MICHELIN TRUCK TIRE. SERVICE MANUAL (2017)

REPAIRS

TWO-PIECE RADIAL TRUCK TIRE NAIL HOLE REPAIR METHOD INSTRUCTIONS

Please follow the instructions closely so you can put

Always follow correct procedures when demounting and

your customer back on the road with a quality tire repair!

mounting tires and wheels.

When inflating an assembly after a repair, be sure

to follow all procedures outlined by the tire and wheel

Do not return to service or drive on an

industry.

improperly repaired tire.

Inspect sidewall area for any signs of ‘zipper’ damage, such

as bulges, and listen for popping sounds. If any of these are

Please follow the exact step-by-step procedures contained

present, deflate the tire immediately by disconnecting the

in this manual to attain a safe and quality repair. Only

inflation line at the quick connect, deflate completely, then

qualified and trained personnel should do tire repairs.

remove from the cage/restraining device, and scrap the tire.

Proper inspection prior to repair requires the tire to be

removed from the wheel to fully assess internal and external

Safety First

damage. The goal is to return the repaired tire to service and

Use safety glasses,

provide the customer with a sound and safe product.

and keep repair area,

Repair products and materials used should be from the

tools, and materials

clean and in good

same manufacturer to ensure compatibility in the curing

working order.

process.

Check the tire for signs of underinflation/run-flat and

NOTE: Always place

other damages such as bulges, bead damage, bad repairs,

the mounted tire in

anything that would require the tire to be inspected by a

a safety cage or an

OSHA*-approved

professional retread and repair facility.

restraining device

Never inflate a tire that has signs of heat damage or

with the valve core

with indications of running underinflated.

still removed!

Remember, if there are any concerns or questions

regarding the safety and integrity of the tire, err on the side

of caution, and forward the tire to a professional retread and

* Occupational Safety and Health Administration

repair facility.

CROWN AREA - 3⁄8" or 10 mm, Repair Unit: CT20

T S

Repairable Area

SHOULDER AREA - 1-1⁄2" or 40 mm

Nail Hole Limitations

Chart

Maximum repairable

nail hole diameter is

SIDEWALL AREA -

3/8 inch (T-T area).

Consult your MICHELIN

Dealer or your MICHELIN

Representative.

All injuries larger than

3/8 inch or outside the

specified T-T area, must be

treated as a section repair.

Non Repairable Area

for Body Ply Damage.

126 Section Seven: Repairs and Retread

Locate and mark the injury on the outside and

REMOVE the object from the tire. Inspect the injury

inside of the tire.

to determine the location, size, and angle of

penetration. Probe into the injury and make sure that no

air infiltration exists or excessive rust has formed. Refer to

the Nail Hole Limitations Chart on Page126 to determine

repairability and to select the proper repair material. Use

Injury Sizing Tool if available. Make sure to measure the

injury to assure the damage does not exceed 3/8” (10

mm).

Apply rubber cleaner to the inner liner at the

Prepare the injury with the proper size carbide

injured area. While the area is still moist, use a

cutter on a low rpm drill (max. 1200 rpm).

rubber scraper to remove contaminating substances.

Following the direction of the injury, drill from the inside

out. Repeat this process three times. Repeat this

procedure from the outside of the tire to ensure damaged

steel and rubber are removed (be careful when drilling;

you do not want to make the injury any larger than

necessary).

Using a Spiral Cement Tool, cement the injury from

Place the wire puller in the middle of the black

the inside of the tire with Chemical Vulcanizing

exposed portion of the stem. Remove the

Fluid. Turn the tool in a clockwise direction both into and

protective poly from the stem and brush a light coat of

out of the tire. This step should be repeated 3 to 5 times.

Chemical Vulcanizing Fluid (cement) on this area. For

Leave the tool in the injury as you go to the next step.

lubrication, apply a coat of cement to the wire puller

where it contacts the stem.

127

Section Seven: Repairs and Retread

Remove spiral cement tool from the injury and

Grasp the wire puller from the outside of the tire

feed the small end of the wire puller through the

and begin pulling the stem into place. If the wire

injury from inside of the tire.

puller comes off, grasp the stem with a pair of pliers and

pull the stem until it fills the injury, exposing

approximately 1/2 inch (13 mm) of the gray cushion

bonding gum above the face of the tread.

On the inside of the tire, center the appropriate

Remove the template and cut off the stem 1/8 inch

repair unit template over the stem, make sure to

(3 mm) above the inner liner on the inside of the

correctly align the template in relationship to the tire

tire. NOTE: If you do not have a repair template, go to

beads, and draw a perimeter around the template.

this step and cut the stem; then using the correct sized

patch and centering it correctly on the injury - arrows

towards the beads - draw your perimeter approximately

1/2 inch larger than the repair patch.

Use a low rpm (max. 5000 rpm) buffer and

Vacuum all buffing dust and debris from the tire. If

texturizing wheel to mechanically buff the stem

the buffed surface is touched or contaminated after

flush to the inner liner. Then buff the outlined area to

cleaning the area, you must repeat Step 11 to guarantee

achieve an even RMA-1 or RMA-2 buffed texture. Use a

your surface is clean for proper repair bonding.

clean, soft wire brush, remove all dust and debris from

the buffed area.

128 Section Seven: Repairs and Retread

Using Chemical Vulcanizing Fluid (cement), brush

With the tire beads in a relaxed position, center the

a thin, even coat into the clean textured area. Allow

repair unit over the filled injury. Press the repair

3 to 5 minutes to dry; the vulcanizing cement should be

unit down into place over the injury. Make sure the

tacky. Areas with high humidity may require a longer dry

directional bead arrows on the repair unit are aligned

time. Make sure the cement used is compatible with the

with the beads of the tire, and press into place. Roll the

repair units you are installing.

protective poly back to the outer edges of the repair unit.

This enables you to handle the repair unit without

contaminating the bonding gum layer. You are now

ready to stitch the repair.

Stitch the repair unit, firmly pressing down from

Remove the rest of the poly backing. Stitch the

the center toward the outer edges. This will

repair unit from the center to the outer edges.

eliminate trapping air under the repair unit.

Remove the top clear protective poly.

To cover over-buffed areas in tubeless tires, apply

Cut the stem off on the outside of the tire 1/8 inch

Security Sealer to the outer edge of the repair unit

(3 mm) above the tire’s surface. The tire is now ready

and over-buffed area. If tube-type, cover the repair with

to be returned to service.

Tire Talc to prevent the repair from vulcanizing to the

tube.

Section Seven: Repairs and Retread

129

MICHELIN^®X ONE^®TIRES NAIL HOLE

BLUE IDENTIFICATION TRIANGLE

REPAIR METHOD INSTRUCTIONS

Tech Identification Triangles (IDTs): Tech International

has designed a blue identification triangle for placement

adjacent to a sidewall repair for easier identification

MICHELIN^®X One^®Tire

of acceptable bulges related to such a repair and not

• MICHELIN^®X One^®tires: There are no special

related to tire separation. Bulges 3/8” or less beyond

repair techniques or materials required when

the normal sidewall profile that are associated with

repairing a MICHELIN^®X One^®tire.

sidewall repairs of radial truck tires are permitted by the

U.S. Tire Manufacturers Association (USTMA) and have

Contact your local Michelin Representative or MRT⁽¹⁾

been deemed acceptable by the Commercial Vehicle

Dealer if damage is beyond nail hole limits and requires a

Safety Alliance (CVSA). The Tech IDT is a triangular blue

section repair.

equilateral patch measuring 1.25” per side that is located

and vulcanized just above the tire rim’s flange area and

near the repair.

Acceptable Bulges 3⁄ 8” or Less

Blue Identification Triangle

RETREAD

Since MICHELIN^®radial tires are manufactured to very

Refer to the MICHELIN^®X One^®Retread and Repair

precise tolerances, it is necessary for similar standards of

on Pages 102-104 for recommendations on retread

accuracy to be maintained during the retreading process.

guidelines.

Suitably designed modern equipment for radial tires must

Michelin Retread Technologies (MRT) Retread Designs

be provided in the retread shop. The proper tread designs,

are also available in MRT⁽¹⁾Retread Quick Reference

tread width, tread compound, and tread depths, must be

Tread Guide (MYL44115) and/or the MICHELIN^®Truck

selected according to the type of tire and its anticipated

Tire Data Book (MWL40731).⁽²⁾

service.

For more information, contact your local Michelin

The tire must be processed with precision to maintain

Representative or MRT Dealer.

the design characteristics of the MICHELIN^®radial. As

there is very little margin for error when retreading radial

(1) MRT - Michelin Retread Technologies

tires, perfection should be the only standard acceptable.

(2) Documents subject to change.

130 Section Seven: Repairs and Retread

THE DIAGONAL (BIAS OR CROSS) PLY TIRE

DEFINITIONS

TUBE-TYPE TIRE

Diagonal (bias or cross) ply (or conventional) tires are

Tube Code: The proper MICHELIN^®tube to be used

made up of a number of textile cords set on a bias (laid

with MICHELIN^®tube-type tires is designated by the

diagonally), criss-crossing one another. Depending on the

nominal rim diameter followed by a code. Example: Tube

textile strength of the cord used (rayon, nylon, polyester,

for 10.00R20 Michelin is 20N (the R designates radial

and the required size of the tire, there could be from 6 to

construction).

20 plies in a bias-ply carcass. Without steel belts to stabilize

MICHELIN^®tubes are made of butyl rubber and marked

the tread, the sidewall and tread work as one unit resulting

with the trade name “AIRSTOP^®”. Because of the extreme

in distortion with deflection during each revolution.

flexibility of the MICHELIN^®tire, it is recommended to use

This abrasive force creates scrub and generates heat,

an “AIRSTOP” tube. These tubes are made with an overlap

prematurely aging the components and shortening the life

splice that is stronger than the butt splice used in many

of the tire.

other tubes. Some MICHELIN^®tube-type tires may be run

The number of cross-plies in a tire tends to stiffen its

with or without a tube. Contact Michelin to determine

walls, preventing sufficient flex under heavy load. This

tires that apply. Ensure tire is mounted on a sealed wheel if

causes lateral tread movement that impairs road grip and

mounted tubeless.

causes tread abrasion. The heat generated also stretches

Flap Code: When a flap is required, the proper size to use

the textile cords during the carcass life, allowing the casing

with MICHELIN^®tires on each particular rim is designated

to grow and making it difficult to match new, used, and

by a code, the last two digits of which are the rim diameter

retreaded tires in dual configuration.

or rim width. Unless otherwise specified, the flap for the

Aspect Ratio example: 10.00-20 (dash (-) designates the

preferred rim is normally supplied with the tire. (e.g. 200-

diagonal (bias or cross) construction), aspect ratio = 100.

20L or 20 x 7.50)

Section height is the same as section width.

Locking Side Disc

Flap

Ring

Wheel

Tube and Valve

Tire

Tube-Type (Seven Components)

Wheel and Valve

Tire

Tubeless (Three Components)

132 Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

TRUCK TIRE SIZE MARKINGS

Note: A “rule-of-thumb” formula for finding equivalent

Most truck tire sizes are indicated by the section width

tubeless sizes from tube-type: Take the nominal section

in inches, followed by R for radial (dash (-) designates the

width and remove all figures after the decimal point. Round

diagonal (bias or cross) construction), followed by the wheel

up to next whole nominal section number and add 2.5 to

diameter in inches:

wheel diameter.

Example:

TUBE-TYPE

TUBELESS

TUBE-TYPE

TUBELESS

10.00R20

11R22.5

8.25R20

9R22.5

10.00 = nominal section

11 = nominal section

width in inches

Nominal Cross Section

8.25

Remove

0.25

R = radial

Add

1 to the 8

20 = wheel diameter

22.5 = wheel diameter

in inches

Wheel Diameter

Add 2.5 to Wheel Diameter

20 + 2.5

22.5

Thus we have 9R22.5 Tubeless.

Tube-Type

Tubeless

20"

22.5"

COMPARATIVE SIZES - STANDARD - LOW PROFILE

TUBE-TYPE

TUBELESS TYPE

MICHELIN

TRA*

8.25R15

9R17.5

8.25R20

9R22.5

235/80R22.5

245/75R22.5

REPAIR AND RETREAD

9.00R20

10R22.5

255/80R22.5

265/75R22.5

1. Follow proper procedures per your Michelin Retread

10.00R20

11R22.5

275/80R22.5

295/75R22.5

Technologies dealer.

11.00R20

12R22.5

2. Use bias repair units in bias tires and radial repair units

in radial tires.

10.00R22

11R24.5

275/80R24.5

285/75R24.5

3. When performing tube repairs, do not install the patch

11.00R22

12R24.5

on an inflated tube, and apply a tire talc to the patch

* The Tire and Rim Association, Inc.

and buffed area to prevent sticking to the inside of the

tire.

Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

133

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

truck-bus tires used on improved surfaces. ⁽¹⁾

A. METRIC AND WIDE BASE TIRES

B. CONVENTIONAL TIRES

The service load and minimum (cold) inflation must

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

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 nor endorsed.

134 Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

GENERAL INSTRUCTIONS

FOR TUBE-TYPE DEMOUNTING / MOUNTING

A tire cannot perform properly unless it is mounted properly on the correct size wheel. The following are general

instructions for demounting and mounting MICHELIN^®tube-type tires. For detailed instructions on mounting and

demounting truck tires on particular types of wheels, refer to the instructions of the wheel manufacturer or the USTMA

(U.S. Tire Manufacturers Association) wall charts.

Do not reinflate any tires that have been run underinflated or flat without careful inspection for

damage. If run-flat damage is detected, scrap the tire. A tire is considered run-flat if it is found to be

less than 80% of normal recommended operating pressure. This can 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.

TUBES AND FLAPS FOR COMMERCIAL TRUCK TIRES

SIZE

TUBE

TUBE MSPN

FLAP

FLAP MSPN

7.50R15

15/16J

*73993

15x6.00

62152

8.25R15

15/16J

*73993

15x6.00

62152

10.00R15

15P

04560

15x7.50

58753

9.00R16

16N

17786

16x6.00D

94605

7.50R17

17K

26362

17X6.00D

45608

335/80R20

20P

06934

20x10.00

47501

275/80R20

20P

06934

20x10.00

47501

365/80R20

20Q

39144

20x10.00

47501

15.5/80R20

20S

32420

20x10.00

47501

14.00R20

20S

32420

20x10.00

47501

14.5R20

20S

32420

20x10.00

47501

395/85R20

20S

32420

20x10.00

47501

365/85R20

20S

32420

20x10.00

47501

16.00R20

20V

32961

20x10.00

47501

10.00R20

20N

17078

20x7.50

44274

11.00R20

20P

06934

20x8.50

49781

12.00R20

20Q

39144

20x8.50

49781

12.00R24

24Q

11708

24/25x8.50

48842

* Use tube MSPN 73993 for CAT Forklifts (15/16J with valve 1221), other truck / industrial applications,

use MSPN 17542 (15/16J with valve 570). MSPN 17542 uses same flap and is the same price as MSPN 73993.

MOUNTING LUBRICANT

Product

Size

Product code

Tigre grease

4 Kg

25817

Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

135

1. SELECTION OF PROPER COMPONENTS

AND MATERIALS

It is imperative to follow all of the following

a. All tires must be mounted with the proper MICHELIN^®

inflation safety recommendations. Failure to do so

tube and flap (if required) and wheel as indicated in

will negate the safety benefit of using an inflation

the specification tables on Page 135. For complete tire

cage or other restraining device and can lead to

specifications, refer to application specific data books.

serious injury or death.

2. INFLATION SAFETY RECOMMENDATIONS

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

other restraints or accessories.

Nylon Plate

Tube

Rim

Flap

Valve

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

b. Make certain that wheel components are properly

anything, including a wall.

matchedandof the correct dimensions for the tire.

c. Always fit a new MICHELIN^®tube in a new mounting.

Since a tube will exhibit growth in size through normal

use, an old tube used in a new mounting increases

the possibility of tube creasing and chafing, possibly

resulting in failure.

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

d. Always use a clip-on chuck and a

sufficiently long air hose between the

Pinched tube

in-line gauge and the chuck to allow the

service technician to stand outside the

d. Always install a new flap in a new mounting. A flap,

trajectory zone when inflating.

Clip-on Chuck

through extended use, becomes hard and brittle. After

a limited time, it will develop a set to match the tire and

Trajectory zone means any potential path or route that

wheel in which it is fitted. Therefore, it will not exactly

a wheel component may travel during an explosive

match a new tire and wheel combination.

separation or the sudden release of the tire pressure,

e. Always install new valve cores andmetal valve caps

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

containing plastic or rubber seals. For tires requiring

may be released. The trajectory may deviate from paths

O-rings, be sure to properly install a new silicone

that are perpendicular to the assembled position of the

O-ring at every tire change.

wheel at the time of separation or explosion. See Rubber

f. Always use a safety device such as an infl

cage

Manufacturers Association Tire Information Service

or other restraining device that will constrain all

Bulletin Volume 33, Number 4 for more information.

wheel components during an explosive separation

of a multi-piece wheel, or during the sudden release

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

of the contained air of a single piece wheel that is in

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

compliance with OSHA (Occupational Safety and Health

assemblies.

Administration) standards.

136 Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

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:

• Helps minimize 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.

Dry mounting should be avoided.

• Assists proper bead seating (tire and wheel centering)

Use approved lubricants.

and helps to prevent eccentric mountings.

The MICHELIN^®product, Tigre 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

amountsof lubricant, which can become trapped

deformation of flanges. Using a file and/or emery cloth,

between the tire and tube and can result in tube damage

smooth all burrs, welds, dents, etc. that are present on

and rapid tire pressure loss.

the tire side of the wheel. Inspect the condition of bolt

CAUTION: It is important that tire lubricant be clean and

holes on the wheels. Rim flange gauges and ball tapes

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

are available for measuring wear and circumference of

The following practice is recommended:

aluminum wheels.

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

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

from a clean supply source and placing the lubricant in

inhibiting paint on steel wheels. The maximum paint

a clean portable container.

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

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

wheel.

means to prevent contamination of the lubricant when

d. Remove any accumulation of rubber or grease stuck to

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

the tire, being careful not to damage it. Wipe the beads

following method, which has proven to be successful

down with a dry rag.

in helping to minimize contamination and prevent

excess lubricant from entering the tire casing: provide

a special cover for the portable container that has a

Never weld or apply heat to a wheel on which a

tire is mounted. This may lead to a destructive

funnel-like device attached. The small opening of the

increase in air pressure, tire failure, injury or

funnel should be sized so that when a swab is inserted

death.

through the opening into the reserve of lubricant and

then withdrawn, the swab is compressed, removing

STORAGE

excess lubricant. This allows the cover to be left in place

Serious problems can occur with tube-type tires when

providing added protection. A mesh false bottom in the

they are mounted with water trapped between the tire and

container is a further protection against contaminants.

tube. Under pressurization, the liquid can pass through the

The tire should be mounted and inflated promptly

inner liner and into the casing plies. This

before lubricant dries.

can result in casing deterioration and sudden tire failure.

4. PREPARATION OF WHEELS AND TIRES

Most failures of this nature are due to improper storage.

a. Always wear safety goggles or face shields when buffing

This is a particular problem with tube-type tires because

of the difficulty in detecting the water, which has collected

or grinding wheels.

b. Inspect wheel assemblies for cracks, distortion, and

between the tire and tube.

Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

137

MOUNTING TUBE-TYPE TIRE

Reassembly and inflation of mismatched parts can result in serious injury or death. Just because parts

fit together does not mean that they belong together. Check for proper matching of all wheel parts

before putting any parts together. Inspect the tire and the wheel for any damage that would require

them to be placed out of service.

Mismatching tire and wheel components is dangerous. A mismatched tire and wheel assembly

may explode and can result in serious injury or death. This warning applies to any combination of

mismatched components and wheel combinations. Never assemble a tire and wheel unless you have

positively identified and correctly matched the parts.

Insert the proper size MICHELIN^®tube into the tire

Insert the valve through the flap valve hole. (Make

and partially inflate (3 psi) to round out the tube

sure the reinforced patch that is directly over the

(with larger sizes it may be necessary to use bead

flap valve hole is facing outwards.) Then insert the

spreaders - see below for mounting instructions).

remainder of the flap into the tire.

NOT TO EXCEED 3 PSI!

Check the flap wings to ensure against folding. This

Inflate the tube until the flap is secured against the

is easily accomplished by placing your hand into

tire wall and the beads start to spread apart, making

one tire side, then the other, and then running your

sure not to exceed 3 psi.

hand along the entire flap wing.

138 Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

Apply a proper tire lubricant to both beads, exposed

Lay the rim flat on the floor with the gutter side up.

flap, and fully to the rim. Make sure that excess

Place tire, tube, and flap on the rim, taking care to

lubricant does not run down into the tire.

center the valve in the slot.

Two-Piece Wheels

For two-piece wheels, place the side ring on the rim

base so that the ring split is opposite the valve stem by

placing the leading end (end without the notch) of the

ring into the groove in the rim, and progressively walk the

side ring into place. Ensure the ring is fully seated in the

gutter.

Three-Piece Wheels

For three-piece wheels, place the side ring on the

rim base and stand on the ring to position it below the

gutter wheel base. Snap the leading end (end without the

notch) of the lock ring into the gutter of the rim base, and

progressively walk the lock ring into place. Ensure the

7 Three piece wheels positioned.

ring is fully seated in the gutter.

8 Snap and walk ring into place.

Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

139

MOUNTING OF TUBE-TYPE TIRES USING

INFLATION OF TUBE-TYPE TIRES

MANUAL SPREADERS

1. An inflation line with an extension (30” minimum),

1. Follow Steps 1 through 3 of the “Mounting of Tube-

in-line gauge, and a clip-on valve chuck should be used

Type Tires.” However, before inserting the flap into

for inflation. Remove valve core and lay the assembly

the tire, position two bead spreaders in the following

flat on the ground. Using an approved restraining

manner:

device, inflate partially to seat beads to no more than 3

a. Place the first at a 90° angle to the valve. (Flap is

psi. While the tire is still in the restraining device, make

positioned between the spreader and the tube.)

sure all wheel components are centered and locked

b. Place the second directly opposite the first.

properly. If not, the tire must be deflated, broken down,

c. Spread the beads and insert the flap.

relubricated and reinflated. Do not attempt to seat the

d. Close the beads, remove spreaders.

lock ring by means of a hammer.

2. Follow Steps 4 through 8 of the “Mounting of

Tube-Type Tires.”

MOUNTING OF TUBE-TYPE TIRES USING

AUTOMATIC SPREADERS

1. Spread the tire beads.

2. Inflate the tube to approximately 3 psi.

3. Insert the tube into the tire.

4. Insert the valve through the flap valve hole.

(As mentioned, the flap reinforced valve area must face

outwards.) Insert the remainder of the flap into the tire.

5. Close the beads.

6. Apply a proper tire lubricant to the inside and outside

surfaces of both beads and to that portion of the flap

that appears between the beads. Make sure that excess

lubricant does not run down into the tire.

7. Follow Steps 4 through 8 of the “Mounting of Tube-

Type Tires.”

2. Deflate the tire by removing the inflation line. This is to

allow the tube to relax, thus, eliminating any wrinkles

or uneven stretching that may have occurred during

Do not reinflate any tires that have been run

primary inflation.

underinflated or flat without careful

3. With the valve core still removed, place the dual and

inspection for damage. Unseen internal

wheel assembly into an approved safety cage or

damage may lead to failure, injury or death.

other approved restraining device meeting OSHA

(Occupational Safety and Health Administration)

If run-flat damage is detected, scrap the tire.

A tire is considered run-flat if it is found to

standards, and reinflate the tire to the pressure

be less than 80% of normal recommended

shown on the sidewall in order to ensure proper bead

operating pressure.

seating. Then adjust the tire to the proper operating

pressure. Never stand over a tire or in front of a tire

when inflating. Always use a clip-on valve chuck with

an in-line valve with a pressure gauge or a presettable

regulator and a sufficient length of hose between the

clip-on chuck and in-line valve (if one is used) to allow

the employee to stand outside the trajectory path when

inflating. USTMA (U.S. Tire Manufacturers Association)

requires that all steel sidewall radial tires are inflated

without a valve core.

4. Reinspect the assembly for proper positioning and

seating of all components.

5. Check for leaks, and install a suitable valve cap.

140 Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

DEMOUNTING TUBE-TYPE TIRES

Any inflated tire mounted on a wheel contains explosive energy. The use of damaged, mismatched, or

improperly assembled tire and wheel parts can cause the assembly to burst apart with explosive force.

If you are struck by an exploding tire, wheel part, or the blast, you can be seriously injured or killed. Do

not attempt to dismount the tire while the assembly is still installed on the vehicle. Use proper tools

to demount or mount wheel parts. Never use a steel hammer to seat wheel parts - use only rubber,

plastic, or brass-tipped mallets. Striking a wheel assembly with a hammer of any type can damage the

tire or wheel and endanger the installer. Use a steel duck bill hammer only as a wedge. Do not strike

the head of a hammer with another hard-faced hammer - use a rubber mallet.

Rim Tools

Before loosening any nuts securing the tire and wheel

assembly to the vehicle, remove the valve core and

deflate completely. If working on a dual assembly,

completely deflate both tires. Run a wire or pipe

Remove the tire and wheel assembly from the

cleaner through the valve stem to ensure complete

vehicle and place on the floor with the side ring up.

deflation. This is to prevent a possible accident.

Run a wire or pipe cleaner through the valve stem

Apply lubricant to all surfaces of the bead area of

to clear the valve stem.

the tire. Use the duck bill hammer, with the rubber

mallet as a wedge, or a slide hammer.

Section Eight: Diagonal (Bias or Cross) Ply and Tube-Type

141

TIRE INSPECTION

Any tire that is determined or suspected to be run-flat,

should be inspected thoroughly prior to returning to service.

Tire inspection should always include a thorough inspection

of both sidewalls and inner liner, as this may reveal any

potential damage condition that would cause the tire to

become scrap. Inner liner examination for creases, wrinkling,

discoloration, or insufficient repairs, and exterior examination

for signs of bumps or undulations, as well as broken cords,

could be potential out of service causes.

Look for wrinkling, discoloration, cracking, and/or

degradation of theinnerliner. Any breach to theinnerliner

Inner Liner Damages

can result in the introduction of moisture to the casing and

subsequent corrosion. If any signs of run-flat exist to the inner

liner, the tire should be made unusable and scrapped.

Abrasion marks on the sidewall due to road contact and/

or creases in the sidewall are another indicator of run-flat.

Feel for soft spots in the sidewall flex area. Using an indirect

light source helps identify sidewall irregularities by producing

shadows at the ripples and bulges. Look for protruding wire

filaments indicating broken sidewall cords.

All repair patches should be inspected for lifting, cracks,

splits, and general condition.

Proper OSHA (Occupational Safety and Health

Administration) regulations must be followed when putting

Abrasion Marks on the Sidewall

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

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

sidewall inspection for distortions, undulations, or popping

noise indicating a breaking of the steel cords. If this is the

case, immediately deflate the tire and scrap. If no damage is

detected, continue to inflate to the maximum pressure marked

on the sidewall. Inspect the sidewall from a distance looking for

distortions and/or undulations, and listen for a popping noise.

If none exist, then insert valve core and return tire to service

after adjusting the pressure.

Ripples or Bulges in the Sidewall Flex Area

Potential Zipper Rupture

Patch Lifting

144 Section Nine: Tire Damage

Ifnone of these conditions exist, the U.S. Tire

Manufacturers Association (USTMA) suggests the following

procedure for returning the tire to service.

1. Place the tire and wheel assembly in an approved

inflation safety cage*. Remain outside of the tire’s

trajectory. Do not place hands in the safety cage while

inspecting the tire or place head close to the safety cage.

After properly seating the beads, with the valve core

removed, adjust the tire to 20 psi, using a clip-on air

chuck with a pressure regulator and an extension hose.

Patch Cracking

2. Inspect themounted tire inflated to 20 psi for

distortions or undulations (ripples and/or bulges).

Listen for popping sounds. IF ANY OF THESE

CONDITIONS ARE PRESENT, THE TIRE SHOULD BE

Remove and repair all penetrating objects and check

MADE UNUSABLE AND SCRAPPED. If none of these

the beads for damage that may have occurred during

conditions are present, proceed to the next step.

removal.

3. With the valve core still removed,inflate the tire

to 20 psi over the normal recommendedoperating

pressure. During this step, if any of above conditions

appear, immediately stop inflation. DO NOT EXCEED

MAXIMUM PRESSURE SPECIFICATION FOR THE

WHEEL.

4. Before removing the tire and wheel assembly from

the safety cage, reduce the inflation pressure to the

recommended normal operating pressure. Remain

outside of the tire’s trajectory zone.

Penetrating Objects

* Occupational Safety and Health Administration Standard

1910.177 requires all tubeless and tube-type medium and large

truck tires be inflated using a restraining device or barrier (e.g.,

safety cage that conforms to OSHA standards), and using a clip-on

chuck with a pressure regulator and an extension hose.

Bead Damage Caused by Mounting/Dismounting

Section Nine: Tire Damage

145

RUN-FLAT

RUN-FLAT AND ZIPPER RUPTURES

Occasionally, a tire will be flat when it arrives at the

repair facility and there will be no external signs of a

Run-flat: Any tire thatis known or suspected to have run

rupture. Note the X-ray photo below on the right reveals

at less than 80% of normal recommended operating tire

the broken casing ply cords.

pressure.

If re-inflated, this tire will experience a rapid loss of tire

Normal Operating Pressure: The cold infl

pressure

pressure with explosive force.

required to support a given load as recommended by the

tire manufacturer’s data book.

Zipper Rupture: This condition is a circumferential

Tires operated below the recommended tire

pressure (run flat) are susceptible to zipper

rupture in the flex zone of the sidewall. This damage is

ruptures, particularly during the re-inflation

associated with underinflation and/or overloading. Any

process. Zipper ruptures pose a serious risk to

moisture that is permitted to reach ply cords will cause

personnel and must be well understood.

corrosion, which can also result in a zipper rupture.

Circumferential Rupture of Casing Ply or “Zipper

X-ray Photo of Broken

Rupture”

Cords on Unruptured Casing

EFFECT: Inner Liner Marbling - Creasing

EFFECT: Inner Liner Cracking

CAUSE: Underinflation

EFFECT: Leaking Valve, Grommet, or Wheel

EFFECT: Crack in the Repair Unit

CAUSE: Improper Installation - Torque, Lubrication,

CAUSE: Improper Repair or Improper Repair Procedures

Corrosion

146 Section Nine: Tire Damage

AIR INFILTRATION

Air infiltration is an “inside-out” damage. The air inside the

Just as the MICHELIN^®X One^®tire reacts differently to

tire is much higher (80-120 psi) than atmospheric pressure.

pressure settings, it also reacts differently to air infiltration.

Modern tubeless tires have a major advantage over a tube-

The usual effect of air infiltration on an MICHELIN^®X One^®

type tire. When a tube-type tire is punctured, it only takes

tire can be seen between the top or protector ply and the

seconds to become flat. A tubeless tire may take weeks or

tread rubber. Air infiltration always results in removing the

monthsfortheair to escape - thisis because theinner-liner

tire from service (dual or wide single); however, not having

(airtight lining) is integral to the tire. One issue with tubeless

belt separation or large sidewall ruptures could prevent rapid

tires is that even though theymay take a long time to go flat,

tire pressure loss events.

the air is still trying to get out. As the high pressure air makes

its way back through the puncture channel, it can separate

products within the tire.

The cause of air infiltration can be from:

• nail or other puncture

• objects left in the tire

• bad repair

• bead damage from mounting/dismounting

• anything that has caused the innerliner to become damaged

Adual tire can show this effect on the upper sidewall, bead

area, or between crown belts. Nine times out of ten, though,

it will be in the upper sidewall and manifest itself as a flap or

“smiley face.”

Amoresevere form of air infiltration on dual tires results in

belt separation and subsequent rapid tire pressure loss.

148 Section Nine: Tire Damage

AIR INFILTRATIONS ARE AVOIDABLE.

Never use a duckbill hammer to mount tubeless truck

Remove and repair nails, screws, and other penetrations

tires, as this is the number one cause of bead damages.

promptly, BEFORE they can cause air infiltration.

Use proper repair techniques, and inspect all repairs

prior to returning tire to service.

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.

NEVER leave service items inside the tire like repair parts,

valves, caps, etc. NEVER intentionally place items like golf

ballsinside the tire to “act”asabalancing agent, as this can

lead to inner-liner damage.

* Occupational Safety and Health Administration

Any object that cuts the inner-liner

can lead to air infiltration!

THE USE OF INTERNAL BALANCING

and/ or coolant manufacturer as being safe for use in

tires. Water/moisture content testing should be included

MATERIALS AND/OR COOLANTS IN

in the certification process. Any product with a water or

MICHELIN^®TRUCK TIRES

moisture content greater than 3% as measured by the Karl

The use of internal balancing materials and/or

Fisher Method (ASTM D6304) will automatically void any

coolants (such as powders, liquids, gels and/or beads) in

mileage, number of retreads and/or time warranty.

MICHELIN^®Truck Tires does not automatically affect the

In addition to the forgoing, please refer to the

tire warranty unless the internal balancing material and/

MICHELIN^®Truck Tire Operator’s Manual and Limited

or coolant has a high water/moisture content or that it is

Warranty (MWE40021) for a general discussion of what is

determined that the internal balancing material and/or

and is not covered by the warranty.

coolant has adversely affected the inner liner, casing plies,

NOTE: Please consult Michelin prior to using internal

or the performance of the tires. Prior to using any type

balancing materials and/or coolants in any MICHELIN

of internal balancing material and/ or coolant, Michelin

tires that have sensors in them. The internal balancing

strongly recommends that the customer make sure the

materials and/or coolants may adversely affect the

internal balancing material and/ or coolant has been

performance of the sensors.

tested and certified by the internal balancing material

Section Nine: Tire Damage

149

FATIGUE RELATED DAMAGE

• With or without a rupture - zipper*

• Any damage that will allow the casing to oxidize or the casing plies to weaken or break

• Run-flat tires (mainly dual positions)

• Impacts to steel (not filled or repaired)

• Improper repair or improper repair procedures (premature failure of repair)

EFFECT: Exposed Steel Cord

EFFECT: Any Damage That Will Allow the Casing to

CAUSE: Detachment of Repair Product

Oxidize

CAUSE: Moisture

*ZIPPER

A fatigue related damage, with or without a rupture, occurs in the sidewall flex area of steel radial light and medium truck

tires when it is subjected to excessive flexing or heat. This zipper rupture is a spontaneous burst of compressed air and the

resulting rupture can range in length anywhere from 12 inches to 3 feet circumferentially around the tire. This is caused by

the damage and weakening of the radial steel cables as a result of underinflation and the tire running flat. Eventually, the

pressure becomes too great for the cables to hold, and the area ruptures with tremendous force.

EFFECT: Zipper Rupture

CAUSE: Damage/Weakening of Radial Steel Cables as

a Result of Underinflation and Running the

Tire Flat

MRT X-Ray Image of Fatigue-Related Damage Without a

Rupture

154 Section Nine: Tire Damage

SECTION TEN

Appendix

Section Ten

Appendix

159-187

GENERAL INFORMATION

160-163

Units of Measurement

Pressure Unit Conversion Table

Load Range/Ply Rating

Approximate Weight of Materials

Load Index

Conversion Table (Standard - Metric - Degrees)

Speed Symbol

RUNOUT TOLERANCES

164

FRONT END ALIGNMENT

164

Toe

Camber

Caster

AXLE ALIGNMENT

165

Tandem Scrub Angle or Skew

Thrust Angle Deviation

Steering Axle Offset

Drive Axle Offset

Steering Axle Skew

ALIGNMENT - FIELD METHOD

166-167

CASING MANAGEMENT

168-169

COLD CLIMATE PRESSURE CORRECTION DATA

169

COST ANALYSIS

170

FUEL SAVINGS

171

MOUNTING PROCEDURES FOR 16.00R20 AND 24R21

172

TIRE REVOLUTIONS PER MILE CALCULATION

173

OUT-OF-SERVICE CONDITIONS

174-175

RUNOUT AND VIBRATION DIAGNOSIS

176-178

SERVICING MULTI-PIECE AND SINGLE PIECE

RIM/WHEELS (OSHA 1910.177)

179-181

REGROOVING

182-183

TRANSIT APPLICATIONS IN URBAN CONDITIONS

184

THE CRITICAL 6 - FACTORS THAT COST FLEETS MONEY

185

PUBLICATIONS, VIDEOS, AND WEBSITES

186-187

INDEX

188

Section Ten: Appendix

159

GENERAL INFORMATION

UNITS OF MEASUREMENT

PRESSURE UNIT CONVERSION TABLE

Quantity

S.I. Units

Other Units

kPa

bar

lb/in²*

kg/cm²*

100

1.0

1 inch (“) = 0.0254 m or 25.4 mm

150

1.5

Length

1 mile = 1609 m (1.609 km)

(meter)

1 kilometer = 0.621 mile

200

2.0

250

2.5

1 pound (lb) = 0.4536 kg

300

3.0

3.1

Mass

(kilogram)

1 kilogram (kg) = 2.205 lbs.

350

3.5

3.6

400

4.0

4.1

1 bar* = 100 kPa

450

4.5

4.6

kPa

1 psi = 6.895 kPa

Pressure

(Pascal)

1 pound per square inch

500

5.0

5.1

1 kg/cm2 - 98.066 kPa

550

5.5

5.6

1 kilometer per hour (kph)* =

600

6.0

6.1

m/s

0.27778 m/s

Speed

(meter per

650

6.5

6.6

1 mile per hour (mph) =

second)

0.4470 m/s (or 1.60935 kph)

700

7.0

102

7.1

* Non S.I. unit to be retained for use in specialized fields.

750

7.5

109

7.7

800

8.0

116

8.2

850

8.5

123

8.7

900

9.0

131

9.2

950

9.5

138

9.7

LOAD RANGE/PLY RATING

1000

10.0

145

10.2

1050

10.5

152

10.7

* Values in psi and kg/cm²rounded to the nearest practical unit.

D -

- 10

- 12

G - 14

H - 16

- 18

- 20

M - 22

160 Section Ten: Appendix

APPROXIMATE WEIGHT OF MATERIALS

Most materials and commodities vary in weight - the following weights should be used only for approximation

purposes. Exact weights should be obtained from local sources when making recommendations for truck or

tractor-trailer equipment.

Lbs. per Cu. Ft.

No. of Pounds

Per:

Beans, dry

Bushel

Cement, Portland

Bag

Clay and Gravel, dry

100

2700

Cu. Yd.

Clay and Gravel, wet

1755

Cu. Yd.

Coal, Hard or Anthracite, broken

52-57

1400-1540

Cu. Yd.

Coal, Soft or Bituminous, solid

79-84

2134-2270

Cu. Yd.

Concrete

120-155

3200-4185

Cu. Yd.

Corn, in ear

Bushel

Corn, shelled

Bushel

Corn Syrup

11.5

Gallon

Crude Oil

700

100 Gal.

Fuel Oil

52-74

695-795

100 Gal.

Gasoline

600

100 Gal.

Gravel

100-120

2700-3240

Cu. Yd.

Gravel and Sand, dry, loose

90-100

2430-2862

Cu. Yd.

Gravel and Sand, dry, packed

110

2970

Cu. Yd.

Gravel and Sand, wet

120

3240

Cu. Yd.

Milk

845-865

100 Gal.

Paper, average weight

Oats

Bushel

Potatoes, White or Irish

Bushel

Petroleum

800

100 Gal.

Sand, dry, loose

90-106

2430-2860

Cu. Yd.

Sand, moist, loose

120

3240

Cu. Yd.

Soy Beans

Bushel

Water

62.4

835

100 Gal.

Wheat

Bushel

Section Ten: Appendix

161

LOAD INDEX

TheISO*LOADINDEXisa numericalcodeassociatedwiththemaximumload atirecancarryat the speed

indicated by its SPEED** SYMBOL under service conditions specified by the tire manufacturer. (1 kg = 2.205 lbs.)

Load Index

lbs.

Load Index

lbs.

Load Index

lbs.

100

800

1,765

134

2,120

4,675

168

5,600

12,300

101

825

1,820

135

2,180

4,805

169

5,800

12,800

102

850

1,875

136

2,240

4,940

170

6,000

13,200

103

875

1,930

137

2,300

5,070

171

6,150

13,600

104

900

1,985

138

2,360

5,205

172

6,300

13,900

105

925

2,040

139

2,430

5,355

173

6,500

14,300

106

950

2,095

140

2,500

5,510

174

6,700

14,800

107

975

2,150

141

2,575

5,675

175

6,900

15,200

108

1,000

2,205

142

2,650

5,840

176

7,100

15,700

109

1,030

2,270

143

2,725

6,005

177

7,300

16,100

110

1,060

2,335

144

2,800

6,175

178

7,500

16,500

111

1,090

2,405

145

2,900

6,395

179

7,750

17,100

112

1,120

2470

146

3,000

6,610

180

8,000

17,600

113

1,150

2,535

147

3,075

6,780

181

8,250

18,195

114

1,180

2,600

148

3,150

6,940

182

8,500

18,745

115

1,215

2,680

149

3,250

7,160

183

8,750

19,295

116

1,250

2,755

150

3,350

7,390

184

9,000

19,845

117

1,285

2,835

151

3,450

7,610

185

9,250

20,400

118

1,320

2,910

152

3,550

7,830

186

9,500

21,000

119

1,360

3,000

153

3,650

8,050

187

9,750

21,500

120

1,400

3,085

154

3,750

8,270

188

10,000

22,050

121

1,450

3,195

155

3,875

8,540

189

10,300

22,720

122

1,500

3,305

156

4,000

8,820

190

10,600

23,400

123

1,550

3,415

157

4,125

9,090

191

10,900

24,040

124

1,600

3,525

158

4,250

9,370

192

11,200

24,700

125

1,650

3,640

159

4,375

9,650

193

11,500

25,360

126

1,700

3,750

160

4,500

9,920

194

11,800

26,020

127

1,750

3,860

161

4,625

10,200

195

12,150

26,800

128

1,800

3,970

162

4,750

10,500

196

12,500

27,565

129

1,850

4,080

163

4,875

10,700

197

12,850

28,355

130

1,900

4,190

164

5,000

11,000

198

13,200

29,110

131

1,950

4,300

165

5,150

11,400

199

13,600

30,000

132

2,000

4,410

166

5,300

11,700

200

14,000

30,870

133

2,060

4,540

167

5,450

12,000

201

14,500

31,980

* International Standardization Organization

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

162 Section Ten: Appendix

CONVERSION TABLE

SPEED SYMBOL**

The ISO* SPEED SYMBOL indicates the

Size: 275/80R22.5

speed at which the tire can carry a load

Overall Diameter: 40.1

corresponding to its Load Index under

service conditions specified by the tire

Inches

Millimeters

Degrees

(decimal)

(fraction)

manufacturer.

0.03125

1⁄32

0.8

0.04

Speed**

Speed Symbol

0.06250

1⁄16

1.6

0.09

kph

mph

0.09375

3⁄32

2.4

0.13

2.5

0.12500

1 ⁄ 8

3.2

0.18

0.15625

5⁄32

4.0

0.22

0.18750

3⁄16

4.8

0.27

12.5

0.21875

7⁄32

5.6

0.31

0.25000

1 ⁄ 4

6.4

0.36

0.28125

9⁄32

7.1

0.40

22.5

0.31250

5⁄16

7.9

0.45

0.34375

11⁄32

8.7

0.49

0.37500

3⁄

9.5

0.54

0.40625

13⁄

10.3

0.58

0.43750

7⁄16

11.1

0.63

0.46875

15⁄ 32

11.9

0.67

0.50000

1 ⁄ 2

12.7

0.71

100

110

120

130

140

* International Standardization Organization

** Exceeding the legal speed limit is neither

recommended nor endorsed.

Section Ten: Appendix

163

RUNOUT TOLERANCES (LATERAL AND RADIAL)

TMC Tire / Wheel Assembly Specifications

TMC Rim/Wheel Specifications

0.080”

0.070” (STEEL)

0.030” (ALUMINUM)

Note: Vibration can be felt on some vehicles with values lower than the stated specifications.

For best results, maintain radial and lateral runout less than .060” for the Tire/Wheel Assembly when possible.

FRONT END ALIGNMENT

TOE

Target:

Steer: +1/16” (+1.5 mm)

Target:

Drive & Trailer: 0

Measurement:

J - I

Symptoms:

Feathered Wear

CAMBER

Steer Loaded: 0° to 1/4°

Target:

POSITIVE

or 0 to 2.5 mm

CAMBER

Drive & Trailer: ±1/4°

Target:

or ±0 to 2.5 mm

Measurement:

K - L

Shoulder Wear

Pulling (Large variation left/right)

Symptoms:

Pulls to side with most positive camber

CASTER

Target:

Steer Only: Left +3.5° Right +4.0°

POSITIVE

CASTER

Measurement:

Alignment Machine

Wander (Caster too low)

Slow or no return to center

Shimmy or harsh ride (Caster too high)

Rapid return to center

Symptoms:

Pull to side with least positive caster

These settings allow for ease of

FRONT

steering and assist in counteracting

road crown

164 Section Ten: Appendix

AXLE ALIGNMENT

TANDEM SCRUB ANGLE OR SKEW

Target:

Tolerance:

±1/8” or ±3 mm

THRUST

Measurement:

A ± B

ANGLE A

THRUST

Steer tire shoulder wear

ANGLE

and/or feathered wear

Symptoms:

Excessive drive tire wear

Pulling, driver counter steers

Tandem Hop

THRUST ANGLE DEVIATION

Target:

Tolerance:

Based on wheel base:

THRUST

ANGLE A

15 mm < 150”, 20 mm

150-200”, 25 mm > 200”

THRUST

ANGLE

Measurement:

C ± D

Steer tire shoulder wear

Symptoms:

Pulling slightly to significant

STEERING AXLE OFFSET

Target:

Tolerance:

±3/16” or ±5 mm

Measurement:

(E ± F)/2

Steer tire shoulder wear

Symptoms:

Pulling slightly

DRIVE AXLE OFFSET

Target:

Tolerance:

±3/16” or ±5 mm

Measurement:

(G ± H)/2

Symptoms:

Pulling slightly

DRIVE AXLE OFFSET

STEERING AXLE SKEW

Target:

Tolerance:

±3/16” or ±5 mm

Measurement:

Alignment Machine

Pulling. Steer tire wear could

Symptoms:

be significant

STEERING AXLE SKEW

Section Ten: Appendix

165

ALIGNMENT - FIELD METHOD

ATTACC PLUS SYSTEM (Axle, Thrust, Toe,

3. Measurefor steering axle offset from the frame rail to the

Ackerman, Camber, Caster Parts, Labor, User Saves)

vertical center line on the tire on both sides. Tolerance is ±

• Simple vehicle measurement system

3/16”or5mmfrom centerline ofvehicle.

• Quick, low cost, yet effective method

4. Steering Stops: Ensure they are in place on left and right

• Determine if poor alignment conditions exist

sides, and measure length. Stops control the angle of the

• Minimum tools required

turn and may be a consideration if abnormal steer tire wear

For more information about ATTACC PLUS refer to

is present.

Michelin Vehicle Alignment: ATTACC Plus Video at

5. Checkfront end componentsandtoe byjacking upfront

http://www.michelintruck.com/reference-materials/

end after placing wheel chocks on the rear tires. Place the

videos/#/maintenance-and-training

floor jack under the axle for support, use the T-45A tire

iron by inserting into the wheel assembly at the 6 o’clock

position and place your otherhandat the 12o’clock

SET-UP INSTRUCTION PROCEDURES

position. With a rocking type motion try to move the tire

TOOLS:

assembly up with the lower bar and out towards you with

• Chalk Line (no chalk)

• Metric Tape Measure

your left hand. If play is felt, it is probably the result of loose

• 2 Cans of White Spray Paint

• 1 pair of Jack Stands

wheel bearings or worn kingpin bushings. If you observe

• 2 Large Heavy Duty Plastic Bags

• Toe-Scribe

the brakechambermoving,itcanbeisolatedto the kingpin

• Vehicle Jack (10 Tons)

• Flashlight

bushing. If it does notmove, it is likely the wheel bearings.

• Line Level and Wheel Chocks

• 1 T-45A Tire Iron

With your hands placedat the 3 o’clock and at the

SURFACE: Inspection site should be fairly level; use Line

9 o’clock positions on the tire, try to move the tire in a rapid

Level if necessary to determine slope.

“left turn - right turn” type of motion. Feel and listen for

STEER/DRIVE TIRES: Note tread design, DOT, tread depth,

anyplay. Playin this area wouldindicate eitherloose or

psi, tire conditions and mileage, and all normal pertinent

worn tie rod ends, steering arms, drag link ends, or steering

vehicle information.

box play. Any play in this area should be further inspected

to ensure it is within the vehicle and/or part manufacturer’s

VEHICLE POSITIONING

specifications.

1. Drive vehicle straight into inspection site, at least 3 full

Twoadditional parts that can cause tire wear need to be

vehicle lengths, to ensure it’s straight into site. Driving into

checked. First, see if the brake drum has a balance weight

and backing out of the work area several times will ensure

and second, look for wear on the spring shackle assembly.

the vehicle’s suspension components are relaxed to achieve

This check is more difficult to make, and there are various

proper measurements.

ways to inspect for this wear. Consult the part manufacture

2. Allow vehicle to roll to a stop, shut-off the engine, and let

for the proper way to inspect.

up on the clutch.

Onadrytire, with a can of spray paint,marker, or chalk

3. Let vehicle fully stop by transmission, no brakes.

(dusting with any coating material suitable for marking

4. Engage tractor parking brakes and take out of gear; place

a section of tread), “highlight” a section of the tread area

wheel chocks on the drive tires.

around the tire. With a sharp pointed scribe, mark a thin

linein the highlighted area while rotating the tire. (Note:

MEASUREMENTS

At this point observe the amount of radial and lateral

Record all measurements.

runout by referencing this line to the rotating tire. Any

runout greater than 3/32” should be further investigated

Front of Vehicle

for improper tire bead seating, improper tire and wheel

1. Measure steering axle skew from the front of the outside

runout and/or improper wheel torque procedure during

U-bolt to the zerk fitting (or bolt) on the front spring pin

installation.)

perch. Tolerance is ± 3/16” or 5mm side to side.

Repeat this process on the other steer tire. Check for

2. Measure for straight ahead steering from the inner wheel

steer ahead by referencing the mark on the steering wheel

flange to edge of the leaf spring (if newer style tapered

column (or measure as in Paragraph 2 above), and lower

frame) or frame on both sides of the vehicle to ensure the

the vehicle on the folded plastic bags. Plastic should be

steer tires are straight ahead (tolerance is 1/32” or 1 mm

folded to just larger than the tire footprint so that no part

side to side). Adjust the steering wheels as necessary to

of the steer tires willmake contact with the ground. Prior

come within tolerance. Mark the steering wheel column

to measuring, you should “joust” the vehicle by standing

with a crayon for future reference.

on the step and shaking the unit with your body weight.

166 Section Ten: Appendix

This will further relax the front suspension, giving you a

(bag) housing. Verify manufacturer’s recommendation for

correct toe reading. Once the steer tires are down, measure

vehicle type.

from side to side between the scribed lines, first rear,

3. Measure for tandem axle skew by measuring between the

then front, with a tapemeasure or a fine lined toe gauge

rimflanges. Kneel between the outside of the tires.Hook the

to determine relative toe. Do this with the paint cans on

metric tape measure at hub-height on one, and by using a

the ground, centered on the scribe line, and measure the

swinging arc on the other, determine the shortest distance

distance between the lines on the left and right tire at the

between them. Take a similar measurement on the other

paint can height. Subtract front from rear: positive result

side of the vehicle (tolerance is 1/8 inch or 3 mm between

indicates toe-in, negative is toe-out. At this paint can height:

axle ends).

total toe-in should be positive +1 mm so that the tires will

4. Measure for drive axle thrust by using the string from the

run in a straight line under a dynamic, loaded condition.

front drive axle to the steer position. Attach the string to the

Recommended toe setting is +1/16” (1.5 mm).

drive tire at hub-height, bring it across the rear sidewall,

6. If checking for camber, with wheels straight ahead, drop a

moveto the steering axle, bring the stringin toward the

plumbline off the front fender over the tire assembly center

front wheel until it touches the drive tire’s front sidewall,

and measure the distance, using millimeters, between the

and measure the distance between the string and disc face

string and rim flange at the top and bottom. Divide your

of the wheel (just below the dust cap). Repeat this method

difference by 10 to convert millimeters to degrees. Use the

ontheotherside.

paint can to extend out from the fender if necessary. Repeat

With all data recorded, review measurement of drive axle

the procedure on the other steer position. Consider any

offset. Any significant drive axle offset, if found (± 3/16” or

floor slope, mismatched inflation pressures, or mismatched

± 5 mm), must be factored into the readings of drive axle

tread depths.

thrust as determined above by adding or subtracting the

offset from the appropriate side(string to front wheel flange

Rear of Vehicle

measurement ± offset).

1. Measure for drive axle offset by measuring, at each drive

Drawapictureofthesteer and drive axle orientation

axle wheel position, from the inner wheel flange to the

using recorded axle skew measurements.

inside of the frame rail (tolerance: 3/16” or 5mm side to

Drive axle skew tolerance is based on wheel base:

side).

19/32” or 15 mm < 150 inch

2. Check ride height by measuring the distance from the

3/4” or 20 mm 150-200 inch

lower part of the frame rail to the bottom of the air spring

1” or 25 mm > 200 inch

ATTACC PLUS WORKSHEET

Front Tandem Axle Skew

String to Wheel

for Drive Axle Thrust

Spring to Flange

Drive Axle Offset

Steer Offset

Grease Zerk

Drive Axle Offset

to U-Bolt

Drive Axle Offset

Grease Zerk

to U-Bolt

Drive Axle Offset

Steer Offset

Spring to Flange

String to Wheel

for Drive Axle Thrust

Front Tandem Axle Skew

Section Ten: Appendix

167

CASING MANAGEMENT

TIRE MANAGEMENT

All of these changes lead to the casing arriving at the

retread stage with a higherlevel of fatigue. To utilize these

The goal of every truck operator is to achieve the

casings to their maximum, casing management should be

lowest possible operating cost, taking advantage of the

employedintheselection of the retread.

performance built into each high tech MICHELIN^®radial

truck tire. Tire maintenance, proper inflation pressures,

repairs, vehicle alignment, and retreading, are all keys to

CASING MANAGEMENT IN THE PAST

help ensure maximized performance and extended casing

Highway fleets typically employ the casing management

life.

pattern below:

Position of

Over the past 10 years, a number of operational and

Tire First

Position of First

Subsequent

product changes have occurred that should be considered

Used On

Retread Use

when establishing tire use patterns. The single most

Steer

Drive or Trailer »

Drive or Trailer

important point of any program is “Know Your Customer.”

Drive

Drive or Trailer

Trailer

TIRE CHANGES

1. New Tires: Today’s wider treads and deeper tread

CASING FATIGUE

depths provide more original tread miles. The tire arrives

In termsof casing fatigue, the severity of useis as follows:

at the retreader withmore time in service,moremiles, and

• Drive Axle - most fatigue. New drive tires (lug type) often

exposure to road conditions.

canaccumulate twice asmanymiles (ormore) before

2. Retread Changes: Wider treads, new tread designs, and

retreading than new steer or trailer tires can. The same

new compounds have increased retread mileages.

is true for drive axle lug type retreads. The tires also run

hotter(deeper tread) and withmore torque.

VEHICLE CHANGES

• Steer Axle - moderate fatigue. Steer axle tires operate at

1. Longer Trailers: There has been a move from 40’ to 48’

higher average loads than drive or trailer tires (20 to 40%

and 53’ trailers as standards in the contract and private

higher). However, they wear out sooner than drive tires

carriage business.

and are moved to lighter axles in the retread stage.

2. Wider Trailers: Widths have increased from 96” to 102”.

• Trailer Axle - least fatigue. The trailer tire starts life with

The combination of longer and wider trailers increases the

a shallow (cooler) tread and is usually retreaded with a

frequency of the duals being curbed.

shallow retread. Annual miles are low. The trailer tire

3. Setback Front Axles: Moving the steer axle back

casing usually sees more curb abuse, neglect, and old age

increases stress on steer tires and load efficiency by allowing

problems.

better load distribution. The result is higher average axle

Thus, the practice of retreading new drive axle tires back to

loads.

the drive axle puts the most highly fatigued casing back onto

4. Electronic Engines: Better engine control and more

the most highly stressed wheel position.

efficient operation improve the ability of the vehicle to

maintain higher cruise speeds.*

CASING MANAGEMENT FOR THE FUTURE

The following guidelines are recommended in sorting

OPERATIONAL CHANGES

casings for their next tread life. Such a sorting would allow

1. Speed limit: The national limit has continually increased

the fleet and retreader to make better decisions regarding

the handling and utilization of casings recovered from 6x4,

in the past decade.*

2. GVW (Gross Vehicle Weight): With the Surface

4x2, and trailer applications. Casings that are judged to be

more “highly fatigued” should be retreaded in one of two

Transportation Assistance Act of 1983, the weight limits

ways:

went from 73,280 lbs. to 80,000 lbs. With setback axles, you

can realistically load to 80,000 lbs.

1. A low rolling resistance/low heat retread rubber in

3. Greater Vehicle Utilization: More loaded miles mean

rib and drive (consult your retread supplier).

productivity gains.

2. A shallow retread (no more than 15/32”).

These retreads will reduce the operating temperature in

the crown of the tire.

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

Determining which tires are “highly fatigued” requires a

working knowledge of each fleet’s individual operation. The

following guidelines can be used:

1. Two or more repairs on the casing.

2. Heavy sidewall abrasion.

168 Section Ten: Appendix

TREAD SELECTION MATRIX

RETREAD RECOMMENDATIONS

Itwould seem best to adopt the casingmanagement

1. Follow the retread manufacturer’s recommendations.

pattern below for tires in highway service:

2. Use the preferred tread size.

Position of

3. Buff to the correct crown radius.

Tire First

Position of First

Subsequent

4. Use pilot skives to measure undertread; 2/32” to 3/32”

Used On

Retread Use

is all that should remain when buffing is complete.

Steer » Drive or Trailer

Trailer

Drive

» Drive or Trailer

» Trailer

PREVIOUS SERVICE LIFE

Trailer

» Drive or Trailer » Trailer

In light of all these conditions and recommendations,

the purchaser of casings for retreading should proceed

with caution. Use the tread selection matrix when

previous service life is unknown.

COLD CLIMATE PRESSURE CORRECTION DATA

Because the pressure inside a tire will decrease when

left column of the table to the right. Going across to the

the vehicle is taken from a warm environment to a cold

relevant outside ambient temperature you will find the

one, some adjustments may be necessary when adjusting

corrected inflation pressure to be used.

the tire pressures of a vehicle to be operated in very cold

For example:

temperatures.

• A log truck in Alaska has a front axle loaded weight

These adjustments are only necessary if the pressures

of 12,000 lbs.

are verified and adjusted inside a heated garage with an

• The truck is equipped with 11R24.5 MICHELIN^®

air supply that is also at the higher room temperature. (No

XZY^®3 tires.

adjustment necessary if done outside.)

• The recommended pressure for this fitment is 105.

In extreme cases, the following table should be used to

• The truck is parked overnight in a heated garage.

ensure that the operating pressure and deflection of tires

• The outside high forecasted for today is -20ºF.

are adequate at the outside ambient temperature.

• The tire pressures are checked and adjusted prior to

Using the load and pressure charts below, determine

leaving the heated garage.

the appropriate “Recommended Pressure” required for

According the chart below, the tires should be adjusted

the axle load. Then find the same pressure down the

to 128.

Adjusted Inflation Pressure (psi) when inflating indoors at 65°F [18°C]

Outside Ambient Temperature

Recommended

Pressure

F° 50°

40°

30°

20°

10°

0°

-10°

-20°

-30°

-40°

-50°

(psi)

C° 10°

4°

-1°

-7°

-12°

-18°

-23°

-29°

-34°

-40°

-46°

100

101

104

107

102

104

107

110

113

100

102

105

108

110

113

116

119

101

103

105

108

111

113

116

119

123

126

100

103

106

108

111

113

116

119

122

125

129

132

105

109

111

114

116

119

122

125

128

132

135

139

110

114

116

119

122

125

128

131

134

138

141

145

115

119

122

124

127

130

133

137

140

144

148

151

120

124

127

130

133

136

139

143

146

150

154

158

125

129

132

135

138

141

145

148

152

156

160

164

130

134

137

140

144

147

150

154

158

162

166

171

Do not drive on improperly inflated tires. Doing so may lead to excessive heat build up, tire

failure, injury or death.

Section Ten: Appendix

169

COST ANALYSIS

Each fleet operation is different, but there is one

Anestimate of the CPM obtained by different tires in

consistent goal and that is to achieve the best possible

different wheel positions is shown in the examples below.

operating cost. This section is designed to provide a guide

STEER AXLE

to determining a Cost Per Mile (CPM).

a. MICHELIN^® X^® LINE^™ENERGY Z

The simplest CPM is found by dividing the price of the

New Tire Price (estimated)

$616.00

tire and any retread by the totalmileage.While this is an

b. Residual Casing Value (estimated)

- $60.00

easy calculation, it is very misleading by ignoring many

c. Total Miles (estimated)

÷ 120,000.00

of the added benefits of the tire or the transfer of residual

d. CPM = per mile

$ 0.00463

casing value from one life to another.

DRIVE AXLE

Determining CPM by wheel position could provide

a. MICHELIN^®X^®LINE^™ENERGY D Energy

an important gauge for performance since each wheel

New Tire Price (estimated)

$670.00

position is a very special case with unique operating

b. Residual Casing Value (estimated)

- $60.00

requirements. Here are some of the key elements that

c. Total Miles (estimated)

÷ 250,000.00

need to be considered in any analysis:

d. CPM = per mile

$ 0.00508

1. Total mileage (considers new and retread mileage for

steer, drive, and trailer)

YOUR OPERATION

2. Residual casing values or casing resale value

a. New Tire Price

3. Requirements of the specific wheel position (steer,

b. Residual Casing Value

drive, and trailer)

c. Total Miles

4. Repairability (dollars spent on additional mounts and

d. CPM = per mile

dismounts, repair time and labor)

5. Retreadability (additional casing purchases)

6. Fuel efficiency (see section below)

7. Total expected casing life

8. Labor (scheduled and unscheduled)

9. Road call (by shop personnel as well as Emergency

calls)

10. Disposal fees

11. Liability Insurance

170 Section Ten: Appendix

FUEL SAVINGS

Tires are a major component in the operating efficiency

on a circular route of 30miles, utilizing two vehicles of

of the vehicle as a result of their rolling resistance. Rolling

similar design and load with fuel supplied by portable

resistance is defined as how much effort it takes to roll

tanks. While using the same steer, drive, and trailer tires,

a tire with a given load and pressure. This tire rolling

a 2% ratio of both circuit time and of fuel weight

resistance is approximately 1/3 of the total vehicle

consumed must be established. All other variables will

resistance in 6x4 and 6x2 applications and as such, a

have been minimized by the constraints of the test

changeof3%inrolling resistance equals a 1% changein

procedures. Once the baseline has been established,

fuel consumption. Wind resistance and drive line friction

the test tires will be placed on the test vehicle, and the

account for the balance of the resistance.

difference in fuel consumption can be determined based

The MICHELIN^®tires with Advanced Technology^™

onthecompletionof 3-5 runsfalling within the 2% ratio.

compound are built to maximize energy conservation.

And the MICHELIN^®X One^®tire in drive and trailer

positions can even provide an increase over these

Advanced Technology tires.

Achange in rubber compound canprovide a large

reduction in rolling resistance, although it is unacceptable

to sacrifice durability and wet traction to achieve

this result. The Advanced Technology compound is

a sophisticated mix of tread design, complex rubber

chemistry, and advanced casing design all used while

maintaining mileage, wet traction, and durability.

As fuel costs continue to increase, fuel expenditures

become even more critical than tire expenditures. The ratio

of fuel to tire costs will range from 8:1 to 15:1 based on the

operation in regional and long haul applications.

To calculate potential fuel savings:

A. Cost of Fuel/Gal.

B. Annual Miles

C. MPG of the Vehicle

MPG

D. Total Estimated Fuel

B ÷ C = gallon

E. % Fuel Savings

F. Estimated Fuel Savings

(E x D) = gallon

(F x A) = $

For a more in-depth calculation, consideration should

be given to looking at the rolling resistance factors for

the specific tires you are considering and ask for the

assistance of your Michelin Representative in determining

the savings. The next step would be to conduct an SAE

(Society of Automotive Engineers) Type J1376 Type II fuel

test and eliminate all the variables. Again, refer to your

Michelin Representative for assistance.

The SAE Type J1376 Fuel Test is a standard test

procedure for evaluating the relative fuel economy of

given vehicles. Test cycles are conducted over 2 to 3 days

Section Ten: Appendix

171

MOUNTING PROCEDURES FOR 16.00R20 AND 24R21

MOUNTING PROCEDURES FOR 16.00R20

O-RING SEAL

AND 24R21 MICHELIN^®XL^™OR XZL^™TIRES

The most important part of tubeless mounting on

Correct procedure for mounting multi-piece wheels for

multi-piece wheels is the O-ring seal under the bead

tubeless truck tires includes proper mounting and correct

seat ring. It is imperative that the correct O-ring be used

pressure.

and properly installed. Check O-ring length and cross

Three-piece wheels consist of rim base, tapered bead

section diameter for correct fit. TheMICHELIN^® O-ring

seat, and locking ring. Mounting tools include: large bore

seal reference number is 1506 for the 24R21, which is

valve, O-ring seal, brush or clean cloth with lubricant,

designated OR 6.8-21 for the 21-inch inside diameter.

small pallet of wooden blocks, inflation hose with a chuck

The16.00R20 usesO-ring referencenumber1681,

or large bore valve, and miscellaneous tools.

designated OR 6.6-20 for the 20-inch or the corner ring,

The first step inmounting is to properly position the

reference number 1443, designated A20-TYRAN. The

wheel base by placing the wheel on the small pallet or

corner ring has a slightly different mounting procedure

blocks to raise it off the floor, facilitating the lock ring

- see wheel manufacturer for proper procedures. Some

installation. Note that the wheel is placed on the support

commerciallyavailable O-rings are too long. If too long, it

with the fixed flange side down. Using the large bore

will push out of the groove breaking the seal and the tire

valve, lightly lubricate the rubber grommet on the valve

will loose tire pressure. Do not lubricate the O-ring prior

base; insert and secure with the hex nut of both sides.

to installation on the wheel. The lubricant tends to push

Always use a large bore valve and not a standard truck

the O-ring out of the groove breaking the seal.Make sure

valve since the larger diameter will permit better tire

both the O-ring and the groove are free of debris. Place

pressure flow and better bead seating.

the O-ring in the bottom groove; it should fit tightly but

not be excessively stretched.

WHEEL LUBRICATION

With a clean cloth or brush, lightly lubricate the rim

LUBRICATION OF THE O-RING

basecompletely except for the two upper grooves.

The outer surface of the O-ring should be lightly, but

Lubrication in these grooves can cause the O-ring to be

welllubricated to allow the tapered bead seat to slide

rolled out of the groove by the tapered bead seat when

easily over the seal during inflation. Remember an

inflating the assembly. It is important to use a heavy

incorrect O-ring or improper lubrication can force or

lubricant such as MICHELIN^®Bib Grease or Murphy’s.

push the O-ring out of the slot upon inflation causing tire

Heavy lubricants do not dry as quickly, thus allowing

pressure loss. Snap the lock ring in the upper rim groove.

more time to seat the beads during inflation.

Check that the ring is fully seated in the groove.

LUBRICATION OF THE BEAD

INFLATION

Using a brush or clean cloth, lubricate the inside and

Place the assembly in the horizontal (preferred) or

outside of each tire bead area. This procedure plus the

vertical (if well lubricated) position for inflation in the

rimlubrication will allow the taperedbead seat ring to

restraining device and remove the valve core. This will

beinstalledmore easily and allow the tire beads to seat

allow the beads to slidemore easily into position. Inflate

properly during inflation.

to 80 psi for complete tire bead seating. Install the valve

core and then adjust pressure to that recommended for

TIRE PLACEMENT ON THE WHEEL

the load and condition.

Place the tire on the wheel base. This can be done

Remember the keys for good mounting are:

manually or by fork lift truck for easier handling. Exercise

1. Correct size, type, and compatibility of components

caution whensliding the forks below the sidewalls of

2. Proper lubrication and mounting procedures

the tires since an impact by the forks can damage the

3. 80 psi initial inflation pressure for bead seating,

casing cords. Lifting the tire by the beads can damage or

followed by adjustment to recommended pressure.

permanently distort the beads and should be avoided.

TAPERED BEAD SEAT RING

Adherence to these simple guidelines will ensure

The bead seat ring should be lubricated on both sides

maximized performance and minimized downtime due to

before placing it on the wheel base. This allows it to slide

tire mismount.

betweenthetire and wheelbasemoreeasilyandlater

Ifyou are having difficulty in mounting or cannot get

over the wheel base during inflation. Lubricating the bead

the assembly to inflate or hold tire pressure, an incorrect

seating surface facilitates concentric seating of the beads

component or incorrect inflation is probably the cause.

during inflation.

172 Section Ten: Appendix

TIRE REVOLUTIONS PER MILE CALCULATION

MEASURED TIRE REVOLUTIONS PER MILE

CALCULATED TIRE REVOLUTIONS

At Michelin, Tire Revolutions per Mile (tire RPM) are

PER MILE

determined using a method based on the SAE (Society of

Automotive Engineers) Recommended Practice J1025. The

Michelin Equation:

test tires are placed in a single fitment on the drive axle of

Tire RPM

20,168 / (O.D. - .8d)

the test vehicle, loaded to the maximum dual load rating

O.D.

= Overall Diameter

of the tire and set to the corresponding pressure. The

= Correction for deflection

vehicle is then driven on a test track at 45mph while the

revolutions are counted. Since speed minimally affects the

Deflection - e

= (O.D./2) - SLR

results for radial tires, other speeds are allowed. Four runs

SLR

= Static Loaded Radius

must be completed with results that are consistent within

(Ref. Michelin Truck Tire Data Book)

1%. The tire RPM specification is calculated as the average

(mean) of the four runs. The results are verified using

Example: 275/80R22.5 MICHELIN^®X^®MULTI DRIVE LRG

shorter distances that are more easily obtained. The test

tire is also compared to a known baseline tire on a road

New Tire

wheel. This latter method is very accurate and repeatable

O.D.

40.5

when using a similar baseline tire with a known tire RPM.

The SAE procedure recognizes that there will be some

SLR

19.0

variation within the test method. In fact, there are other

(40.5/2) - 19.0

factors that cause variation in tire RPM among similar

Deflection - e

1.25

tires. Please note that although similar tires may have

Tire RPM

20,168 / (40.5 - (.8 x 1.25))

the same overall diameter, it does not necessarily mean

20,168 / (40.5 - 1.0)

that they will have the same tire RPM. The SAE procedure

20,168 / 39.5

determines the tire RPM to within ± 1.5%.

Tire RPM

510.6 (Calculated) vs Data Book

(Measured) Tire Revs./Mile = 510

Some factors, which cause variation among tires, are:

• Load and Pressure - A difference in Load/Pressure

could alter the Tire Revs./Mile measurement by as

At 50% Worn

much as 1.5%. If pressure is constant, going from an

O.D.

39.7 (13/32nd used is approximately

empty vehicle to a fully loaded vehicle can change the

0.8 inch reduction in the O.D.)

Tire Revs./Mile by 1 to 1.5%.

SLR

18.6 (13/32nd used is approximately

• Treadwear - The Tire Revs./Mile varies from a new

a 0.4 inch reduction of SLR)

tire to a fully worn tire. This can affect Tire Revs./Mile

(39.7/2) - 18.6

by as much as 3% from the rated Tire Revs./Mile.

Deflection - e

1.25

• Tread Geometry - The height and stiffness of the

Tire RPM

20,168 / (37.9 - (.8 x 1.25))

blocks and the shape of the tread pattern can affect

20,168 / (37.9 - 1.0)

Tire Revs./Mile.

20,168 / 38.7

• Torque - The presence of driving and braking torque

Tire RPM

521 (Calculated)

can affect the Tire Revs./Mile.

• Type and Condition of Pavement - Asphalt vs.

concrete, wet vs. dry can create differencein Tire

Revs./Mile.

Section Ten: Appendix

173

OUT-OF-SERVICE CONDITIONS

DESCRIPTION

Code Key 21: New & Retread Tire Out-of-Service Conditions was developed for tire manufacturers as a means

of coding out-of-service conditions as determined by manufacturer/laboratory failure analysis. It is not meant to replace

related codes identified for use by technicians in Code Key 18: Technician Failure Code, or Code Key 82: Operator Vehicle/

Equipment Condition Report. Code Key 21 has two codes per condition, a two-character alpha code or an alternative four-

digit numeric code. Code Key 21 was introduced with the release of VMRS 2000™ Version 1.05.

NOTE: In release of VMRS that preceded VMRS 2000™, Code Key 21 was used redundantly to denote a vehicle group/

system. The information once contained in Code Key 21 was assigned to VMRS 2000™ Code Key 31 in 1997.

Code (Alpha)

Code (Numeric)

Description

Bead Area

1101

Bead Damage from Rim Flange Wear

1102

Bead Damage Due to Overload

1103

Torn Beads

1104

Kinked/Distorted Beads

1105

Bead Deformation

1106

Burned Beads

1107

Bead Damage from Curbing

1108

Reinforce/Chafer Separation

1109

Lower Sidewall/Bead Area Flow Crack

Sidewall Area

1201

Spread/Damaged Cord

1202

Sidewall Separation

1203

Sidewall Separation Damage Induced

1204

Sidewall Separation Due to Tread Puncture

1205

Sidewall Separation Due to Bead Damage

1206

Branding Damage

1207

Cuts and Snags

1208

Damage from Object Lodged Between Duals

1209

Sidewall Abrasion/Scuff Damage

1210

Weathering/Ozone Cracking

1211

Radial Split

1212

Sidewall Bumps (Blisters)

1213

Diagonal Cracking

1214

Heavy Sidewall Splice

1215

Open Sidewall Splice

1216

Sidewall Penetration

1217

Crack at Edge of Retread Wing

1218

Cracking Due to Excessive Sidewall Buff

1219

Circumferential Fatigue Rupture (Zipper)

Crown Area

1301

Brake Skid Damage

1302

Wild Wire

1303

Delamination

1304

Lug Base Cracking

1305

Chipping/Flaking/Chunking Tread

1306

Stone Drilling

1307

Regrooving Damage

1308

Dynamometer Type Damage

1309

Excessive Wear

1310

Rib Tearing

174 Section Ten: Appendix

Code (Alpha)

Code (Numeric)

Description

Crown Area (continues)

1311

Defense Groove Tearing

1312

Groove Cracking

1313

Spin Damage

1314

Electrical Discharge

1315

Tread Surface Porosity

1316

Tread Non-fill

1317

Belt Lift/Separation

1318

Belt Separation - Repair Related

1319

Tread Lift/Separation

1320

Retread Separation

1321

Retread Separation - Repair Related

1322

Retread Edge Lifting

1323

Bond Line Porosity

1324

Missed Puncture

1325

Skive Failure

1326

Wing Lift

1327

Misaligned Tread

1328

Improper Tread Width

1329

Tread Chunking at Splice

1330

Open Tread Splice

1331

Short Tread Splice

1332

Buckled Tread

Tire Interior

1401

Inner Liner Split at Puncture

1402

Foreign Object Inner Liner Damage

1403

Pinch Shock

1401

Tearing Mount/Demount Damage

1405

Open Inner Liner Splice

1406

Inner Liner Bubbles/Blisters/Separations

1407

Inner Liner Cracking

1408

Pulled/Loose Cords

1409

Thin Inner Liner

1410

Ply Gap

Improper/Failed Repairs

1501

Improper Bead Repair

1502

On-the-Wheel Repair

1503

Improper Spot Repair

1504

Repair Related Bulge

1505

Spot Repair Should Have Been a Section

1506

Improper Nail Hole Repair

1507

Improperly Aligned Repair

1508

Bridged Repair

1509

Improper Section Repair - Damage Not Removed

1510

Bias Repair in Radial Tire

1511

Improper Repair Unit Placement

1512

Unfilled Nail Hole Repair

1513

Repair Unit Cracking at Reinforcement

1514

Failed Inner Liner Repair

1515

Repair Failure from Underinflation

Section Ten: Appendix

175

RUNOUT AND VIBRATION DIAGNOSIS

Rotating assembly runout can influence vehicle

If the value is between 0.001 inch and 0.060 inch,

vibration and contribute to irregular tire wear.

continue with procedures below. If the value is > 0.060

Following these procedures for verifying the

inch, remove and deflate the tire, break it loose from the

concentricity of the guide rib area as well as ensuring

wheel, lubricate, rotate the tire 180 degrees, reinflate, and

that both radial and lateral runout measurements are the

recheck runout.

lowest possible will aid in reducing any tire/wheel/hub

assembly contribution.

Radial Runout

Measuring Radial Runout on Center Rib

Tools needed:

• Tire runout gauge (or dial indicator)

• Pressure gauge

• Tread depth gauge

• Feeler gauge

• Six inch metal ruler

• Tire marking crayon

• Jack and jack stands

Thefirst stepis to eliminate possible sources of the

disturbance (operation conditions, alignment posture,

driveline component balance and angles, frame and

chassis concerns, fifth wheel placement, and possible

excessive stacked tolerances). Find out as much as you

can that may be related to the issue to aid in the initial

Measuring Lateral Runout on Outside Shoulder

diagnosis (maintenance file, test drive, driver interview).

Examine the assemblies for proper pressure, proper

Incorrect bead seating can occur on one or both bead

mounting, verify balance if balanced, inspect for tire and

seats. This usually results in a high radial and/or lateral

or wheel damage. Verify torque and proper component

reading. General cause is improper mounting procedures

assembly on tube-type or multi-piece assemblies. Proper

or wheelis at tolerancelimits. Itmay require taking 3

mounting procedure will reduce runout where it starts

radial readings to detect: outside shoulder, center rib, and

during the mounting process.

inside shoulder.

Jackup thefront endof the vehicle so axle is unloaded

and place jack stands for support. Inspect front end

components, including wheel bearing and kingpin play,

suspension and rear assemblies.

Use the tire runout gauge to check for both radial (top

photo) and lateral runout (bottom photo) for the rotating

assembly. Values over 0.060 inch will be a detectable

cause of vibration in steer assemblies and on recreational

Incorrect Bead Seating

vehicles. Current TMC (Technology & Maintenance

Council) assembly tolerances are 0.080 inches, radial and

lateral. See Page 58 for more information on Balance and

Runout.

176 Section Ten: Appendix

Note: The bead seating surface of the tire and wheel

do not match up as shown in previous illustration. This

incorrect seating is the result of mismount. The TMC

(Technology & Maintenance Council) specification

is 2/32nds (0.062 inch). If both wheel and tire are

lubricated and initial inflation is done with the tire flat,

then 1/32nd inch or less variance around the tire should

be obtainable.

Check for this mismount condition with the 6 inch

ruler, measuring in 4 locations around an unladen

assembly.

Check for hub to wheel clearance on hub piloted

assemblies with the feeler gauge. If the measured

Verification of radial (top photo) and lateral (bottom

highspot lines up with the feeler gauge gap, rotate

photo) wheel runoutis another step to be considered.

the assembly so the gap is at the top, loosen the lug

TMC tolerances are 0.070 inch on tubeless steel disc

nuts, and allow gravity to center the wheel on the hub.

wheels and 0.030 inch on tubeless aluminum disc wheels.

Hand tighten the top nut, tighten all nuts in the proper

sequence, recheck for runout, and retorque.

PROCEDURE TO CHECK THE WHEEL FOR

RADIAL AND LATERAL RUNOUT

• Mark two studs and the wheel with a crayon.

• Remove the tire and wheel assembly from the hub.

• Markthe tire and wheel at the valve stem.

• Dismount the tire from the wheel using proper

procedures.

• Clean the wheel flange area with a wire brush. Check

the wheel for any damage.

• Identify andmark the wheel toindicate where the

radial and lateral high and low spots were found on the

tire.

• Place the wheel back on themarked hubwith the

wheel matched to the marked studs. Use 3 lug nuts and

properly torque.

On cast spoke and

• Measure radial and lateral runout on the inside and

demountable rim assemblies,

outside flange.

loosen and properly retighten

• See if the readingsmatch up to the tire.

the rim clamp nuts to the

• Readings greater than 0.030 inch for aluminum wheels

proper torque. Recheck for

and 0.070 inch on steel wheels indicate high runout.

runout.

Section Ten: Appendix

177

VIBRATION

Specifications for MICHELIN^®X One^®tires: See TMC RP

Tire-induced vibrations are generally the result

214D, Tire/Wheel End Balance and Runout for more details

of out-of-round assemblies. Common causes for out-

on radial and lateral runout readings.

of-round assemblies are components such as wheels,

Radial Runout < 0.125 inch

drums, and hubs and are corrected by changing the

Lateral Runout < 0.125 inch

individual component. The most common cause stems

from mismount or improper mounting procedures that

14” x 22.5 Aluminum Wheels < 0.030 inch

lead to the tire not seating concentrically with the wheel.

14” x 22.5 Steel Wheels < 0.070 inch

Whether it’s an individual component part or a mounting

issue, these problems can be identified easily by checking

Tools Required: Truck style runout gauge stand with dial

for radial and lateral runout.

indicator.

BALANCE

The Technology Maintenance Council (TMC) has

specifications for balancing.

Specifications for MICHELIN^®X One^®tires: See TMC RP

214D, Tire/Wheel End Balance and Runout, Appendix B

for more details on balance.

Steer:

24 oz

Drive:

28 oz

Trailer: 28 oz

Tools Required: A static or dynamic wheel balancer and

adapters to accommodate the larger MICHELIN^®X One^®

tire and wheel assembly.

When troubleshooting a ride disturbance, it is standard

practice to check the balance. Due to themajorimpact

runout has on balance, it is recommended that radial and

lateral runout are checked prior to attempting to balance

the assembly.

Radial Runout

NOTE: A piece of duct tape wrapped around the tread

will facilitate measuring radial runout on block style

drive tread designs.

Lateral Runout

178 Section Ten: Appendix

SERVICING MULTI-PIECE & SINGLE PIECE RIM/WHEELS

separation of a multi-piece rim/wheel, or during the

OSHA REGULATION:

sudden releaseof the contained air of a single piece rim/

SERVICING MULTI-PIECE AND

wheel.

SINGLE PIECE RIM/WHEELS

Rim manual means a publication containing

(a) Scope. (1) This section applies to the servicing of

instructions from the manufacturer or other qualified

multi-piece and single piece rim/wheels used on large

organization for correct mounting, demounting,

vehicles such as trucks, tractors, trailers, buses, and

maintenance, and safety precautions peculiar to the type

off-roadmachines. It does not apply to the servicing of

of wheel being serviced.

rim/wheels used on automobiles, or on pickup trucks and

Rim/wheel means an assemblage of tire, tube and liner

vans utilizing automobile tires or truck tires designated

(where appropriate), and wheel components.

‘‘LT.’’

Service or servicing means the mounting and

(2) This section does not apply to employers and places

demounting of rim/wheels and related activities such as

of employment regulated under the Construction Safety

inflating, deflating, installing, removing, and handling.

Standards, 29 CFR* part 1926; the Agriculture Standards,

Service area means that part of an employer’s premises

29 CFRpart 1928; the Shipyard Standards, 29 CFR part

used for the servicing of rim/wheels or any other place

1915;or the Longshoring Standards, 29 CFRpart 1918.

where an employee services rim/wheels.

(3) All provisions of this section apply to the servicing of

Single piece rim/wheel means the assemblage of single

both single piece rim/wheels and multi-piece rim/wheels

piece rim/wheel with the tire and other components.

unless designated otherwise.

Single piece wheel means a vehicle wheel consisting of

(b) Definitions. Barrier means a fence, wall, or other

one part, designed to hold the tire on the wheel when the

structure or object placed between a single piece rim/

tire is inflated.

wheelandanemployeeduringtireinflation, to contain

Trajectory means any potential path or route that a

the rim/wheel components in the event of the sudden

rim/wheel component may travel during an explosive

release of the contained air ofthe single piece rim/wheel.

separation, or the sudden release of the pressurized air,

Charts means the U.S. Department of Labor,

or anareaat whichan airblast from asingle piece rim/

Occupational Safety and Health Administration

wheel may be released. The trajectory may deviate from

publications entitled ‘‘Demounting and Mounting

paths which are perpendicular to the assembled position

Procedures for Truck/Bus Tires’’ and ‘‘Multipiece

of the rim/wheel at the time of separation or explosion.

Rim Matching Chart,’’ the National Highway Traffic

Wheel means that portion of a rim/wheel which provides

Safety Administration (NHTSA) publications entitled

the method of attachment of the assembly to the axle of a

‘‘Demounting and Mounting Procedures Truck/

vehicle and also provides themeans to contain the infl

Bus Tires’’ and ‘‘Multipiece Rim Matching Chart,’’

portion of the assembly (i.e., the tire and/or tube).

or any other poster which contains at least the same

instructions, safety precautions, and other information

a program to train all employees who service rim/wheels

contained in the charts that is applicable to the types of

in the hazards involved in servicing those rim/wheels and

wheels being serviced.

the safety procedures to be followed.

Installing a rim/wheel means the transfer and

(i) The employer shall assure that no employee services

attachment of an assembled rim/wheel onto a vehicle

any rim/wheel unless the employee has been trained

axle hub. Removing means the opposite of installing.

and instructed in correct procedures of servicing the

Mounting a tire means the assembly or putting together

type of wheel being serviced, and in the safe operating

of the wheel and tire components to form a rim/wheel,

procedures described in paragraphs (f) and (g) of this

including inflation. Demounting means the opposite of

section.

mounting.

(ii) Information to be used in the training program shall

Multi-piece rim/wheel means the assemblage of a multi-

include, at a minimum, the applicable data contained

piece wheel with the tire tube and other components.

in the charts (rim manuals), and the contents of this

Multi-piece wheel means a vehicle wheel consisting of

standard.

two or more parts, one of which is a side or locking ring

(iii) Where an employerknows or has reason to

designed to hold the tire on the wheel by interlocking

believe that any of his employees is unable to read and

components when the tire is inflated.

understand the charts or rim manual, the employer shall

Restraining device means an apparatus such as a cage,

assure that the employee is instructed concerning the

rack, assemblage of bars and other components that will

contents of the charts and rim manual in a manner which

constrain all rim/wheel components during an explosive

*29 CFR - Title 29, Labor; Code of Federal Regulations

Section Ten: Appendix

179

the employee is able to understand.

(E) Other structural damage which would decrease its

(2) The employer shall assure that each employee

effectiveness.

demonstrates and maintains the ability to service rim/

(iv) Restraining devices or barriers removed from

wheels safely, including performance of the following

service shall not be returned to service until they

tasks:

are repaired and reinspected. Restraining devices or

(i) Demounting of tires (including deflation);

barriers requiring structural repair such as component

(ii) Inspection and identification of the rim/wheel

replacement or rewelding shall not be returned to service

components;

until they are certified by either the manufacturer or a

(iii) Mounting of tires (including inflation with a

Registered Professional Engineer as meeting the strength

restraining device or other safeguard required by this

requirements of paragraph (d)(3)(i) of this section.

section);

(4) The employer shall furnish and assure that an air

(iv) Use of the restraining device or barrier and other

line assembly consisting of the following components be

equipment required by this section;

used for inflating tires:

(v) Handling of rim/wheels;

(i) A clip-on chuck;

(vi) Inflation of the tire when a single piece rim/wheel is

(ii) Anin-line valve with a pressure gauge or a

mounted on a vehicle;

presettable regulator; and

(vii) An understanding of the necessity of standing

(iii) Asufficient length of hose between the clip-on

outside the trajectory both during inflation of the tire and

chuck and the in-line valve (if one is used) to allow the

during inspection of the rim/wheel following inflation;

employee to stand outside the trajectory.

and

(5) Current charts or rim manuals containing

(viii) Installation and removal of rim/wheels.

instructions for the type of wheels being serviced shall be

(3) The employer shall evaluate each employee’s

available in the service area.

ability to perform these tasks and to service rim/wheels

(6) The employer shall furnish and assure that only

safely, and shall provide additional training as necessary

tools recommended in the rim manual for the type of

to assure that each employee maintains his or her

wheel being serviced are used to service rim/wheels.

proficiency.

(e) Wheel component acceptability. (1) Multi-piece

(d) Tire servicing equipment. (1) The employer shall

wheel components shall not be interchanged except as

furnish a restraining device for inflating tires on multi-

provided in the charts or in the applicable rim manual.

piece wheels.

(2) Multi-piece wheel components and single piece

(2) The employer shall provide a restraining device or

wheels shall be inspected prior to assembly. Any wheel or

barrier for inflating tires on single piece wheels unless the

wheel component which is bent out of shape, pitted from

rim/wheel will be bolted onto a vehicle during inflation.

corrosion, broken, or cracked shall not be used and shall

(3) Restraining devices and barriers shall comply with

be marked or tagged unserviceable and removed from the

the following requirements:

service area. Damaged or leaky valves shall be replaced.

(i) Each restraining device or barrier shall have the

(3) Rim flanges, rim gutters, rings, bead seating

capacity to withstand the maximum force that would be

surfaces, and the bead areasof tires shall be free of any

transferred to it during a rim/wheel separation occurring

dirt, surface rust, scale or loose or flaked rubber build-up

at 150 percent of the maximum tire specification pressure

prior to mounting and inflation.

for the type of rim/wheel being serviced.

(4) The size (bead diameter and tire/wheel widths) and

(ii) Restraining devices and barriers shall be capable of

type of both the tire and the wheel shall be checked for

preventing the rim/wheel components from being thrown

compatibility prior to assembly of the rim/wheel.

outside or beyondthedevice or barrier for any rim/wheel

(f) Safe operating procedure-multi-piece rim/wheels.

positioned within or behind the device;

The employer shall establish a safe operating procedure

(iii) Restraining devices and barriers shall be visually

for servicing multi-piece rim/wheels and shall assure that

inspected prior to each day’s use and after any separation

employees are instructed in and follow that procedure.

of the rim/wheel components or sudden release of

The procedure shall include at least the following

contained air. Any restraining device or barrier exhibiting

elements:

damage such as the following defects shall be immediately

(1) Tires shall be completely deflated before

removed from service:

demounting by removal of the valve core.

(A) Cracks at welds;

(2) Tires shall be completely deflated by removing the

(B) Cracked or broken components;

valve core before a rim/wheel is removed from the axle in

either of the following situations:

abuse, tire explosion or rim/wheel separation;

(i) When the tire has been driven underinflated at 80%

(D) Pitting of components due to corrosion; or

or less of its recommended pressure, or

180 Section Ten: Appendix

(ii) When there is obvious or suspected damage to the

(2) Mounting anddemountingofthetire shall be

tire or wheel components.

done only from the narrow ledge side of the wheel. Care

(3) Rubber lubricant shall be applied to bead and

shall be taken to avoid damaging the tire beads while

rim mating surfaces during assembly of the wheel and

mounting tires on wheels. Tires shall be mounted only on

inflation of the tire, unless the tire or wheel manufacturer

compatible wheels of matching bead diameter and width.

recommends against it.

(3) Nonflammable rubber lubricant shall be applied

(4) If a tire on a vehicle is underinflated but has more

to bead and wheel mating surfaces before assembly of

than 80% of the recommended pressure, the tire may be

the rim/wheel, unless the tire or wheel manufacturer

inflated while the rim/wheel is on the vehicle, provided

recommends against the use of any rubber lubricant.

remotecontrol inflation equipmentis used andno

(4) Ifa tire changingmachine is used, the tire shall be

employees remain in the trajectory during inflation.

inflated only to the minimum pressure necessary to force

(5) Tires shall be inflated outside a restraining device

the tire bead onto the rim ledge while on the tire changing

only to a pressure sufficient to force the tire bead onto

machine.

the rim ledge and create anairtight seal with the tire and

(5) If a bead expander is used, it shall be removed

bead.

before the valve core is installed and as soon as the rim/

(6) Whenever a rim/wheel is in a restraining device the

wheel becomes airtight (the tire bead slips onto the bead

employee shall not rest or lean any part of his body or

seat).

equipment on or against the restraining device.

(6) Tires may be inflated only when contained within a

(7) After tire inflation, the tire and wheel components

restraining device, positioned behind a barrier, or bolted

shall be inspected while still within the restraining device

on the vehicle with the lug nuts fully tightened.

to make sure that they are properly seated and locked.

(7) Tires shall not beinflated when any flat, solid

If further adjustment to the tire or wheel components

surface is in the trajectory and within one foot of the

is necessary, the tire shall be deflated by removal of the

sidewall.

valve core before the adjustment is made.

(8) Employees shall stay out of the trajectory when

(8) No attempt shall be made to correct the seating of

inflating a tire.

side and lock rings by hammering, striking, or forcing the

(9) Tires shall not be inflated to more than the inflation

components while the tire is pressurized.

pressure stamped in the sidewall unless a higher pressure

(9) Cracked, broken, bent, or otherwise damaged rim

is recommended by the manufacturer.

components shall not be reworked, welded, brazed, or

(10) Tires shall not be inflated above the maximum

otherwise heated.

pressure recommended by the manufacturer to seat the

(10) Whenever multi-piece rim/wheels are being

tire bead firmly against the rim flange.

handled, employees shall stay out of the trajectory unless

(11) No heat shall be applied to a single piece wheel.

the employer can demonstrate that performance of the

(12) Cracked, broken, bent, or otherwise damaged

servicing makes the employee’s presence in the trajectory

wheels shall not be reworked, welded, brazed, or

necessary.

otherwise heated.

(11) No heat shall be applied to a multi-piece wheel or

Reprints of the charts are available through the Occupational Safety and

wheel component.

Health Administration (OSHA) Area and Regional Offices. The address and

(g) Safe operating procedure-single piece rim/wheels.

telephone number of the nearest OSHA office can be obtained by looking

in the local telephone directory under U.S. Government, U.S. Department of

The employer shall establish a safe operating procedure

Labor, Occupational Safety and Health Administration.

for servicing single piece rim/wheels and shall assure that

Single copies are available without charge. Individuals, establishments and

employees are instructed in and follow that procedure.

other organizations desiring single or multiple copies of these charts may

order them from the OSHA Publications Office, U.S. Department of Labor,

The procedure shall include at least the following

Room N-3101, Washington, DC 20210, Telephone (202) 219-4667.

[49 FR 4350, Feb. 3, 1984, as amended at 52 FR 36026, Sept. 25, 1987; 53 FR

elements:

34737, Sept. 8, 1988; 61 FR 9239, Mar. 7, 1996].

(1) Tires shall be completely deflated by removal of the

valve core before demounting.

Section Ten: Appendix

181

REGROOVING

Only MICHELIN^®truck tires that are marked

One of the regulations governing regrooving tires

“REGROOVABLE” on the sidewall may be regrooved. After

requires that a regrooved tire must have a minimum

regrooving, you must have at least 3/32” of under tread

of 90 linear inches of tread edge per linear foot of the

covering the top ply. If steel is exposed, the tire must be

circumference.

scrapped or retreaded. In addition, some tread designs

The MICHELIN^®XZU^®2 tire has only 3 circumferential

will have a regrooving depth indicator as shown below.

tread grooves. To meet the 569.7 (iii) requirement,

Do not regroove below the depth of the indicator.

additional lateral grooves must be added as shown below.

Regrooving depth indicators are holes (of 4mm depth)

situated on the treadwear indicator to indicate the

recommended regrooving depth for these tires.

New

Used

Regrooved

It is the responsibility of the regroover to assure that

all Federal Regulations are met. See US Code of Federal

Regulations: Title 49, Transportation; Parts 569 and

393.75.

1.6 mm

4.0 mm

Depth Indicators

1.6 mm = 2/32nds

4.0 mm = 5/32nds

182 Section Ten: Appendix

(vii) If the tire issiped by cutting the tread surface

REGROOVING CODE

U. S. CODE OF FEDERAL REGULATIONS:

without removing rubber, the tire cord material shall not

TITLE 49, TRANSPORTATION; PARTS 569.7 AND 393.75

be damaged as a result of the siping process, and no sipe

(EXTRACTS)

shall be deeper than the original or retread groove depth.

For complete regulations, go to: ecfr.gpoaccess.gov

(b) Siped regroovable tires. No person shall sell, offer

for sale, or introduce for sale or deliver forintroduction

569.7 REQUIREMENTS.

into interstate commerce a regroovable tire that has

(a) Regrooved tires. (1) Except as permitted by

been siped by cutting the tread surface without removing

paragraph (a)(2) of this section, no person shall sell,

rubber if the tire cordmaterial is damaged as a result of

offer for sale, or introduce or deliver for introduction

the siping process, or if the tire is siped deeper than the

into interstate commerce regrooved tires produced by

original or retread groove depth.

removing rubber from the surface of a worn tire tread to

generate a new tread pattern. Any person who regrooves

393.75 TIRES.

tires and leases them to owners or operators ofmotor

(a) No motor vehicle shall be operated on any tire that -

vehicles and any person who regrooves his own tires

(1) Has body ply orbeltmaterial exposed through the

for use on motor vehicles is considered to be a person

tread or sidewall,

delivering for introduction into interstate commerce

(2) Has any tread or sidewall separation,

within the meaning of this part.

(3) Is flat or has an audible leak, or

(2) A regrooved tire may be sold, offered for sale, or

(4) Has a cut to the extent that the ply or belt material is

introduced for sale or delivered for introduction into

exposed.

interstate commerce only if it conforms to each of the

(b) Any tire on the front wheels of a bus, truck, or truck

following requirements:

tractor shall have a tread groove pattern depth of at least

(i) The tire being regrooved shall be a regroovable tire;

4⁄32 of an inch when measured at any point on a major

(ii) After regrooving, cord material below the grooves

tread groove. The measurements shall not be made where

shall have a protective covering of tread material at least

tie bars, humps, or fillets are located.

3 ⁄ 32-inch thick;

(iii) After regrooving, the new grooves generated into

tires shall have a tread groove pattern depth of atleast

the tread material and any residual original molded tread

2⁄32 of an inch when measured in a major tread groove.

groove which is at or below the new regrooved depth shall

The measurement shall not be made where tie bars,

have aminimum of 90 linear inches of tread edges per

humps or fillets are located.

linear foot of the circumference;

(d) No bus shall be operated with regrooved, recapped

(iv) After regrooving, the new groove width generated

or retreaded tires on the front wheels.

into the tread material shall be a minimum of 3/16-inch

(e)Aregrooved tire with aload-carrying capacity equal

and a maximum of 5⁄16-inch;

to or greater than 2,232 kg (4,920 pounds) shall not be

(v) After regrooving, all new grooves cutinto the tread

used on the front wheels of any truck or truck tractor.

shall provide unobstructed fluid escape passages; and

(vi) After regrooving, the tire shall not contain any of the

following defects, as determined by a visual examination

of the tire eithermounted on the rim, or dismounted,

whichever is applicable:

(A) Cracking which extends to the fabric,

(B) Groove cracks or wear extending to the fabric, or

Section Ten: Appendix

183

TRANSIT APPLICATIONS IN URBAN CONDITIONS

Transit applications in Urban conditions may

If no sidewall depth indicator is available and the

experience sidewall abrasion damage from rubbing the

product you are using it is not maximized for urban use

tire’s sidewall along a curb. This damage is primarily

the tire should accept some lighter levels of tire curbing.

found on the right side of the vehicle on the front and rear

Whenthesidewall writing and beautyrings areworn offit

positions. MICHELIN^®X^®INCITY™ Z and XZU^®3 transit

is time to rotate sidewalls.

tires are designed to operatein these conditions and offer

Prior to rotating the tire sidewall, the sidewall should

additional sidewall protection in these situations. The

be examined tomake sure there are no cords exposed or

Urban tires also have a molded sidewall depth indicator

cuts deeper than 3 mm. If these conditions exist, the tire

to assist in knowing how deep the tire can wear before

should be removed and scrapped.

rotating away from that scrub position.

NOTE: Not all tire sidewall depth indicators are located

along the same plane in the sidewall.

MICHELIN^®X^®INCITY™ Z TIRE

The MICHELIN^®X^®INCITY™ Z tire has sidewall

depth indicators at 4 identical locations. Therefore, if

very little or no sidewall depth indicator is visible on

the MICHELIN^®X^®INCITY™ Z tire it is time to rotate

sidewalls.

New Sidewall Depth Indicators

MICHELIN^®XZU^®3 TIRE

The MICHELIN^®XZU^®3 tire has the depth indicators

in opposite placement at 2 different heights. There are 4

sidewall depth indicators located at 2 different positions

on each sidewall with a depth of 6 mm. The indicators

are diametrically opposite each other on the same side.

When two of the depth indicators wear down to the point

that they disappear the tire needs to be rotated with that

Worn Sidewall Depth Indicators

sidewall away from the curb.

184 Section Ten: Appendix

“THE CRITICAL 6”

FACTORS THAT COST FLEETS MONEY

Goal: Install suitable valve caps on all wheel positions.

Consider the use of inflate-thru valve caps for easier

Overall Goal: Maintain all tires at the fleet target

pressure maintenance.

inflation pressure based on the manufacturers’

Effect: The number one cause of tire pressure loss can

application data book for the particular axle load. When

be attributed to missing valve caps. Operating without

monitoring inflation pressure well maintained fleets deep

valve caps can result in under inflation and the conditions

the tires within 5 psi of this setting, and notmore than 5

mentioned above in 1 and 2.

psi different than the dual tire next to it in operation.

4. Dual Mismatch Inflation Pressure

1. Low Inflation Pressure

Dual mismatched pressures can cause a permanent

Under-inflation is the biggest issue in the industry.

irregular wear pattern to develop and within a few weeks

It is the number one cause of premature tire removal.

canpotentially be a cause of early tire removal. Dual

With the advancement in today’s radial casing, it is

mismatched pressure will also affect the matched tire,

virtually impossible to determine if a tire is properly

causing accelerated tread wear and casing fatigue.

inflated without using a pressure gauge. Periodically

Goal: Maintain all tires at the fleet target inflation

calibrate the gauges using a master gauge. Over time,

pressure based on the manufacturers’ application data

usage conditions can cause a pressure gauge to loose

book for the particular axle load. Well maintained fleets

accuracy beyond the 2 psi manufactures tolerance range.

keep the tires within 5 psi of this setting when monitoring

The time and effort required to verify gauges and to check

inflation pressure.

tire pressure is time well spent.

Effect: This irregular wear can result in early removal or

Goal: Maintain all tires at the fleet target inflation

require tire rotation to minimize the effect.

pressure based on the manufacturers’ application data

book for the particular axle load.

5. Dual Mismatch Height

Effect: An inflation pressure mismatch of greater than

Dual mismatch tread depths (tire height differences)

five psi will result in the two tires of a dual assembly

will cause irregular wear. Additionally, the larger tire (the

being significantly different in circumference resulting

one with the greatest tread depth) will become over-

in irregular wear and can alsolead to eventual tireloss

fatigued due to bearing more weight, this accelerates

duetoprematurecasingfatigue. A difference of five psi

premature casing failure.

between steer tires will cause the vehicle to pull to the

Goal: Match tires in dual assembly with equal tread

side with the lower pressure. Additionally, under inflation

depths. Well maintained fleets use +/- 4/32" of tread

results in internal tire heat build up and potentially

depth as maximum allowable difference in overall height

premature tire failure.

between the duals.

Effect: Dual mismatch tread depths can cause a

2. High Inflation Pressure

permanent irregular wear pattern in a few weeks resulting

Over inflated tires increase the likelihood of crown cuts,

in early removal or alost casing.

impact breaks, punctures, and shock damage resulting

fromthedecreaseof sidewall flexing and anincreasein

6. Irregular Wear

firmness of the tread surface.

Proper inflation pressure, correct toe settings and

Goal: Maintain all tires at the fleet target inflation

proper alignment can prevent most irregular wear.

pressure based on the manufacturers’ application data

Steer, drive, and trailer axle alignment verification and/

book for the particular axle load.

or correction can be performed with a minimal cost or

Effect: Increases the probability of potential casing

investment in equipment.

damage. This change in contact patch footprint could

Goal: Reduce irregular wear by proactive tire and

result in a reduction of traction and tread life.

vehicle maintenance programs.

Effect: Once a wear pattern develops, it will continue

3. Missing Valve Caps

until the tire is rotated or removed to be retreaded or

Missingvalve caps are a primary source oflow inflation

scrapped. Diagnosis and correction of the cause is part

pressure. Valve caps are used to keep debris out of the

of the solution in preventing future conditions. Average

core and act as a secondary air seal if the valve core

occurrence of irregular wear typically results in a loss

happensto leak.Verify thereis a good tight seal by use

of tread life resulting in a much higher total cost of

of a spray type leak detector. A good “metal” cap with a

ownership.

rubber seal will hold tire pressure without a valve core.

Section Ten: Appendix

185

PUBLICATIONS, VIDEOS, AND WEBSITES

Publications - Data Books:

BFGoodrich^®Commercial Truck Tires Data Book

BWL42029

MICHELIN^®Agricultural Tire Data Book

MUT41305

MICHELIN^®Data Book (Passenger Tire and Light Truck Tire)

MDL41780

MICHELIN^®Earthmover and Industrial Data Book

MEL40017

MICHELIN^®Truck Tire Data Book: RV Tires, Commercial Light Truck Tires, Truck Tires and Retreads

MWL40731

Uniroyal Truck Tire Data Book

UWL10000

Publications - References:

Cage It Poster 24”x36”

MWT43142

Crown/Sidewall Repair Template

MWT40192

MICHELIN^®Earthmover and Industrial Tire Reference Brochure

MEL41736

MICHELIN^®RV Tires

MWL43146

MICHELIN^®TruckTire Nail Hole Repair Procedures

MWT40163

Nail Hole Repair Poster 24”x36”

MWT43210

The Usual Suspects Drive, Flyer

MWT43661

The Usual Suspects Drive, Poster 24”x36”

MWT43962

The Usual Suspects Steer, Flyer

MWT43963

The Usual Suspects Steer, Poster 24”x36”

MWT43964

The Usual Suspects Trailer, Flyer

MWT43965

The Usual Suspects Trailer, Poster 24”x36”

MWT43966

Publications - Warranties:

Agricultural Tires Limited Manufacturer’s Warranty (MICHELIN^®/KLÉBER^®)

XUM41727

BFGoodrich^®Truck Tire Operator’s Manual and Limited Warranty

BMW40844

Earthmover Limited Tire Warranty

MEE40022

Michelin Retread Technologies, Inc. National Limited Warranty

MWW41268

MICHELIN^®Truck Tire Operator’s Manual and Limited Warranty

MWE40021

Passenger and Light Truck - MICHELIN^®Complete Warranty

MDW41156

Uniroyal Truck Tire Operator’s Manual and Limited Warranty

UWW10000

Technical Bulletins: www.michelintruck.com

http://www.michelintruck.com/reference-materials/manuals-bulletins-and-warranties/

Videos:

http://www.michelintruck.com/reference-materials/videos/

http://www.bfgoodrichtrucktires.com/reference-materials/videos/

Websites:

www.michelintruck.com

www.michelinrvtires.com

www.bfgoodrichtrucktires.com

www.uniroyaltrucktires.com

www.michelinman.com

186 Section Ten: Appendix

Industry Contacts And Publications:

OSHA (Occupational Safety and Health Administration)

www.osha.gov

- Safety StandardNo. 29Cfr, Part1910.177

USTMA (U.S. Tire Manufacturers Association) - Formally RMA

www.ustires.org

- Care And Service of Truck and Light Truck Tires

- Inspection Procedures to Identify Potential Sidewall “Zipper Ruptures” in Steel Cord Radial Truck,

Bus and Light Truck Tires (TISB 33, Number 6)

SAE (Society of Automotive Engineers)

www.sae.org

TIA (Tire Industry Association)

www.tireindustry.org

- Commercial Tire Service Manual

TMC (Technology & Maintenance Council)

www.trucking.org

- TMC RP 201D, Tire Flap and Rim Dimensions

- TMC RP 203D, Truck Tire Regrooving

- TMC RP 205B, Use of Tire Bead Lubricants

- TMC RP 206B, Tire Repair Procedures

- TMC RP 208E, Tire Cost Determination

- TMC RP 209E, Tire and Rim Safety Procedures

- TMC RP 210D, Radial Tire Construction Terminology

- TMC RP 211B, Rim and Wheel Selection and Maintenance

- TMC RP 212D, Industry Advisory for Retreading Truck and Bus Tires

- TMC RP 213E, RMA Truck Tire and Wheel-Related Publications

- TMC RP 214D, Tire/Wheel End Balance and Runout

- TMC RP 215D, Sources of Tire and Wheel Information

- TMC RP 216C, Radial Tire Conditions Analysis Guide

- TMC RP 217D, Attaching Hardware for Disc Wheels

- TMC RP 218E, DOT Tire Identification Codes

- TMC RP 219C, Radial Tire Wear Conditions and Causes (A Guide to Wear Pattern Analysis)

- TMC RP 220D, Tire Tread Design Selection

- TMC RP 221D, Retread Plant Inspection Guidelines

- TMC RP 222C, User’s Guide to Wheels and Rims

- TMC RP 223D, Tire Selection Process

- TMC RP 224D, Tire Retread Process

- TMC RP 226C, Radial Tire Repair Identifier (Blue Triangle)

- TMC RP 228B, Guidelines for Tire Radio Frequency Tags and Readers

- TMC RP 229B, Computerized Tire Recordkeeping

- TMC RP 230B, Tire Test Procedures for Treadwear, Serviceability and Fuel Economy

- TMC RP 231, Wheel System Maintenance Labeling Guidelines

- TMC RP 232A, Zipper Rupture Inspection Procedures for Light- and Medium-Duty Truck Tires

- TMC RP 233B, Radial Tire Nail Hole Repair Training Guidelines

- TMC RP 234A, Proper Valve Hardware Selection Guidelines

- TMC RP 235, Guidelines for Tire Inflation Pressure Maintenance

- TMC RP 236A, Outsourcing Guidelines for Tire and Wheel Maintenance

- TMC RP 237A, Retorquing Guidelines for Disc Wheel

- TMC RP 238A, Troubleshooting Disc Wheel Looseness

- TMC RP 239A, Commercial Vehicle Tire Inflation and/or Monitoring Systems Guidelines

- TMC RP 240A, Steel Wheel and Rim Refinishing Guidelines

- TMC RP 241A, Tubeless Disc Wheel Inspection for Undersized Bead Seats

- TMC RP 242, Guidelines for Evaluating Tire and Wheel Related Products and Systems

- TMC RP 243, Tire and Wheel Match Mounting Markings

- TMC RP 244A, Bias Tire Conditions Analysis Guide

- TMC RP 245, Tire Assembly Balancing With Wheel Weights

- TMC RP 246, Consideration for Products Intended for Use Inside Tires

- TMC RP 247, Tire Radio Frequency Identification (RFID) Device Guidelines (Passive Tags) for Medium- and Heavy-Duty Truck Tires

- TMC RP 248, Guidelines for Tire Casing Data Marking in the Retread and/or Repair Process

- TMC RP 249, Safety Issues Related to the Use of Flammable Fluids During Tire Demounting

- TMC RP 250, Effects of Extreme Temperatures on Wheel Torque and Clamp Load

- TMC RP 251, Irregular Wear in Low-Profile Metric Wide-base Radial Tires Used in Trailer Service

- TMC RP 252, Troubleshooting Radial Tire Irregular Wear

- TMC RP 253, Usage Guidelines for Retreaded Steer Axle Tires

- TMC RP 254, Usage Guidelines for Repaired Steer Axle Tires

- TMC RP 608B, Brake Drums and Rotors

- TMC RP 631A, Recommendations for Wheel End Lubrication

- TMC RP 642B, Total Vehicle Alignment: Recommendations for Maximizing Tire and Alignment-Related Component Life

- TMC RP 643, Air-Ride Suspension Maintenance Guidelines

- TMC RP 645, Tie Rod End Inspection and Maintenance Procedure

- TMC RP 648, Troubleshooting Ride Complaints

TRIB (Tire Retread Information Bureau)

www.retread.org

TRA (The Tire and Rim Association, Inc.)

www.us-tra.org

TTMA (Truck Trailer Manufacturers Association)

www.ttmanet.org

- TTMA RP No. 17, Trailer Axle Alignment

Section Ten: Appendix

187

Index

Caster

Ackerman Principle

Chains

60,

105

Air Suspensions

Clearances

46-47

AIRSTOP^™Tube

132

Front Wheel Clearances

Alignment

63-69

Lateral Clearances

Camber

Longitudinal Clearances

Caster

Vertical Clearances

Recommended Alignment Targets

Cold Climate Pressure Correction Data

169

Steer Axle Geometry

Commercial Vehicle Safety Alliance (CVSA)

130

Steer Axle Setback

Comparative Sizes

6, 133

Tandem Axle Parallelism

Components and Materials

30, 136

Thrust Angle (Tracking)

Contact Area/Footprint

Toe

63-64

Conversion Table

160

Toe-Out-On-Turns

Cost Analysis

170

Alignment Checks (Frequency)

Cost Per Mile (CPM)

170

Alignment Equipment

Critical Six Fundamentals

185

Alignment Field Method

67, 166-167

Cross (Bias) Ply

131-142

Alignment Targets (TMC Guidelines)

Cupping Wear

Aluminum Wheels

Ambient Temperature

9, 50

Application

4-5

Damages (Radial/Crown)

143-158

Commercial Light Truck

Definitions

6, 9-10, 132

MICHELIN^®X One^®Tire Applications

Demounting

41-42

Long Haul

MICHELIN^®X One^®Tire

102

On/Off-Road

Tubeless

41-42

Recreational Vehicle

Tube-Type

141-142

Regional

Diagonal (Bias) Ply

131-142

Special Application Tires

Diagonal Wear

Urban

Diesel Fuel Contamination

4x2 Applications

Directional Tires

Approximate Weight of Materials

161

Disc Wheel Installation

Aspect Ratio

Do Not Overload

ATTACC Plus System (Field Alignment Method)

166-167

DOT Sidewall Markings

7, 9

Automated Tire Inflation System (ATIS)

Drive at Proper Speeds

57 , 117

Axle Alignment

165

Drive Carefully

56, 117

Axle and Wheel Ends - MICHELIN^®X One^®Tire

83-85

Drop Center

Axle Parallelism and Tracking

68-69

Dual Assembly

45-48

Axle Track Width

Dual Mismatch

185

Dual Spacing/Measuring

6, 45, 116

Dynamometers

61, 120

Balance and Runout

Bearings

Bias-Ply (Cross, Diagonal Ply)

131-142

Effect and Cause - Tire Damage

145-158

BibAlignment System

Air Infiltration

148-149

Brake Heat

76-77, 96-99

Bead Damages

155

Brake Lock

75-76

Fatigue Related Damage

154

Braking Systems and Issues

75-77

Impact Damage

153

Branding

Pinch Shock

152

Buff Radius

102-104

Repairs and Retreading Conditions

156-157

Buff Width

102

Run-flat

146-147

Buffing Specification Chart (Retread)

104

Scrap Inspection Form

158

Engine Computers / Fuel Economy

Extending Tire Life

49-80

Camber

65,

Casing Management

168-169

Cast Spoke Wheel

188 Section Ten: Appendix

Index

Factors Affecting Tread Life/Tread Wear

63-69

Jack-Knife

110

Fasteners for MICHELIN^®X One^®Tires

Fatigue Rupture (Zipper)

120

Field Alignment Checks

Maintaining the Tire

50-58

Fifth Wheel

Maintaining the Vehicle

63-80

Flap Code

132, 135

Material Weights

161

Flat Spots

72, 75

Matching Pressures

170

Flood Damage

Matching Tires

45, 48, 168

Footprint

Michelin Retread Technologies (MRT)

102-104, 130

Free Radius

6-7

MICHELIN^®X One^®Tire

81-106

Free Rolling Wear

Minimum Dual Spacing

6, 152

Fuel Efficiency/Saving/Analysis

171

Mismount

Fuel Analysis

171

Mounting Procedures

32-37, 138-140, 172

MICHELIN^®X One^®Tire

32-34

Tubeless

32-37

GAWR (Gross Axle Weight Rating)

14, 57, 95, 114, 121-123

Tube-Type

138-140

Gear Ratio

45, 105

16.00R20 and 24R21

172

General Information

160-163

19.5” Mounting

35-36

Approximate Weight of Materials

161

Aluminum Wheels

Conversion Table (Standard - Metric - Degrees)

163

Steel Wheels

Load Index

162

Load Range/Ply Rating

160

Pressure Unit Conversion

160

Nail Hole Repair Manual

126-130

Speed Symbol

163

Nitrogen

52, 116

Units of Measurement

160

Nominal Wheel Diameter

6-7

GCW (Gross Combination Weight)

14, 122-123

GCWR (Gross Combined Weight Rating)

114, 121-123

Guide Rib

OSHA (Occupational Safety and Health Administration)

GVW (Gross Vehicle Weight)

13, 121-123

1910.177

179-181

GVWR (Gross Vehicle Weight Rating)

121-123

Offset/Outset-Dual/Front Wheels

Operation and Handling

107

Out-of-Service Conditions

174-175

Heat Study

96-99

OutsetWheel -MICHELIN^®X One^®Tire

22, 88

Hub Piloted Disc Wheels

Over-Steer

107

Hydroplaning

108

Overall Diameter/Width

Overall Vehicle Track and Width

Overinflation

51, 185

In-Service Alignment Recommendations

Inflation and Pressure Monitoring Systems

90-91

Inflation Safety Recommendations

30, 136

Ply Rating

160

Inspections

29, 54, 66, 158

Preparation of Wheels and Tires

31, 137

Installation

Pressure

40, 50-51, 94, 185

Pressure Coefficients

10-11, 134

Pressure Maintenance

50-58, 94, 114-116

Lateral Clearance - MICHELIN^®X One^®Tires

Pressure Monitoring System

56, 116

Legal Limits

Pressure Unit Conversion Table

160

Load Index

162

Proper Pressure

Load per Inch Width Law

Publications

186

Load Range/Ply Rating

160

Load Ratings

Loaded Radius

6-7

Loads Per Axle

Lubrication

31, 137

Section Ten: Appendix

189

Index

Quick Checks for Suspension Faults

70-80

TRA (The Tire & Rim Association, Inc.) Standards . . . 10, 11, 134

Front Suspension Faults

Tandem Axle Parallelism

Rear Suspension Faults

Tandem Axles

45, 64, 68-69, 165, 167

Trailer System Faults

Tech Identification (Blue) Triangle

130

Quick Reference Guide (Retreading)

130

ThermalEquilibrium

Thrust Angle

Tire Damage - Effect & Cause

143-158

Rapid Tire Pressure Loss Procedure

111

Air Infiltration

148-151

Recreational Vehicles

113-124

Bead Damages

155

Maintaining Recreational Vehicle Tires

114-120

Fatigue Related Damage

154

How to Weigh Recreational Vehicle

121-123

Impact Damage

153

Regrooving

182-183

Non Compliant Run Flat/Bead Lock Devices

Regulations

112

Pinch Shock

152

Repairs

102-104, 125-129, 133

Repairs and Retreading Conditions

156-157

Repair Limit

126

Run-flat

146-147

Retreading

102-104, 130

Scrap Inspection Form

158

Rims

9, 22-23

Tire Deflection

6-7

Rim Width

Tire Inspection

29, 54-55

Rollover Threshold

109

Tire Mixing

Rotation

Tire Pressure Monitoring System (TPMS)

RPM (Engine Revolutions per Minute)

105

Tire Repairs

115

Runout

48, 58, 164, 176-177

Tire Revolutions Per Mile (Tire Revs./Mile)

6, 45, 105, 173

Runout Diagnosis

58, 176-177

Tire Size Marking

6, 95, 133

MICHELIN^®X One^®Tire

Tubeless

Safety Device/Cage

29, 30, 126, 136

Tube-Type

133

Scrap Inspection Form

158

Tire Wear

70-74

Sealants

TMC Recommended Alignment Targets

Section Height

Toe

63-64, 70

Sidewall Markings

ToeWear

Siping

Camber Wear

Spare Wheel Rack

Cupping Wear

Special Tools for Mounting MICHELIN^®X One^®Tire

38-39

Diagonal Wear

Speed Restrictions

Flat Spotting Wear

Speed Symbol

Free Rolling Wear

Spinning

Toe-Out-On-Turns

Specification Data Table

7, 94, 124

Torque Chart

19, 20-21

Spindles

Transit Application in Urban Conditions

184

Stacking of MICHELIN^®X One^®Tire

Tread Depth Measurements

56, 115

Static and Low Speed Load

11, 134

Tread Designs

3-5, 8

Steel Wheels

Tread Pattern Designations

2-3

Steer Axle Geometry

Troubleshooting

79-80

Steer Axle Setback (Skew)

Truck Tire Size Markings

6, 133

Storage

59, 117, 137

Tube Code

132, 135

Stud Piloted Disc Wheels

Tubeless Tire

15-29

Summary of Tire Conditions Due to Brakes

Mounting

32-47

Suspensions

Demounting

41-42

Suspension Fault

79-80

Inflation

Tube-Type Tire

131-142

Automatic Spreader

140

Demounting

141-142

Inflation

140

Manual Spreader

140

Mounting

138-140

190 Section Ten: Appendix

MICHELIN TRUCK TIRE. SERVICE MANUAL (2017) - page 3