another sidewall inspection for distortions, undulations,

The USTMA (U.S. Tire Manufacturers Association) states

or popping noises indicating a breaking of the steel cords.

that permanent tire damage due to underinflation and/or

If this is the case, immediately fully deflate and scrap the

overloading cannot always be detected. Any tire known or

tire. If no damage is detected, continue to inflate to the

suspected of having been run at less than 80% of normal

maximum inflation pressure marked on the sidewall. Do

recommended operating pressure and/or overloaded, could

not exceed the maximum inflation pressure for the wheel.

possibly have permanent structural damage (steel cord

Any tire suspected of having been run underinflated and/or

fatigue).

overloaded must remain in the safety cage, be inflated to 20

psi OVER maximum pressure marked on the sidewall, and

then be inspected.

Zipper Rupture

Dual Cage

MICHELIN^®X One^®Tire Cage

Be sure to reduce tire pressure to regular operating

pressure before placing back in service if the tire has been

Inner Liner Marbling/Creasing

deemed serviceable.

The USTMA has issued a revised Tire Industry Service

Bulletin for procedures to address zipper ruptures in certain

AFTER YOU MOUNT THE

commercialvehicle tires. The purpose of the bulletinis to

MICHELIN^®X ONE^®TIRE ON THE WHEEL,

describe the inspection procedures for identifying potential

YOU MUST CAGE IT!

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 USTMA at info@ustires.org

or visit www.USTires.org.

Section Three: Mounting the Tire

1. SELECTION OF PROPER COMPONENTS

c. Never stand over, or in front of a tire when inflating.

d. Always use a clip-on

AND MATERIALS

chuck and a sufficiently

a. All tiresmust bemounted on the proper wheel as

long air hose between

indicated in the specification tables. For complete tire

the in-line gauge and

specifications, refer to application specific data books.

the chuck to allow

b. Make certain that the wheel is proper for the tire

the service technician

dimension.

to stand outside the

c. Always install new valve cores and metal valve caps

trajectory zone when

containing plastic or rubber seals.

inflating.

d. Always replace the rubber valve stem on a 16” through

19.5” wheel.

e. Always use a safety device such as an infl

cageor

Clip-on Chuck

other restraining device that will constrain all wheel

components during the sudden release of the tire pressure

Trajectory zone means any potential path or route that

of a single piece wheel. Refer to current OSHA standards for

a wheel component may travel during an explosive

compliance.

separation or the sudden release of the tire pressure,

or an area at which the blast from a single piece wheel

It is imperative to follow all of the following

may be released. The trajectory may deviate from paths

inflation safety recommendations. Failure to do so

that are perpendicular to the assembled position of the

will negate the safety benefit of using an inflation

wheel at the time of separation or explosion. See Rubber

cage or other restraining device and can lead to

Manufacturers Association Tire Information Service

serious injury or death.

Bulletin Volume 33, Number 4 for more information.

2. INFLATION SAFETY RECOMMENDATIONS

Note: Safety cages, portable and/or permanent, are also

a. Do not bolt the inflation cage to the floor nor add any

available for inflation of the MICHELIN^®X One^®tire

other restraints or accessories.

assemblies.

b. The inflation cage should be placed at least 3 feet from

anything, including a wall.

30 Section Three: Mounting the Tire

3. TIRE AND WHEEL LUBRICATION

Avoid using excessive amounts of

It is essential that an approved tire mounting lubricant

lubricants.

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:

• Helpsminimize the possibility of damage to the tire beads

from the mounting tools.

• Helps ease the insertion of the tire onto the wheel by

lubricating all contacting surfaces.

• Assists proper bead seating (tire and wheel centering) and

helps to prevent eccentric mountings.

Dry mounting should be avoided.

Use approved lubricants.

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 of the wheel. Avoid using excessive amounts of

lubricant, which can become trapped between the tire and

tube and can result in tube damage and rapid tire pressure

loss.

4. PREPARATION OF WHEELS AND TIRES

a. Always wear safety goggles or face shields when

buffing or grinding wheels.

It is important that tire lubricant be clean and free

b. Inspect wheel assemblies for cracks, distortion, and

of dirt, sand, metal shavings, or other hard particles.

deformation of flanges. Using a file and/or emery

cloth, smooth all burrs, welds, dents, etc. that are

The following practice is recommended:

present on the tire side of the wheel. Inspect the

a. Use a fresh supply of tire lubricant each day, drawing from

condition of bolt holes on the wheels. Rim flange

a clean supply source and placing the lubricant in a clean

gauges and ball tapes are available for measuring wear

portable container.

and circumference of aluminum wheels. For all wheel

b. Provide a cover for the portable container and/or other

types, also refer to the inspection, repair, and other

means to prevent contamination of the lubricant when

requirements from the wheel manufacturer.

not in use. For lubricants in solution, we suggest the

c. Remove rust with a wire brush and apply a rust

following method that has proven to be successful in

inhibiting paint on steel wheels. The maximum paint

helping to minimize contamination and prevent excess

thickness is 0.0035” (3.5 mils) on the disc face of the

lubricant from entering the tire casing: provide a special

wheel.

cover for the portable container that has a funnel-like

d. Remove any accumulation of rubber or grease that

device attached. The small opening of the funnel should

might be stuck to the tire, being careful not to damage

besized so that whenaswabisinsertedthroughthe

it. Wipe the beads down with a dry rag.

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. Amesh false bottom in the containeris a

further protection against contaminants. The tire should

be mounted and inflated promptly before lubricant dries.

Section Three: Mounting the Tire

GENERAL INSTRUCTIONS

FOR TUBELESS MOUNTING/DEMOUNTING

In order for a tire to perform properly, it must be mounted on the correct size 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 (Pages 34-36). For additional detailed

instructions on mounting and demounting truck tires on particular types of wheels, refer to the instructions of the wheel

manufacturer or the RMA wall charts.

Inspect rim for excessive wear or damage. Correctly

position and properly torque the valve stem: 80-125

in/lbs (7-11 ft/lbs) for standard aluminum wheels and

Fully lubricate both flanges and the drop center.

35-55 in/lbs (3-5 ft/lbs) for standard tubeless steel wheels.

Fully lubricate both beads and the inside of the bead

that will be the last one mounted.

4 Place wheel in correct position, short side up (drop center up).

Do not use your knee to place the tire; use the

Place the tire on the wheel using a rocking motion

proper tools/techniques.

with adequate downward pressure (the bottom

bead may drop over the wheel flange).

32 Section Three: Mounting the Tire

TUBELESS TIRES MOUNTING/DEMOUNTING

MOUNTING TUBELESS

4. With short ledge up, lay the tire over the wheel opposite

1. Inspect the condition of the bolt holes on the wheels, and

the valve side and work it on with proper tubeless tire

look for signs of fatigue. Check flanges for excessive wear

tools,making full use of the drop center well. Drop center

by using the wheel manufacturer’s flange wear indicator.

wheels are typically designed with an off-set drop center

NEVERWELDACRACKEDWHEEL!

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

wheel 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 gas loss due to casing rupture.

This is particularly important on 19.5 inch RW (reduced

well) aluminum wheels which, contrary to the norm, have

their drop center located close to the disc side. Do not

use a 19.5 x 7.50 wheel 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

internalmonitoring systemmolded in the tire or on the

wheel is not damaged or dislodged during this service.

2. Replace valve core, and inspect valve stem for damage

and wear. Michelin recommends always replacing the

Incorrect

valve stem and using a new valve stem grommet. Ensure

valve stem is installed using the proper torque value.

80-125 in/lbs (7-11 ft/lbs) for standard aluminum wheels

and 35-55 in/lbs (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 wheellubricant to all surfaces of the

wheel and bead area of the tire. When applying lubricant

to the wheel, lubricate the entire rim surface of the wheel

from flange to flange. The tire should be mounted and

inflated before the lubricant dries.

Correct

34 Section Three: Mounting the Tire

SPECIAL TOOLS / MOUNTING MICHELIN^®

X ONE^®TIRES

Special tools are available to aid in the mounting and

An extra wide safety cage is available for safe

demounting of the MICHELIN^®X One^®tire on/off the

inflation of the tire. In most cases, a standard cage can

wheel and the MICHELIN^®X One^®assembly on/off the

accommodate the MICHELIN^®X One^®assembly.

vehicle. Due to the size of the tire and wheel these tools

DOT (Department of Transportation) requires that all

will assist the tire technician in providing both safe and

truck tires are to be inflated in an inflation cage.

easy methods of removal and installation.

Whenremoving any tire fromawheel you should use

an Impact Bead Breaker (Slide Hammer) to prevent bead

Tire changing can be dangerous and should be done

damage.Thisis also a safer way to dislodge the tire beads

only by trained personnel using proper tools and

from the wheel.

equipment as directed by Federal OSHA Standard

No. 29 CFR Part 1910.177. Tires may explode during

inflation causing injury to operator or bystander.

Wear safety goggles. Keep all parts of body outside

cage. Use extension hose, clip-on chuck, and remote

valve.

Consult the MICHELIN^®Truck Tire Data Book

(MWL40732) or www.michelintruck.com for proper

inflation.

Impact Bead Breaker (Slide Hammer)

Do not use hammers of any type. Striking a

wheel assembly with a hammer can damage

both the tire and the wheel and is a direct

OSHA* violation.

Safety Cage with MICHELIN^®X One^®Tire

* Occupational Safety and Health Administration

38 Section Three: Mounting the Tire

INFLATION OF TUBELESS TIRES

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

Re-inflation of any type of tire and wheel

measuring at four sidewall locations (12, 3, 6,

assembly that has been operated in a run-flat

9 o’clock). If bead(s) did not seat, deflate tire,

or underinflated condition (less than 80% of

normal recommended operating pressure) can

re-lubricate the bead seats and re-inflate.

result in serious injury or death. The tire may

be damaged on the inside and can explode

during inflation. The wheel parts may be worn,

damaged, or dislodged and can explosively

separate.

Lay tire and wheel assembly horizontally and inflate

to no more than 5 psi to position the beads on the

flanges. OSHA dictates no more than 5 psi outside the

cage to seat the beads.

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 to 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)

>.090 (>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.

To complete the seating of the beads, place the

5. After beads are properly seated, place the tire in the

assembly in an OSHA (Occupational Safety and

safety cage and inflate assembly to maximum pressure

Health Administration) compliant inflation restraining

rating shown on the sidewall, then reduce to operating

device(i.e. safety cage) andinflate to 20 psi. Check

pressure. Check the valve core for leakage, then install

suitable valve cap. Consider the use of inflate-thru

the assembly carefully for any signs of distortion or

or double seal valve caps for easier pressure

irregularities from run-flat. If run-flat is detected, scrap

the tire.

maintenance.

Ifno damage is detected, continue to inflate to the

maximum pressure marked on the sidewall. USTMA

(U.S. Tire 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 pressure marked on

the sidewall. Do not exceed the maximum inflation

pressure for the wheel. USTMA requires that all steel

sidewall tires are inflated without a valve core.

Valve Caps, Cores,

and Stems

Inflate-Thru Valve Caps

Section Three: Mounting the Tire

DEMOUNTING OF TUBELESS TIRES

4. Beginning at the valve, remove the tire from the wheel.

1. If still fitted on the vehicle, completely deflate the

Starting at the valve will minimize chances of damaging

tire by removing the valve core. In the case of a

the valve assembly. Make certain that the rim flange

dual assembly, completely deflate both tires before

with the tapered ledge that is closest to the drop center

removing them from the vehicle (OSHA requirement).

is facing up. Insert the curved ends of the tire irons

Run a wire or a pipe cleaner through the valve stem to

between the tire and rim flange. Step forward into the

drop center and drop the bars down, lifting the tire

ensure complete deflation.

bead over the rim flange. Hold one tire iron in position

2. With the tire assembly lying flat (after deflating the

with your foot. Pull the second tire iron out and

reposition it about 90 degrees from the first iron. Pull

tire),break the bead seat of both beads with a bead

the second tire iron towards the center of the wheel.

breaking tool. Do not use hammers of any type to seat

the bead. Striking a wheel assembly with a hammer of

Continue to work tools around wheel until first bead is

off the wheel.

any type candamage the tire or wheel and endanger

the installer. Use a steel duck bill hammer only as

5. Lift the assembly, place and rotate the tire iron to lock

a wedge. Do not strike the head of a hammer with

on the back rim flange, allow the tire to drop, and with

another hard faced hammer - use a rubber mallet.

a rocking motion remove the tire from the wheel.

3. Apply the vegetable-based lubricant to all surfaces of

the bead area of the tire.

Use a Slide Hammer.

Or a duck bill hammer as a

Lubricate both beads completely

2 _{wedge, with a rubber mallet.}

3 _{to avoid demount damage.}

Never inflate or re-inflate any tires that have

been run underinflated or flat without careful

inspection for damage, inside and out.

Section Three: Mounting the Tire

MISMOUNT

Mismount occurs when the tire beads do not seat

If the tiremismount is not detectedimmediately, the

fully on the tapered rim flange area of the wheel. As can

tire may develop localized shoulder wear. Eventually

be seen in this diagram, one of the tire beads has fully

the tire wear pattern will appear around the rest of

seated against the rim flange. But in another small area

the shoulder, sometimes resulting in a noticeable ride

the bead did not “climb” completely up the tapered area

disturbance.

of the wheel. In this area the beadis tucked further under

the wheel making the sidewall slightly shorter. If the

tire continues to run,it will develop “maxi-mini” wear,

which is characterized by the tread depth on one side of

the tire being deeper than on the other side. In this case,

balancing will only be a “band-aid.” In other words, the

tiremay be balanced for a few thousandmiles, but as the

tire wears, the weights would have to magically shift to

another part of the tire and wheel assembly in order to

maintain proper balance. Because they don’t magically

shift to other locations, the driver usually comes back

after a few thousand miles saying “whatever you did, it

worked for a little while, but now the vibration has come

back.”

If mismount is detected early: deflate, dismount,

inspect, re-lube, and re-mount the tire. Sometimes the

Mismount

irregular wear from mismount may be too significant to

fix.At this point you can either send the tire to the trailer

position or retread the casing.

For a detailed discussion on mismount, please refer

to the Runout & Match Mounting video from your

Michelin Representative or visit www.michelintruck.com/

reference-materials/videos/#/maintenance-and-training.

¹¹⁄32”

Maxi-Mini Wear

¹⁴⁄32^”

Section Three: Mounting the Tire

THERE ARE 3 EASY STEPS TO HELP

horizontal is that if the initial inflation is done with the

tire and wheel standing vertically, the weight of the wheel

MINIMIZE MISMOUNTED TIRES:

pushing down on the two beads must be overcome in

1. Use a generous amount of tire lube.

order to center the wheel on the tire. A MICHELIN^®

X One^®tire wheel weighs between 70 and 125 lbs. and

it can be very hard to overcome gravity if tire beads are

Makesure that you only dilute the lube to the

seated with the tire and wheel inflated standing up.

specifications of the manufacturer. Some shops will try to

Occupational Safety and Health Administration (OSHA)

dilute the lube additionally to savemoney. This is a bad idea

guidelines require the tire to be inflated in an approved

because the dollar or two you save on a bucket of lube won’t

be worth replacing a tire due to irregular wear caused from

safety cage. However, the first 3 to 5 psi of pressure may

be applied to the tire outside the safety cage to properly

mismount or damaged beads.

seat the beads.

3. Inspect the guide rib to ensure that the tire is

concentrically mounted.

Using a small machinist’s ruler (available at most

hardware stores for ~$2), check the wheel flange to the

guide rib on your inflated tire. The maximum variation

allowed is 2/32”. You should check the wheel flange to the

guide rib at 4 locations: 12:00, 3:00, 6:00, and 9:00.

2. Inflate the assembly enough to seat the beads

with the tire laying horizontally or parallel to

the ground.

A good practice to follow that will ensure the tire beads

are seated properly is tolay the tire and wheel horizontally

ontheground,or better yet, use a 5 gallon bucket as a stand,

whichwill keep the bottomsidewall from touching the

ground.Thereasonyouwanttoseat thebeadswiththe tire

Five gallon bucket filled with weights.

44 Section Three: Mounting the Tire

MOUNTING THE ASSEMBLY ON THE VEHICLE

When wheel assemblies are mounted on a vehicle, be

DUAL SPACING

sure that the valves do not touch the brake drums or any

It is also important that sufficient space is provided

mechanical part of the vehicle. When mounting the

between dual tires to allow air to flow and cool the tires and

MICHELIN^®X One^®tire utilizing a 2” outset wheel onto

to prevent the tires from rubbing against one another.

a vehicle, position the tire so that the tire sits on the

To make sure dual spacing is correct, simply measure

outboard side of the wheel similar to where the outer dual

from the outside edge of the outer tire to the outside edge

would normally be positioned. Position the tire and wheel

of the inner tire of the dual assembly. This will give you

assembly so the valve stem is facing outward, away from the

the center to center distance of the duals across that axle

vehicle.

end. Refer to theminimumdualspacing columninthe

Valves of dual tires should be diametrically opposite.

application data books.

Ensure that the inside valve is accessible so the pressure can

be checked and maintained.

TECHNICAL CONSIDERATION FOR

Tires mounted in dual

FITTING TIRES

must be matched so that

When fitting tires of sizes different than those specified

the maximum difference

by the vehicle manufacturer, the following points must be

between the diameters of

considered:

the tires does not exceed

1. GEAR RATIO

1/4” diameter or a

A change in tire dimension will result in a change in

circumferential difference

engine RPMata setcruisespeed, whichwill resultin

of 3/4”.For tires of the same

Incorrect Dual Wheel

Placement

a change in speed, tractive effort, and fuel economy.

bead diameter and size, the

Therefore, the effect of a tire size change on the gear ratio

maximum allowable difference in tread depth is 4/32”.

should be considered in individual operations. Generally,

Failure to properly match dual tires will result in the tire

changes of 2% for a given diameter or less will have a

with the larger diameter carrying a disproportionate share

negligible effect on gear ratio, tractive effort, and indicated/

of the load.Mismatched duals canlead to rapid wear,

actual speed. If a smaller wheel diameter is chosen, make

uneven wear, and possible casing failure.

sure that brake over wheel clearances are checked before

Tandem drive axle vehicles without an inter-axle

continuing with the mounting. (Changes in diameter of

differential (or when it is locked out) necessitate that

more than 3% percent should be discussed with the vehicle

tires are closely matched. The inter-axle differential is a

manufacturer.)

gear device dividing power equally between axles and

• The formula for calculating the top speed is:

compensating for such things as unequal tire diameters, the

Top Speed (MPH) = Engine RPM x 60

effect of front and rear suspensions, torque rod positioning

(Tire Revs./Mile) x R

and the like on the working angles of the universal joints.

Where MPH = Miles Per Hour

Normally in the unlock position, this provides minimized

RPM = Revolution Per Minute (Engine)

wear and tear on tires and the drivetrain. Tandem drive

R = Overall Gear Reduction

rear axles (twin-screw) require that the average tire

• Since engine RPM and R will remain the same when

circumference on oneaxle bewithin 1/4” of the average tire

changing from one tire to another, the comparison is

diameter on the other axle to prevent damage to the drive

simply a straight ratio of the Tire’s Revs./Mile.

differentials resulting from different revolutions per mile on

Example: Tire Revs./Mile

the drive axles.

11R24.5 MICHELIN^®XDN2^®

473

Since any one tire of the size used with these axlesmay

455/55R22.5 MICHELIN^®XDN2^®=

495

lose as much as 2.5” in circumference due to normal

Ratio

473/495

0.96

wearandstill be serviceable,itis readily seen that a wide

(= 4%. This change requires a gear ratio change

difference in tire circumference may exist.

aswell as a speedometerchange orECM

Equal tire inflation (between adjacent duals) at the

(Engine Control Module) program adjustment.)

pressures recommended by the tire manufacturer should

Therefore, when the vehicle’s speedometer reads 75 mph,

be maintained.

the vehicle is actually traveling 72 mph.

IMPORTANT: Check to ensure that you know which

mounting system you are working with and that the

components are correct. For additional information, see

Wheel Systems on Pages 16-18 of Section Two, Selecting a

Wheel.

Section Three: Mounting the Tire

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) = 78.8

• To the nearest fixed part of the vehicle, i.e., to parts

mph.The speedometerwill read75mph whenthe vehicle

that are not affected by spring deflection or steering

is actually traveling 78.8 mph.

mechanism.

Rule of Thumb: When going from a lower Tire Revs./Mile

• To the nearest part of the vehicle, which can be moved,

to a higher Tire Revs./Mile, the actual vehicle speed is less

i.e. parts that are affected by spring deflection or

than the speedometer reading. When going from a higher

steering mechanism.

Tire Revs./Mile to a lower Tire Revs./Mile, the actual vehicle

Consideration should be given to any additional clearance

speed is greater than the speedometer reading.

required by the use of chains. Minimum clearances

recommendation: 1”.

2. WHEEL DIAMETER

Overall

a. Lateral Clearances

Width

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

Section

Height

Wheel

offset of the inner wheel plus half of any increase in the tire

Outset

Inset

section.

Free

Radius

Lateral Clearance

Rim

Width

Overall

Diameter

Nominal

Wheel

Diameter

Loaded

Radius

Note: When using a 2” outset wheel, the MICHELIN^®

Deflection

XOne^® tireshouldbemountedsothatthetiresits outward

3. WHEEL WIDTH

similar to an outer dual tire. However, use of outset wheels

Anincrease in the tire section may require a wider rim

may change Gross Axle Weight Rating (GAWR). Consult

with a greater outset.

vehicle manufacturer.

4. WHEEL OUTSET/INSET FOR DUAL WHEELS

Incorrect Lateral Clearance

The minimum wheel outset required is determined

by the tire minimum dual spacing. Outset is the lateral

distance from the wheel centerline to the mounting surface

of the disc. Outset places the wheel centerline outboard

of the mounting (hub face) surface. Inset is the lateral

distance from the wheel centerline to the mounting surface

of the disc. Inset places the wheel centerline inboard of the

mounting (hub face) surface.

OFFSET for front wheels: When retrofitting steer axles

with tires and 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

46 Section Three: Mounting the Tire

b. Vertical Clearances

d. Front Wheel Clearances

Vertical clearance is measured between the top of the

The clearances of both front wheels must be measured

tread and the vehicle component immediately above the

on both steering lock positions. Clearances of front wheels

tire (usually a fender). This will vary as the springs operate.

mustbe checked by turning the wheels from full left lock to

The vertical movements of the whole axle, in relation to

full right lock since the minimum clearance might occur at

the whole chassis, are normally limited by an axle stop.

some intermediate point.

When measuring vertical clearance, subtract the axle

Check Clearances Here

and All Positions

stop clearance from the total clearance; the difference is

From Lock to Lock

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

increasein 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

Bottom View

the vertical clearance. A fender boltmay be closer to the

tire than the fender. This, then, is the smallest distance and

should be recorded.

Steering Stops should be

measured as they control the

angle of the turn. Ensure they

Vertical Clearance

exist and are not damaged.

Damage may indicate

clearance issues or be a cause

of abnormal tire wear.

Body Clearance

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

c. Longitudinal Clearances

of each outside wheel.

The semi-elliptical spring method of suspension permits

Overall Width of Body

the axle to move back longitudinally as well as vertically

when the spring deflects. As a guide, the maximum

backwardmovementmaybetakenasonethirdofthe

Measure

distance between the shackle pin centers. The remaining

Here

longitudinal clearance must be noted.

0” Outset

Not Here

Overall Width

75 mm

(3”)

7. SPARE WHEEL RACK

Fixed Pivot

Always check the spare wheel rack to see that the tire

Swing Pivot

Fixed Pivot

will fit. Ensure that location is notin proximity to engine

exhaust.

Spring

8. LEGAL LIMITS

Shackle

Most states and provinces in North America have legal

Longitudinal

limits for vehicle carrying capacities, overall vehicle

Clearance

dimensions, and minimum ground clearances. Each of

these factors must be taken into consideration. Check with

local jurisdictions.

Section Three: Mounting the Tire

MEASURING TIRES IN DUAL ASSEMBLY

Ifdrive and trailer tires are of equal tread depth and have

equal inflation pressure, the inner tire in the dual assembly

is subjected tomore deflection, as it is under a heavier load

and is affected by the condition of the road on which it

(C)

operates. This result of road slope (Interstate System and

Use of the Calipers

primaryroads) 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 wheels and inflated, but before

they are applied to a vehicle,is themost accuratemethod.

The endless tape, as the name signifies, is a tapemade 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.

(D)

Use of a Wooden Straight Edge

Measuring with Endless Tape

TIRE MIXING

Do not drive on improperly mixed tires. Doing so

can lead to tire failure and /or handling issues

leading to an accident, personal injury or death.

In checking tires already on avehicle, the followingmay

Trucks with four wheel positions: For the best

beused:(A) a square (similar to butlarger thana carpenter’s

performance it is recommended that the same size, design,

square), (B) a string gauge, (C) a large pair of calipers, or (D)

andconstructionof tire be used on all four wheel positions.

awoodenstraightedgelongenoughtolie across the treads

If only two MICHELIN^®radials are mounted with two non-

of all four tires.

radials, the radials should be mounted on the rear. If tires of

different design are mixed on a vehicle in any configuration,

they should not be used for long periods, and speeds* should

be kept to a minimum

Mixing ormatching of tires on 4-wheel drive vehicles may

require special precautions. Always check vehicle

manufacturer’s Owners Manual for their recommendations.

Trucks with more than four wheel positions: For best

(A)

performance, it is recommended that radial and non-radial

Use of a Square

tires should not bemixedin dual fitment. Itis unlawful and

dangerous to mix radials and bias tires on the same axle.

*Exceeding the safe, legal speed limit is neither recommended nor endorsed.

RUNOUT

The ideal time to verify that proper mounting procedures

have resulted in concentric bead seating is during the

installation of new steering tire/wheel assemblies. The ‘on

vehicle’ assembly radial and lateral runout measurements

should be the lowest possible to offer the driver the

smoothest ride. Both the guide rib variance and the hub to

wheel clearance on hub piloted assemblies can be measured

(B)

following the procedures found in the Runout and Vibration

Use of String Gauge

Diagnosis guidelines on Pages 176-178 of Section Ten,

Appendix.

48 Section Three: Mounting the Tire

SECTION FOUR

Extending Tire Life

- Tandem Axle Parallelism (Skew - Thrust)

Section Four

- Thrust Angle (Tracking)

Extending Tire Life

49-80

- Camber

MAINTAINING THE TIRE

50-58

- Caster

Inflation Pressure

- Steer Axle Setback (Steer Axle Skew)

- Underinflation

- Toe-Out-On-Turns (Turning Radius)

- Overinflation

- TMC Recommended Alignment Targets

- Proper Inflation

- Periodic Alignment Checks

- How to Properly Measure Pressure

- Alignment Equipment

- Temperature/Pressure Relationship Graph

- Field Check Techniques

- Nitrogen

- Axle Parallelism and Tracking

Footprint Comparisons to Dual Tire Fitments

- How to Check Axle Parallelism and Tracking

Sealants - Foreign Matter in Tires

Tire Wear Patterns Due to Misalignment

Tire Inspection

- Toe Wear

Automated Tire Inflation System (ATIS) or Tire

- Free Rolling Wear

Pressure Monitoring System (TPMS)

- Camber Wear

Drive Carefully

- Cupping Wear

Tread Depth Measurements

- Flat Spotting Wear

Wear Bars

- Diagonal Wear

Do Not Overload

Irregular Tire Wear

Drive at Proper Speeds

- Heel-Toe

Balance and Runout

- Center Wear

CARE, CLEANING, AND STORAGE

59-62

- River Wear Only

Storage

- Step-Shoulder/Localized Wear Shoulder Cupping

Stacking of MICHELIN^®X One^®Tires

- Brake Skid

Flood Damage

Braking Systems and Issues

Cleaning and Protection

- Summary of Tire Issues Due to Brakes

Diesel Fuel Contamination

- Brake Heat Overview

Chains

Fifth Wheel Maintenance and Placement

Tire Damage Resulting from Non-Compliant

Wheel Bearing and Hub Inspection

Runflat/Beadlock Devices

Suspensions

Recommendations for Use of Dynamometers

- Air Suspension Systems

Spinning

- Quick Checks for Trailer System Faults

Rotation

- Quick Checks for Front Suspension Faults

Siping

- Quick Checks for Rear Suspension Faults

Branding

MAINTAINING THE VEHICLE

63-80

Major Vehicle Factors That Affect Tire Life

- Alignment

- Steer Axle Geometry

- Toe

Section Four: Extending Tire Life

MAINTAINING THE TIRE

Pressures on all newly delivered equipment should be

detector type spray such as a water/soap solution applied

verified for the application/operation prior to the vehicle

from a spray bottle. It is also a good practice to periodically

being placed in service. Verify that any pressure monitoring

check existing fitments for slow leaks with this method.

or inflation system is correctly set for your fleet application

Never bleed hot tires, as your tires will then be

on the delivery of any new equipment.

underinflated. Make sure to check both tires in a dual

Proper maintenance is important in order to obtain

fitment. Pressures should be the same. Maximum

maximum performance.

allowable difference between dual tires or between axles

should be no greater than 5 psi.

INFLATION PRESSURE

Remember, a drop in ambient temperature results

The most critical factor in tire maintenance is proper

in a drop in tire pressure. More frequent checks may be

inflation. No tire or tube is completely impervious to loss

required during cold weather conditions. Avoid outdoor

of pressure. To avoid the hazards of underinflation, lost tire

pressure checks when the temperature is below freezing.

pressure must be replaced.

Ice can form in the valve stem, thus promoting leaks.

Driving on any tire that does not have the correct

Check inside a heated facility if possible.

inflation pressure is dangerous and will cause tire damage.

Use an accurate calibrated tire gauge to check pressures.

Any underinflated tire builds up excessive heat that may

(Do not use “Tire Billys” to hit tires as an inflation check.

result in sudden tire destruction. The correct inflation

This is an unreliable method.)

pressures for your tires must incorporate many factors

Unless otherwise recommended by tire manufacturer for

including: load, speed, road surface, and handling.

optimized tire performance, use the tire inflation pressure

Consult a Michelin Truck Tire dealer or MICHELIN^®

shown in the application data books for the particular

data books for the proper inflation pressures for your

axle load. Exceeding this pressure could result in reduced

application. See Section Ten, Appendix (Page 186) for

traction and tread life.

complete listings of the MICHELIN^®data books.

Never inflate to cold pressure beyond the rated capacity

Failure to maintain correct inflation pressure may

of the wheel. However, for steering tires, it is common

result in sudden tire destruction and/or improper vehicle

practice to use higher inflation pressures than necessary to

handling. Additionally it willresult in irregularwear.

carry the axle load to reduce free rolling wear.

Therefore, inflation pressures should be checked weekly

Following are two examples of applying the previous

and always before long distance trips.

considerations to an operation where the user mounts

Check inflation pressures on all your tires at least once a

new 275/80R22.5 LRG (with a data book maximum of 110

week, including spares, before driving when tires are cold,

psi tires) steer tires and desires to increase the pressure in

especially when vehicle is used by more than one driver.

order to see if this will help alleviate the occurrence of free

The ideal time to check tire pressures is early morning.

rolling wear.

Driving, even for a short distance, causes tires to heat up

Example 1: If the axle load is 10,310 lbs., then the table in

and pressures to increase.

the data book specifies a corresponding pressure of 85

Generally, as a radial tire revolves during operation,

psi. Then the user can increase the pressure 15-20 psi

heat is generated on the inside of the tire at 4 degrees per

above that to 100 or 105 psi.

minute. However, the tire loses heat at the rate of 3 degrees

Example 2: If the axle load is 12,350 lbs., then the table

per minute with dissipation throughout the casing and

in the data book recommends 110 psi. As this is the

air flow around the tire. After 40 minutes of continuous

maximum load of the tire, only a 10% pressure increase

operation, the tire temperature has increased 40 degrees

is permitted. Thus the adjusted pressure would be

Fahrenheit. As the temperature inside the tire increases,

limited to 120 psi.

the inflation pressure also increases. Thus, a tire inflated

This procedure should not be applied “across the

to 80 psi cold would now be at 85 psi. Because the inflation

board.” If satisfactory tire performance and wear are being

pressure has increased, the amount of tire flexing has

obtained with “table” pressures for a given load, then leave

decreased, which decreases the amount of heat generated

well enough alone.

per minute to 3 degrees per minute. Assuming the heat

Overinflation can cause an increase in road shocks and

dissipation factor is still 3 degrees Fahrenheit per minute,

vibrations transmitted to the vehicle as well as an increase

the net temperature change is nil (0). This is called thermal

in tire failures from road hazards.

equilibrium.

NOTE: In no case should the maximum capacity of

Always inspect valve stems for proper installation and

the wheel be surpassed. Consult wheel manufacturer’s

torque, and verify there is a good tight seal by use of a leak

specifications.

50 Section Four: Extending Tire Life

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

Loss of Service

Due

to Overinflat

ion

Mismatched pressure in dual position will cause

the tires to rotate at different revolutions per mile

resulting in irregular wear and tire damage.

Loss of Service Due

Und

erinflation

NOTE: Due to the unique casing design of the MICHELIN^®

X One^®tire, traditional pressure adjustment practices for

dual tires may not apply to the MICHELIN^®X One^®tire

product line. For additional information, see Page 94,

Section Five: MICHELIN^®X One^®Tires.

40%

60%

80%

100%

120%

% of Recommended Inflation Pressure

It is important to maintain inflation equipment

(compressor, inflation lines, and dryer) so as not to

repeatedly introduce moisture into the tire, thereby

accelerating oxidation effects to the tire and wheel.

Under-

Over-

Proper

Inflation

Tread Contact With Road

UNDERINFLATION

Causes abnormal tire

deflection, which builds

up heat and causes

irregular wear. Similar to

the wheel being too wide.

OVERINFLATION

Causes tires to run hard and be more

vulnerable to impacts. It also causes

irregular wear. Similar to the wheel

being too narrow.

PROPER INFLATION

The correct profile for full contact with the road promotes

traction, braking capability, and safety.

Section Four: Extending Tire Life

HOW TO PROPERLY MEASURE PRESSURE

NITROGEN

The first step in properly measuring the MICHELIN^®

Nitrogen is a very dry inert gas which makes up

X One^®tires is to have an accurate pressure gauge.

approximately 78% of the air around us and can be effected

Pressure gauges should be checked weekly against

by humidity. Tires inflated with a normal air compressor

a master calibrated pressure gauge. Tire Billy’s and

already contain 78% nitrogen. Increasing the nitrogen

Thumpers are not considered accurate tire gauges!

percentage to 100% with a nitrogen inflation system will

Sometimes, reading the gauge can present difficulties

not adversely affect the inner liner of the tires nor the

if personnel are not properly trained. Spend the time

performance of the tires under normal operating conditions.

to explain to your personnel the increments on the

While there are advantages for industrial and large off-the-

gauge and how to properly read pressure. It is highly

road earthmover tires, the advantage in commercial truck

recommended that you use a real tire and let the trainee

products is difficult to verify. Moisture, rather than oxygen,

take the pressure and tell you what it reads.

is the bigger concern for casing degradation. Using good

Proper pressure maintenance is critical to obtain

equipment (compressor, inflation lines, and dryer) will

optimized performance from the MICHELIN^®X One^®

reduce the moisture content of the air in the tire. Moisture,

tires. As part of the pre-trip inspection, it is recommended

when present in the tire, greatly accelerates the oxidation

that the MICHELIN^®X One^®tires are checked daily with

effects to the tire and wheel. The introduction of even a

an accurate tire pressure gauge.

small amount of normal air will negate the advantage of the

Check all tires when cold; at least 3 hours after the

intended use of 100% nitrogen. If a nitrogen system is to

vehicle has stopped. Never bleed tire pressure from hot

be utilized, Michelin would recommend it be installed by

tires.

trained personnel using appropriate equipment and safety

Underinflation can lead to:

guidelines. Regular pressure maintenance remains critical,

• Adverse handling conditions

and tire inflation check intervals should not be extended due

• Zipper ruptures

to nitrogen use.

• Casing fatigue and degeneration

• Irregular wear

• Decreased tread life

• Reduced fuel economy

Overinflation can lead to:

• Adverse handling conditions

• Reduced resistance to impacts and penetrations

• Increased stopping distances

• Irregular wear

• Decreased tread life

TEMPERATURE/PRESSURE

100

RELATIONSHIP GRAPH

This graph displays the reason

behind checking your tires when

cold. As ambient temperature

increases, pressure increases.

An increase in ambient and/or

operating temperature will result

in an increase in tire pressure.

Checking the tires when hot

will result in an elevated reading.

A good field thumb-rule to use is

that for every 10-degree F increase

in temperature above 65, the tire’s

pressure will increase 2 psi.

100

105

110

115

Ambient Temperature (Degrees F)

52 Section Four: Extending Tire Life

SEALANTS - FOREIGN MATTER IN TIRES

TIRE INSPECTION

While checking inflation pressures, it is a good time to

inspect your tires. If you see any damage to your tires or

Please check with Michelin prior to using

wheels, see a Michelin Truck Tire dealer at once.

sealants or compounds in any MICHELIN^®

tires

Before driving, inspect your tires, including the spare,

that have sensors in them. They may adversely

and check your pressures. If your pressure check indicates

affect the performance of the sensors.

that one of your tires has lost pressure of 4 psi or more,

look for signs of penetrations, valve leakage, or wheel

The use of sealants in MICHELIN^®Truck Tires does not

damage that may account for pressure loss.

automatically nullify the warranty agreement covering the

If the tire is 20% below the maintenance pressure, it

tires.

must be considered flat. Remove and inspect for punctures

If the sealant has been tested and certified by the sealant

or other damage. If run-flat damage is detected, scrap the

manufacturer as being safe for use in tires, then the

tire. Refer to TMC RP 216C/219C, Radial Tire Conditions

warranty agreement will remain in effect.

Analysis Guide.

If it is determined that the sealant adversely affected the

Tires should be inspected for bulges, cracks, cuts, or

inner liner and/or the performance of the tire, then the

penetrations. If any such damage is found, the tire must

warranty agreement may be nullified.

be inspected by a Michelin Truck Tire dealer at once.

Please refer to the MICHELIN^®Truck Tire Operator’s

Use of a damaged tire could result in tire destruction,

Manual and Limited Warranty (MWE40021)for what is and

property damage and/or personal injury.

is not covered by the warranty. If you have any questions,

Equipment that has been out of service for an extended

please contact Michelin at 1-888-622-2306 or refer to

period of time should have the tires inspected for ozone

www.michelintruck.com for warranty information.

damage and proper inflation. The vehicle should have

If foreign matter is installed in any tire, be careful not to

some moderate operating service prior to being put in full

contaminate the bead, and be sure to advise any personnel

service operation.

working with the tire to exercise due caution.

Sign of Run-flat Damage - Interior

Deterioration from Foreign Matter Between the Wheel

Zipper Resulting from Run-flat Condition

and Bead

54 Section Four: Extending Tire Life

MICHELIN TRUCK TIRE. SERVICE MANUAL (2017) - page 1