Tire Review by Babcox Media

INSIDE A U G U S T

Forestry Tires Ready For Quick Growth

Study Hard to Max Tire Hours

Unexpected Outcomes in Eco Tire Rush

2 0 1 2 V O L .

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Back 2Basics D E D I C A T E D

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B U I L D I N G

Y O U R

B U S I N E S S

Back 2Basics

Step-by-Step

ROTATING VEHICLE TIRES

TireReview.com

Part 3 in TIRE REVIEW’S Exclusive Series Takes You Through the Basics of Rotating Vehicle Tires – AWD, 4WD, FWD & RWD!

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VOL. 112 NO. 8

AUG12

DEPARTMENTS

FIRST LOOK 4 TireReview.com

FEATURES

Efficiency Before Expansion • Tire Industry Resources • Leak Detection

Back2Basics

VIEWPOINTS

The third installment in our Back2Basics series covers the step-by-step process of tire rotation. We cover AWD, 4WD, FWD and RWD, as well as variances for light truck and commercial tires. The in-depth review is ideal for newly-trained tire technicians, as well as industry veterans who want to brush up on their skills.

6 First Off Tire Repair Questions Answered

NEWS

24 Newsmakers Continental’s New PureContact • Mercy Tech Mission • ACCC’s Eco Express Grows

MANAGEMENT 38 Sales Intelligence Tire & Service Pricing

IQ 52 Service

IN FOCUS

While the forestry tire segment hasn’t experienced strong growth in recent years, it has held steady despite weak home building and construction trends. Now that things are beginning to pick up, tiremakers are optimistic for the future of this market. Find out what dealers can do to prepare for the uptick in demand – and profits – associated with a recovering economy.

Top Shop Profile

Fully-Charged

Forestry Tires

With 24 retail stores, four commercial truck tire and service centers and a retread facility, McGee Auto Service and Tires has seen substantial growth in just under four decades. From training to employee communication to customer service, find out what has kept this Lakeland, Fla.-based dealership operating successfully throughout the years.

56 Tire Tech Tire Mounting Miscues

60 OTR Tires Maximum Tire Hours

66 Performance Balancing Act

SPOTLIGHT Members of:

70 Tire Changers

BPA

INTERNATIONAL

SOLUTIONS 73 Products/Info

Proud Supporters of:

TIRE REVIEW (ISSN 0040-8085) (AUGUST 2012, Volume 112, Number 8. Published monthly by Babcox Media Inc., 3550 Embassy Parkway, Akron, OH 44333 U.S.A. Phone (330) 670-1234, FAX (330) 670-0874. Periodical postage paid at Akron, OH 44333 and additional mailing offices. POSTMASTER: Send address changes to Tire Review, 3550 Embassy Parkway, Akron, OH 44333. A limited number of complimentary subscriptions are available to individuals who meet the qualification requirements. Call (330) 6701234, ext. 242, to speak to a subscription services representative or FAX us at (330) 670-5335. Paid subscriptions are available for non-qualified subscribers at the following rates: U.S.: $69 for one year. Canada: $89 for one year. Canadian rates include GST. Ohio residents add current county sales tax. Other foreign rates/via airmail: $129 for one year. Payable in advance in U.S. funds. Mail payment to Tire Review, P.O. Box 75692, Cleveland, OH 44101-4755. Visa, MasterCard or American Express accepted. Founded in 1901. © 2012 by Babcox Media Inc. “Tire Review” is a trademark of Babcox Media Inc., registered with the U.S. Patent and Trademark office. All rights reserved. Publisher reserves the right to reject any subscription that does not conform to his standards or buying power coverage. Advertising which is below standard is refused. Opinions in signed articles and advertisements are not necessarily those of this magazine or its publisher. Diligent effort is made to ensure the integrity of every statement. Unsolicited manuscripts must be accompanied by return postage.

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FIRST LOOK tirereview.com

AUGUST 2012 tirereview.com

EFFICIENCY BEFORE EXPANSION How many of you have walked around your shop wondering how much better it would be if it just had more space? But the “ideal shop” isn’t always feasible. What you really need to ask yourself is, “Am I making the most of what I have?” Don’t believe the old saying, “If you build it, they will come.” Build the business first, then build the shop. Whether you have a large, square box, a strip mall or a few stalls the size of a large garage, you need to eliminate wasted time before adding more space. tirereview.com/inBusiness

inService

Resources Tire Market Profile

Leak Detection Success

Combining real-world data from a range of resources with results from TIRE REVIEW’s annual Tire Dealer Profile, this rundown will help you gain a better perspective of our industry, help you see emerging trends, and better prepare your business for what lies ahead. And, best of all, the new 2012 Sourcebook – published in September – will bring all new market data. tirereview.com, under “Resources” tab

Leaks of one kind or another can always be a challenge to find if the leak isn’t obvious. Having the right tools to help you find leaks can save time, effort and reduce the risk of comebacks. While using fluorescent dye and a UV flashlight is an inexpensive way to pinpoint leaks, it may not work in all situations, such as evaporator leaks. tirereview.com/inService

Top 10 Headlines From Last Month • • • • • • • • • •

Michelin Recalls 841,000 LT Tires Tire Repair Law Dead in N.Y., RMA to Continue Push Goodyear Claims Breakthrough With Soybean Oil

State Group Cautions Members on Tire Aging “This is a lawyer’s creation because of the ‘uncertainty’ of the operational history of a tire. If a tire dealer has 6- to 12-yearold new tires, he isn’t in the tire business.” – Frankbv

Mass. Governor to Sign R2R Law, Ballot Measure Remains “Glad that Mass. state legislators recognized the importance of this automotive landmark bill and sent it to the governor’s desk. This not only ensures the consumer a quality automotive repair alternative (and pricing), but keeps the automotive entrepreneurial spirit alive. One down, 49 states to go!” – Pam Oakes Pam’s Motor City Automotive

Consumer Tire Knowledge Not Really That Hot “I am not surprised that the industry’s educational efforts on consumer tire knowledge have not moved the needle because it either takes a lot of money and/or tremendous creativity to cut through the clutter, especially when you consider that we are dealing with a very low involvement category.” – John

State Group Cautions Members on Tire Aging TBC Recalls Mirada, Big Foot Tires Tire Dealer, Mine Operator Blamed in Worker’s Death Grader Lock Ring Kills City Worker in Texas Waterville Plant Expansion? Michelin Announcement Canceled Unit Sale Fall-Off Hampers Goodyear 1H Results

The Rhino is Back: Zafco Gets Armstrong Brand License “Welcome back. I have fond memories after 24 years of selling this brand. Too bad it ever left. Good luck Carl.” – Efgolf2

Goodyear Plant May Shut Down to Adjust Inventory

SCAN FOR INFO To view additional news stories, go to tirereview.com/news or scan this bar code with your smartphone or tablet.

Your Comments, Thoughts, Ideas

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- August/2012

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VIEWPOINTS First Off 6

Jim Smith, Editor jsmith@babcox.com

DIALOGUE STARTS? Here’s What You (Few) Had to Say About Tire Repair Questions

his past June I asked readers to offer their take on two questions. The first question had to do with whether you’d repair a puncture on a HP or UHP tire: “Assuming the injury was within repairable limits, would you: A) repair the tire (using all proper, professional methods and materials), knowing you’d be on the liability hook if anything happened to the tire in the future, or B) turn the customer away, not wanting to take the risk and knowing that’d be the last time you saw that customer? The second question was a bit more direct: “Do we need legislation/regulation – national or state-by-state – to educate and enforce proper and complete tire repairs by tire service outlets – including tire dealers, company-owned stores, mass merchants and chain stores, car dealers, or independent repair shops?” (At the time I wrote that column, RMA-written tire repair legislation had not yet been considered by the New York State Legislature, TIA had not countered with its anti-bad repair version, the legislature hadn’t set the bills off and adjourned, and TIA and the RMA hadn’t started “working together” on a supposedly better legislative approach.) The idea with my June column was to create “some legitimate dialogue” on tire repair “that, perhaps, can help shape our future.”

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Besides seeking input from readers, I sent personal invitations to more than 100 people and companies from all corners of the industry, specifically asking their opinions. Below are the responses we received, edited slightly for space. I truly want to thank those who actually took the time to participate. Hopefully their viewpoints will indeed help shape our industry’s future. Wish I

had more comments to share, but you know how that goes. Larry Griffin Jr., of tire dealer Griffin Brothers Companies, wrote: “We would do the repair and do it correctly. I don’t know of any dealers in my area that would not do the repair. In my opinion we would lose customers by not doing the repair, no matter how much you explain the manufacturer’s policy. “I think we need national legislation/regulations, not by state. This would put all of us on an even playing field, and consistency is good. Too many customers still come in and ask if we can ‘plug their tire.’ We haven’t plugged tires in 20 years, but many dealers still do. I am for less govern-

ment, but in some cases there needs to be consistent rules so the dealers who are doing it right are not penalized.” From award-winning Charleston, S.C., dealer David Hay comes: “I raised this question at a Tire Pros regional council meeting in early May. I had just received the online version of Bridgestone’s Tire Maintenance, Safety and Warranty manual. I actually took the time to print it and read it. Does it make you wonder about the level of importance manufacturers attach to this manual when they just send an email with an attachment? “Anyway, on page 16 it states that a tire’s speed rating is void if the tire is repaired. This actually follows a brief description on how to properly repair a tire. Curious… “It also states that any tire that had ‘Fix-a-Flat’ installed must be immediately replaced. Not sure when this began, but I don’t ever remember seeing that before. What does that indicate about vehicles without spares and how does a driver safely get to a service center? “My info says more vehicles are coming without spares. How willing will consumers be to purchase a car that may leave them stranded? No spare, use an aerosol sealant and void the warranty. “So, after reading the manual, I thought that my peers at a Tire Pros meeting should be aware and have a discussion. Not trying to expose a

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manufacturer, but I want to make sure that the industry was informed and consistent in how we take care of our customers and protect ourselves against any liabilities. “I worry that tire dealers aren’t aware of these standards and need to be educated. If some manufacturers’ (Michelin) tires can be repaired up to three times, why can’t others? Or does that open a whole new area of quality discussions/differences? “Where are vehicle manufacturers on this issue? What do car dealer service departments do? What do Bridgestone and Goodyear company stores do? What about price clubs (Costco) that include free tire protection on tires that they sell? Wouldn’t that mean they should immediately replace any tire that is presented with a puncture? “Assuming a punctured tire passes all inspection issues, we currently repair them as we have for years. Speed rating or not. That means that we have repaired many thousands of tires over the years and they provided a full life’s use for the customer. “My point is to raise awareness and provide a safe policy for consumers. I believe that we do need a regulation/legislation so that all people will have the same level of safety and reliability when driving on repaired tires. I believe this issue is important enough to warrant an open, national discussion that would create standards with which we could all live. “The bottom line is this: If a speedrated tire is punctured, the manufacturer states that if repaired, the speed rating is void. ‘It is the top speed of the slowest tire on the vehicle which limits the vehicle’s top speed without tire failure,’ from page 18 of the Bridgestone manual, then tire and vehicle manufacturers must agree and state that any punctured speed-rated tire must be replaced. “That’s how I read it, but I’ve never

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heard that and I really want to know what that really means.” John Garrett, technical director for Rema Tip Top/North America, wrote: “We at Rema Tip Top/North America have always been very much involved with the training of tire technicians and the ‘correct’ method of tire repair according to industry standards. We produced one of the first nail hole repair wall charts in 1992, and in January 1994 we launched our first Mobile Training Unit (a second was added in

1998), taking tire repair training and education to the end user’s door, as opposed to them sending their technicians off-site to receive training. “The interest level in tire repair training is normally very low on the priority list of a tire dealer. I have said for years that tires are the most neglected components on a vehicle, which brings up a question I frequently ask in training: When is the last time you inspected or checked the air pressure in your tires? Most of the time, I get this dumb look from the group or a technician. “As you mentioned, we live in a suehappy society. However, not everyone cares about the safety and well-being of themselves or their customers. If they did, the industry would conform to safe and proper tire repair procedures as suggested by the tire manufacturers and tire repair manufacturers. “You asked if I’d repair the speedrated tire using the correct repair material and to industry recommendations: Yes, I would. When repairing a high

performance tire, our recommendation is always to contact the tire manufacturer to get their specific repair recommendations and limitations of repair. This information is available on the Internet and also often located in the glove box of the vehicle. “We don’t need government involvement or regulations telling us what to do or not do; the government is too big now! Think of the tax money needed for the task of policing tire dealers. “We in the tire repair industry have been training technicians for years, and Rema Tip Top will continue to do so in the future. When we repair a tire correctly, it is a safe and permanent repair, plus it is recycling – green. Think of what the used tire population problem would be without repairs. “One last point: Will the new tire companies conform to any legislated tire repair policy? Will they do a better job of informing what limitations they impose to the repair of their tires, speedrated or not, or will we still need to contact them directly for their individual policies? “The point here is if they want legislation so bad, what are they willing to do to adequately inform the public and service facilities as to what they will allow? That information is broken, too, so the fact that legislation might exist doesn’t do much if the access to what is allowed is no better than the training methods that have been in existence for many years. They change the rules but do a poor job of informing the aftermarket of their criteria.” From the private brand perspective comes Pat McLaughlin of Sure Tire Co.: “First, I would not turn a customer away. Where there was a need to sell a new tire we would present this option first and in some cases there would be no flexibility. No tires would be repaired if a sealant was injected; if it had any indication of being run soft (bluing

or chaffing in the sidewall); or if it was a run-flat tire. So there would be specific guidelines and there would be no deviations. “However, should a tire repair make sense from a safety standpoint, we would have specific employees trained in proper two-stage repair procedures and only in the flat portion of the tread area. “Additionally, a specific agreement would be prepared by an attorney stating: ‘The speed rating of the tire has been compromised and it is now rated to a maximum of S-speed rating of 112 mph.’ No signature, then the repair service would not be performed. “The reason for this action would be to provide a service to consumers who may not have financial resources to purchase a new tire/tires and proper repair procedures have proven to be safe and reliable. “Here is a concern not mentioned in your article: What liability does a tire dealer have by replacing only one tire on the vehicle where tires are worn 50% or more or have a differing brand and design? Where does the liability fall? There is a perfect solution, but very few customers will purchase a minimum two tires each time they have a flat tire. “On your second question, I am really torn on this question. I have a disdain for government involvement in commerce in any degree. However, there is a safety issue and unfortunately the tire industry can’t seem to police itself and properly train its employees in proper repair procedures. “Here is why: Recently I dropped a HP tire off for repair. When I returned it had been plugged using the old rope plug; the tire had not been broken down and inspected and it was then mounted on the vehicle. The following day, I replaced the tire; as I had it broken down I saw it did have chaffing on the inner sidewall. “Should NHTSA provide specific guidelines for tire repair? Perhaps so. First, the guidelines will protect the dealer and his employees. Setting specific guidelines provides the ability for

the tire dealer to clearly state when a tire can be repaired and when a new tire or tires are necessary. The government can’t make a person purchase a new anything, but that may change with the healthcare bill before the Supreme Court. “Training should be required and technicians certified as is done with mechanics. This should be the responsibility of each state. “Having stated all this, it is still the responsibility of the store owner to educate his employees. It is a shame we can’t seem to police our industry and not have these issues raise their dirty little heads.” Ft. Myers, Fla., dealer Pam Oakes offered this: “Yes, we do turn customers away if they request a patch for their HP/UHP tire. Tires have mechanical limits. There is a specific reason that the manufacturer does not want automotive centers to patch (and, God forbid, plug. That’s another topic) a HP/UHP tire. “My job as a technician is not to second guess the engineer who designed the tire, but to service the customer properly. And, repairing a HP/UHP tire is not providing proper service to the customer. Yes, I am sure that many customers I turned away had shopped around until they found an unscrupulous facility that would repair a HP/UHP tire. You will always have that percentage of people who are not looking for the correct solution, but the solution that suits them the best. “Legislation would help support our position on not repairing HP/UHP tires, but you will still have those shops that think that they are above the law. To help combat that situation, the legislation should have teeth that allow heavy monetary penalties along with each infraction. It’s a win-win for everyone involved.” Jason Hoffman, owner of Utz Tire Service of Arcade, N.Y., wrote: “Following the recommendations of the RMA and following their procedures, I would advise the customer first of the repair process and the pos-

sibilities of speed rating reductions. This is noted on the customer’s invoice. If the tire manufacturer voids all warranties, that is explained, as well. We then proceed from there. “Secondly, I wish there was legislation to regulate the tire industry for such things as correct new tire placements – new tires on rear, snow tire applications, etc. There are too many gray areas in our industry, too many fly-by-night backyard shops that just do anything and are not concerned about their customers’ safety and others on the road.” Bob Harvey, national service trainer for ATD’s Tire Pros program, offered: “On the first question, this is truly a concern for the tire industry as a whole, as well as the motoring public. It’s hard to imagine a tire dealer turning down a customer to properly repair a tire – provided the injury was within industry limits. To decline repairing tires would create issues for the tire dealer’s customer base and create confusion with them. “On the second question, the legislation issue is far too complicated to try and navigate and provide a definitive answer to in this forum. ATD can only tell you how we are approaching educational seminars and making a concerted effort to inform our Tire Pros dealers as to industry best practices. “At Tire Pros we have taken a proactive approach. Teaming with the vendor partners of ATD’s tool and supply division and focusing on current RMA methodology, ATD provided over 200 Tire Pros dealers training via this handson approach last year. We also just held a webcast on May 30 that all dealers were able to view either live or recorded. “Our dealers want to perform repairs properly, by industry standards and with customer safety in mind. We have been encouraging our dealers to sign up for the TIA ATS instructors training currently touring the country, which ATD is helping sponsor. This way our dealers have a trained instructor inhouse ready to train the new technicians with the current approved training methods. August/2012 -

t i r e r e v i e w. c o m

“If all tire repairs were performed the correct way, then the likelihood of catastrophic failures would diminish and the need for regulation would likely diminish, as well.” From Oroville, Wash., Brian Thompson of Thompson Bees, writes: “We fix them. There is liability in everything we do. Rather than questioning if HP tires should be repaired – and by questioning it, giving ammunition to the bloodsuckers – you should be looking into airtight legal forms that we could have the customer sign stating that they understand the risks and the lowered speed rating. “I kind of get a kick out of people who come into my shop looking for a certain speed rating. Most of them want a ‘Z’ because that must be the best tire, right? Then I ask them how fast they drive. Do they ever exceed 100 mph? They almost all look at me like I’m crazy and tell me they never have and never would drive that fast. “We do not need regulation to enforce proper tire repairs. Tires are going to fail. Repaired tires are also going to fail. Absolutely perfectly repaired tires are going to fail. Legislation and regulation will give consumers the unrealistic expectation of no failures, and it will leave the ball in our court to prove the repair was not the problem. “I have enough trouble proving to customers that the shredded tire they bring in hit something in the road and then ran flat until it turned into rubber powder. They believe it just ‘exploded’ like that. How could we ever prove that a shredded tire had a proper repair, no steel cord showing, glue properly dried, or even that the repair that did fail was not ours? “If I were a tire manufacturer, the safest thing to do would be to say my tires could not be repaired. Nobody asks about repairability before buying. You should see the look on people’s

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faces when you tell them their run-flat tires can’t be repaired. The manufacturers could sell more tires and have no liability. “We need something the customer would sign on the work order relieving us of liability. Obviously, sometimes the lawyers would be able to prove negligence on our part, but if everybody required the customers to take that liability, it would tend to put the burden of proof on them. If only an individual shop requires customers to sign something, it appears that they don’t know

what they are doing or are admitting to poor repairs. If the RMA came out with as bulletproof a document as could be written and most of us used it, then it would be seen as the norm. “What will be the end of this if we carry it to its logical conclusion? Many more people will die because instead of taking their tire to be repaired, they will just ‘watch it’ and keep airing it up. I see this all the time. “People just don’t want to take the time or pay the money for a repair so they just keep adding air. And running the tire low. Making it harder and more expensive to get tire repairs will exacerbate this problem.” Tire Rack director of tire information services John Rastetter stated: “Unfortunately for tire service providers, tire repair has evolved from a customer service to a legal liability. And in today’s world of long-lasting radial tires, it’s possible a tire repair may have to survive 72 million tire revolutions

during six years of service (for a 15,000-mile-per-year driver). “The universal use of speed-rated OE tires for U.S. cars and light truck vehicles for over the last half-dozen years means this isn’t a question relevant to just high performance vehicles and tires anymore. It’s a question relevant for all passenger and light truck vehicle tires. Yesterday’s speed-rated performance tires on Ferraris and Porsches have been joined by today’s speed-rated tires on Ford Taurus, Honda Accord and Toyota Camry family sedans. “Tire Rack will repair punctured tires following industry guidelines, but it starts with a conversation with the driver to try to determine the duration and severity of pressure loss. Since we are close to an exit on the Indiana Toll Road, we are also a source of service. But with 70 mph-plus Toll Road travel, sometimes you just have to say ‘No’ to tires exhibiting any signs of having previously been run low or flat. “People heal, but tires don’t. Tires overstressed by having been run low or flat will never again have the same strength. And even the best tire technician doesn’t have Superman’s X-ray vision to determine the integrity of rubber’s bond to the tire’s internal structure of reinforcing steel and fabric. “We don’t think government legislation/regulation should be required, however we are dismayed when we examine tires that confirm someone is using repair practices that don’t meet industry guidelines or common sense practices. We also question how $500 penalties can be any more of a deterrent than the multi-million dollar judgments lawyers are winning for plaintiffs who have lost loved ones due to a repair shop contributing to a tire failure by trying to save time or cost, rather than saving lives. “Driving a vehicle on an improperly repaired tire is dangerous to the driver, passengers and the occupants of other vehicles around it. Improper repair can

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further damage the tire and/or allow its strength to deteriorate over time. An improperly repaired tire driven at high speeds may suddenly fail, resulting in the loss of control – and the customers that are in the vehicle. “Additionally, the tire industry needs a one-stop-source for tire service providers to access information on tire manufacturer policies regarding tire repair. In addition to the RMA procedures, things like the repair of run-flat tires, proximity of repair locations and retention, reduction or voiding of speed ratings are details that RMA refers to the manufacturer first, followed by the industry guidelines. Unfortunately, this information now lives in a wide variety of locations on tire manufacturer websites and TSBs, or in vehicle manufacturers’ owner manuals. “Proper puncture repair should remain a customer service, even if a customers’ cost has to be raised to match the real time and materials necessary to do the repair correctly. A shop that says it can repair a tire in 10 minutes for under $10 without removing it from the wheel isn’t following industry procedures. A correctly done flat repair that follows the multi-step dismount, inspect, repair procedures will take approximately 30 minutes and should cost around $25.” From TIA senior vice president of training Kevin Rohlwing comes: “Tire repair is a significant component of our training and certification programs, so we have played an important role in educating the industry over the past 15 years. We agree with many of your concerns and would like you to know that TIA is moving forward with plans to solve at least some of the problems related to the state of tire repair in the industry. “In a country where the maximum allowable highway vehicle speed can never legally approach the limitations of the tire, logic would dictate that the speed rating should be inconsequential when replacing or repairing tires. Most consumers in North America cannot understand it because they will never drive that fast. The industry tries to

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explain the role that speed-rated tires play in the handling of a vehicle so it reflects more of a performance rating, but consumers still see it as just another way for retailers to sell a tire or a set of more expensive tires. “In a perfect world, drivers would understand the need to maintain the speed rating of the tires on their vehicles at all times. But in the real world, most of them are concerned about price, so they are more than willing to drive on tires that are no longer speed rated following a repair, if it will save them money. “Unfortunately, retailers are considered experts in a court of law, so what should be considered circumstantial evidence during an accident investigation ultimately opens the door to litigation. There are no laws that say a tire must maintain the speed rating after repair or replacement. It’s a good idea and a best practice, but not a law. There are lawyers looking to take advantage of retailers who knowingly or unknowingly fail to follow the industry guidelines or tire company policies. “While we are unaware of any data that illustrates the risks associated with speed-rated tires following proper puncture repairs, each tire company has its own policy regarding the repair of speed-rated tires, so we advise our members to consult the tire manufacturer. “Many retailers choose to disregard the tire manufacturer guidelines when it comes to the repair of speed-rated tires because they believe a proper repair in the crown area does not reduce the performance or create a safety risk. But they must accept the liability that accompanies such a stance because the name on the sidewall ultimately dictates the repair and warranty policies that were either followed or not followed. “TIA was opposed to the language in the proposed New York legislation because it did not focus on the problem. Regulating the majority of retailers who properly repair tires on a daily basis will have little impact on the safety of the motoring public. Improperly

repaired tires pose a risk to motorist safety, so TIA submitted amendments to the New York bill that would put the emphasis on making improper repairs illegal if the legislature felt that such a regulation was necessary. “As it turned out, the New York tire repair bill never made it to a vote so it is basically dead. But TIA recognizes the resolve of the tire companies to pass tire repair legislation in other states, so we are in discussions with the RMA to find common ground and work toward solving the problem. “TIA’s position of ‘educate not legislate’ has not changed. We will always prefer to take the approach of educating simply because our industry is already forced to comply with a wide range of government regulations. “But we also realize that while the ‘educate not legislate’ theory has worked well in the past, the issue of tire repair has a direct impact on the safety of the motoring public, so it may need to be handled differently. TIA is at a crossroads when it comes to tire repair legislation. We can either continue to fight it on a state-by-state basis, or we can take a different approach that reflects the amendments we submitted in New York. Whichever path we choose, the reasoning will be based on what’s best for the safety of the motoring public and the image of the tire industry.” Finally, from Dan Zielinski, the RMA’s senior vice president of public affairs: “Not all tires can be repaired. In addition to the RMA puncture repair procedures, there may be additional limitations based on individual tire manufacturer repair policies. These may include the type of service such as speed rating, load index, run-flat technology and commercial application. “For speed-rated tires, the manufacturer must be contacted for its individual repair policy and whether the speed rating is retained after the repair. “The RMA supports legislation to stop automotive service providers from improperly repairing tires and to instead follow long-established procedures for proper tire repair.

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“Safety is the highest priority for tire manufacturers. Tires are a critical motor vehicle safety component and have performed superbly for decades. RMA members are constantly conducting research and development into new technology to further enhance product performance. Tires provide optimum performance when properly used and maintained. Consumers should continue to have great confidence in these highly engineered products. “Improper tire repairs pose a safety risk to motorists because they can weaken the structure of these highly engineered products and increase the chance of inflation pressure loss. Repairs outside the repairable area of a tire; repairs performed without removing a tire from the wheel assembly so that possible damage to the tire interior can be inspected and judged appropriately; and other repairs that fail to conform to industry guidelines increase the risk of tire failure. Improperly repaired tires can fail while in service, such as by tread-belt separation, which may result in a vehicle crash and cause serious personal injury or death. “RMA has provided proper tire repair procedures and offered educational materials to the industry for decades. Careful deliberation and consideration have produced a comprehensive guide to tire dealers and automotive repair outlets for proper tire repairs. Despite years of education and effort, too many improper tire repairs are still performed that put motorists at greater risk of tire failure. “The vast majority of tire retail outlets perform proper repairs and should be unaffected by any legislation. Lives can be saved by compelling automotive repair facilities to perform tire repairs to RMA procedures. Additionally, many tire retailers often face discussions with customers over why a proper repair must take longer and cost more than a quick and cheap plug-only repair. This also could be alleviated by a law that prohibits unsafe repairs. “While a national regulatory solution for tire repair might be a more desirable approach as it would affect all 50 states, it would face significant hurdles. NHTRapid Response: 800-928-1184 ext. 41014

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SA has authority over new tires, but once tires are placed into service, NHTSA’s authority over them is limited to a recall if those products are found to have safety issues while in service. Additionally, the regulation of automotive repair businesses is largely at the state, rather than federal, level. “RMA believes that state legislation is needed to address this safety issue by requiring automotive repair facilities to follow basic tire repair guidelines based upon RMA’s long-established procedures. A legislative approach, coupled with continued education efforts by the industry, will help eliminate many improper tire repairs that put consumers at risk.” There you have it, the input of 10 respected members of our industry – including both key national associations. I think a lot of great points were made and ideas floated. I am only sorry that more opinions weren’t offered. It’s truly a shame that one of the most critical issues currently facing this industry – our industry – doesn’t attract more voices. This is an issue EVERYONE needs to talk about, and something we collectively need to take action on. You can chose to become involved and let your voice be heard now, because no one will listen once decisions are taken. The door is not closed; if you want to weigh in – particularly on the issue of tire repair legislation/regulation – we’d love to hear from you. You know where to reach us. And send your thoughts to both TIA and RMA, which will be working the frontlines with lawmakers. Otherwise, give a good, hard think to your own tire repair policies and approach, and how you train your employees or tire technicians, or how you represent the most vital distribution channel serving North American drivers. Where are you coming up short? How can you improve customer safety while protecting your business? What more can you do to reach those who repair tires? What other paths might there be to eliminating improper and on-thewheel repairs? Lots to do, so let’s get started. TR

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NEWS newsmakers

Tiremakers Research Alternative Raw Materials Tiremakers continue to search for new – and presumably less costly – raw material options for their products. In the last month, news came that the lone American tiremakers were making progress. In July, Cooper received a government grant to support research on guayulebased rubber, while Goodyear said it is looking at soybean oil as a replacement for petroleum oil in tires. For Cooper, the $6.9 million four-year grant from the U.S. Department of Agriculture “will focus on research efforts aimed at developing enhanced manufacturing processes, testing and utilizing guayule natural rubber as a strategic source of raw material in tires, and evaluating the remaining biomass of the guayule plant as a source of bio-fuel for the transportation industry.” With the grant, Cooper will lead a consortium of companies, universities and the Agricultural Research Service of the USDA to develop guayule technology for future tire production. Cooper

TIA Plans to Offer Tire Repair Bill in Md. TIA said it plans to introduce “model tire repair legislation” in Maryland during its next legislative session, a move it calls a “proactive approach on improving safety for the motoring public by proposing to make improper tire repairs illegal.” TIA stated that its “proposal to states seeking to pass tire repair legislation would extend the tire industry’s wellestablished best practices by making it illegal to plug a tire on the rim or install a patch on the inside without filling the void left by the object; illegal to repair a puncture in the shoulder or an injury in the sidewall; and illegal to repair a tire that has already been illegally repaired.” But the association did not address other reports that it was working directly with the RMA on developing a legislative approach to take to states. Earlier this year, the two groups spoke glowingly about working closer together, but TIA was not involved in RMA’s recent effort to pass tire repair legislation in New York State. TIA did offer some amendments to

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already has partnered with Yulex Corp. to produce the tire raw material. Goodyear said that its R&D team in Akron found that “using soybean oil in tires can potentially increase tread life by 10%” and cut the tiremaker’s use of “petroleum-based oil by up to seven million gallons each year.” Testing at Goodyear’s tire plant in Lawton, Okla., demonstrated that the soybean oil “improved mixing capabilities in the manufacturing process,” and that “rubber compounds made with soybean oil blend more easily with the silica.” Prototype tires built in Lawton will be tested at Goodyear’s Proving Grounds in San Angelo, Texas, in the coming months, the tiremaker said. If indicators remain positive, Goodyear said it expects soybean oil tires will be available to consumers “as early as 2015.” The United Soybean Board is helping fund the Goodyear project with a grant of $500,000 over two years.

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Publisher David Moniz, ext. 215 dmoniz@babcox.com Editor Jim Smith, ext. 298 jsmith@babcox.com Managing Editor Denise Koeth, ext. 274 dkoeth@babcox.com Graphic Designer Nichole Anderson, ext. 232 nanderson@babcox.com Contributing Editors Tom Duke, Mac Demere, Al Cohn, Joanne Draus Klein, Tim Good, Shana O’Malley, Jeff Vasichek, Jody DeVere, Rick Barnhart, Steve Ferrante Advertising Services Kelly McAleese, ext. 284 kmcaleese@babcox.com Circulation Manager Pat Robinson, ext. 276 probinson@babcox.com Sr. Circulation Specialist Star Mackey, ext. 242 smackey@babcox.com

RMA’s bill, but that died on the vine when the New York State Legislative session ended June 22. The potential for tire repair legislation – in New York or any other state – remains, however, which is why TIA has now offered its legislative proposal. “By making improper repairs illegal, the thousands of tire retailers who follow industry recommended practices will finally have definitive answers to the questions about why a tire cannot be repaired,” said Kevin Rohlwing, TIA senior vice president of training. “They will refuse to install illegal repairs and advise their customers to be cautious when dealing with automotive service providers who are willing to illegally repair tires and endanger themselves and other motorists.”

Michelin Recalls 841,000 LT Tires On July 27, Michelin North America announced the recall of some 841,000 light truck and commercial light truck tires due to tread separation concerns. Specifically, the tiremaker recalled

Sales Representatives Doug Basford, ext. 255 dbasford@babcox.com Dean Martin, ext. 225 dmartin@babcox.com Jim Merle, ext. 280 jmerle@babcox.com Glenn Warner, ext. 212 gwarner@babcox.com Sean Donohue, ext. 206 sdonohue@babcox.com Roberto Almenar, ext. 233 ralmenar@babcox.com John Zick 949-756-8838 jzick@babcox.com Bobbie Adams, ext. 238 badams@babcox.com Tom Staab, ext. 224 tstaab@babcox.com David Benson, ext. 210 dbenson@babcox.com

Sales/List Rental Don Hemming, ext. 286 dhemming@babcox.com

Babcox Media Inc. Bill Babcox, President Greg Cira, Vice President, CFO Jeff Stankard, Vice President Beth Scheetz, Controller Brad Mitchell, Director of eMedia & Audience Development In Memorium: Founder: Edward S. Babcox (1885-1970) Tom B. Babcox (1919-1995), Chairman

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Business Barometer

By Marketplace Insights, 920-487-8020

Retail Sales – June ’12 vs. June ’11 (Final) 97

100

101

Sponsored By:

102

101.2

Total Tire Units

101.1

Total Service $s

101.4

Retail Sales – Year to Date

Broadline

101.0

HP/UHP

101.0

LT/SUV

101.1

Undercar

101.1

Underhood

Retail Sales – July ’12 vs. June ’12 91

97.4 97.2 97.6

Retail Sales – July ’12 vs. July ’11 (Prelim.) 92

97.1

97.2 98.5

Total Tire Units

97.8

Total Service $s Broadline

105 104 103

HP/UHP

97.2

LT/SUV Undercar

101

Underhood

100

Total Service $s

98.7 97.8

Broadline

HP/UHP

LT/SUV

97.8

Undercar

Aug. Sept . Oct. Nov.

98.4 97.8

Underhood

Service $

BFGoodrich Commercial T/A A/S and Uniroyal Laredo HD/H tires sold in the U.S., Canada and Mexico. MNA said, “The customer return rate for tread and/or air loss was 0.017%, which equates to about 143 tires. However, any tire produced in the range of the recall could exhibit these conditions.” The tires under recall include: • LT235/85R16 120Q BFGoodrich Commercial T/A A/S LRE produced from the 13th week of 2010 through the 29th week of 2012; • LT245/75R16 120Q BFGoodrich Commercial T/A A/S LRE produced from the 13th week of 2010 through the third week of 2012, and from the 13th week of 2011 through the 52nd week of 2011; • LT235/85R16 120 Q Uniroyal Laredo HD/H LRE produced between the 13th week of 2010 and the 29th week of 2012; • LT245/75R16 120 Q Uniroyal Laredo HD/H LRE produced from the 13th week of 2010 through the third week of 2012, and from the 13th week of 2011 through the 52nd week of 2011. MNA said the tires in question, typically fitted to commercial light trucks

Total Tire Units

102

97.4

106

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and full-sized heavy-duty vans, are no longer being produced.

Zafco Gets Armstrong Brand License The Armstrong tire brand is back, and will soon be available to North American tire dealers. Dubai-based Zafco signed an agreement with Pirelli SpA to license the Armstrong tire brand for five years, and potentially acquire the brand outright during that period. The deal was signed on April 23, but was only announced in late July. Plans call for Zafco to produce Armstrong brand passenger, light truck/SUV, medium truck and ag lines for the U.S. market. Zafco did not state if the brand would be sold in other countries. Asif Yusufzai, member of the Zafco board, described the deal as “a momentous occasion for both Zafco and for the brand Armstrong.” Zafco said the Armstrong branded tires will be “manufactured at reputable factories commensurate with its internationally recognized high quality,” but

June July

Dec. Jan. Feb. Mar . Apr. May

Tire Units

offered no details on where the product will be produced. “The addition of the Armstrong brand to our portfolio in the U.S. is an important strategic step,” said Carl Casalbore, vice president of sales for Zafco’s U.S. subsidiary. “This brand has a lot to offer in the agriculture and commercial tires segment in the U.S., and therefore this will be the main focus for Armstrong here. In addition, Armstrong will also be selling tires in the passenger segment, including touring and ultra-high performance, SUV and CUV.”

TIA Sets GTE Social, Education Events TIA has planned its special events and educational track for the upcoming Global Tire Expo, to be held in conjunction with the SEMA Show, Oct. 30-Nov. 2 at the Las Vegas Convention Center. The association reminds that online registration remains open at its website, tireindustry.org. The Cosmopolitan hotel will again serve as TIA’s host hotel and also is accepting reservations from TIA’s Continued on Pg. 24

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ADDED BENEFITS Conti PureContact Offers Drivers, Dealers the Full Package

he latest rollout from Continental Tire the Americas has so many selling points, the tiremaker said it had to focus its marketing efforts on a handful of key features to streamline the message for consumers. The new Continental PureContact, which the company touts as a “luxury performance all-season replacement tire,” offers EcoPlus, Comfort Ride and Tuned Performance Indicator technologies – in addition to improved snow grip, a sizeable warranty, luxury styling and more. The PureContact, which will be available Sept. 4 in 27 H- and Vspeed-rated sizes ranging from 15- to 18-inch wheel diameters, was officially unveiled at a dealer event in Indianapolis in mid-June. The event gave participants seat time on the roads in and around the city – including a lap around the famed Indianapolis Motor Speedway – in Cadillac CTS Sedans and Buick Regal CXLs fitted with PureContact tires. While there were no head-tohead comparisons with competitive offerings, CTA’s Joe Maher, passenger product manager, pointed to the Michelin Primacy MXV4 and Bridgestone Turanza Serenity (and the new Turanza Serenity Plus) as the PureContact’s target competition. Because it is purely a replacement tire, the PureContact is geared toward model year 2007 and newer luxury performance vehicles that come with Goodyear, Bridgestone or Michelin as original equipment – Infiniti, Lexus, Acura, Cadillac, Volvo, Buick, Lincoln, Toyota and Hyundai. “We want to give dealers a tire they can sell that

will be very competitively priced and will outperform the OE tire,” Maher said. “It gives dealers the opportunity to create satisfaction for the consumer and to get the consumer to come back for future replacement.” He added CTA has positioned the PureContact between the ProContact with EcoPlus Technology and the ExtremeContact DWS in terms of the balance of mileage/comfort and sport/performance.

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Tire Features Maher told dealer attendees that the PureContact’s EcoPlus compounding, comprised of “temperature activated functional polymers” and silane, allows for long tread life, “bestin-class” wet braking and wet weather grip, and low rolling resistance. The

Continental touts its all-new PureContact as a “luxury performance all-season replacement tire.” At the launch event, participants were given the chance to test out the tire on the roads in and around Indianapolis, including a lap on the Indianapolis Motor Speedway.

“Our team is constantly working to develop new and innovative technologies to give consumers the best tire we can,” said Travis Roffler, CTA director of marketing. “The PureContact brings together our EcoPlus technology, Comfort Ride technology and Tuned Performance Indicators for a replacement tire that will help drivers save money, be kind to the environment, and arrive to their destinations safely. We’ve constructed a tire that

‘We want to give dealers a tire they can sell that will be very competitively priced and will outperform the OE tire.’ 22

includes the features our customers demand in one tire and we’re proud of that.”

polymers “also improve wear and fuel efficiency and…can save the consumer money over the life of the tire,” according to CTA. The tiremaker’s Tuned Performance Indicators consist of the letters “D,” “W” and “S” molded into a tire’s tread at different depths. As the rubber wears, the letters that are still visible indicate the tire’s optimal level of performance in various conditions – dry, wet and snow, respectively. “It’s an extra measure of confidence for the consumer and is a helpful selling tool for tire dealers in the north,” Maher noted. He added the PureContact’s Comfort Ride technology is a “continuous Continued on Pg. 24

Rapid Response: 800-928-1184 ext. 41023

comfort band system” designed to absorb road surface vibrations and provide a smooth ride. The tire also features chamfered tread blocks for improved dry braking and lateral grip, and traction grooves for improved snow grip. With a UTQG rating of 700AA for both H- and V-rated sizes, the PureContact comes with a 60-day customer satisfaction trial and a 70,000mile or 72-month limited warranty program. CTA also offers 12-month or first 2/32-inch road hazard coverage. So how did the tire perform during the Indianapolis debut? Dealers in attendance gave positive reviews. “I think the Tuned Performance Indicator is a great idea for the performance all-season tire category,” noted Paul Fitzgerald, sales representative for Reliable Tire, located in Blackwood, N.J. “The wet braking results should make a splash with the consumer.” Clint Davis, vice president of TriCan Tire Distributors in Edmonton, Alb., said the PureContact performed “very well,” and noted its appearance was a little more aggressive than he expect-

ed. “This will be a good selling feature in the areas where the weather can be quite diverse,” he said. “I liked the tire’s performance on our city street evaluation; it had good steering input response, and was

Continued from Pg. 20 website. Also available online are tickets for the Welcome Reception, Wine & Cheese Social and Tire Industry Honors, all of which will be held Monday, Oct. 29. That event will start at 5 p.m. at The Cosmopolitan, followed at 6 p.m. sharp by the Tire Industry Honors ceremony, which includes the Tire Industry Hall of Fame inductions, as well as the formal announcement of the winner of the 2012 TIRE REVIEW Top Shop Awards sponsored by Ammco/Coats. At 7:30 p.m., TIA hosts its annual Welcome Reception at The Cosmopolitan. While individual rooms at the LVCC for educational seminars have not been set, TIA will continue with its well-attended Tires@2, TPMS@10 and Truck Tires@10 sessions. The day-to-day schedule includes: • Tuesday, Oct. 30: - TPMS@10 – TPMS Best Practices: A

Town Hall Meeting – with speakers from 31 Inc., Ateq, Bartec, Continental, Dill, Pacific, Schrader, Tiremetrix and TRW. - Truck Tires@10 – CSA Report Card with speaker Kevin Rohlwing, TIA vice president of training. - Tires@2 – Successful Tire Dealers Share Their Secrets, featuring the 2012 winner of the TIRE REVIEW Top Shop Award and other industry honorees. • Wednesday, Oct. 31: - TPMS@10 – TPMS Troubleshooting, with speakers Sean MacKinnon, TIA director of automotive training development; and Matt White, TIA director of tire service. - Truck Tires@10 – The Facts on Wide Singles (Speakers TBD). - Tires@2 – Profits Seminar, speaker from the Automotive Training Institute. • Thursday, Nov. 1 - Tires@2 – Making Customer Service Part of Your Brand, with Rohlwing.

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The PureContact’s Tuned Performance Indicators show the tire’s optimal level of performance in dry, wet and snow conditions as the tread wears.

quiet and comfortable,” said Paul Pittner, director of purchasing and distribution for Buffalo, N.Y.-based Dunn Tire. He added, “The arena it is competing in is getting very crowded and I am not sure yet how it may differentiate itself in the eyes of the consumer. The overall package (warranty, etc.) is pretty strong, but I don’t know how that will translate to sales. I will have a better idea after our salespeople go through some training and I can get some feedback from them.” In order to create a significant “launch volume,” CTA opened up the ordering period for the PureContact early, according to Jim Sicking, director of independent dealer sales, who noted this would allow the tiremaker an added tool in meeting demand, rather than relying solely on a forecast. The tire is being manufactured primarily at Continental’s Mt. Vernon, Ill., plant, in addition to its facility in San Luis Potosi, Mexico. TR

Denise Koeth, Managing Editor dkoeth@babcox.com

TGI Adds Pair of Distribution Deals Tire Group International recently added distribution deals with Alliance Tire Group and Cooper Tire & Rubber Co. TGI will distribute Alliance’s Galaxy brand OTR, ag and industrial tires in Latin America and the Caribbean, with the exception of Colombia and Ecuador. Under a new two-year deal, TGI also will distribute Cooper’s Mastercraft brand consumer tires throughout Central America and the Caribbean. The deal includes TGI serving as a “fill-in distributor” for the Cooper brand in the Caribbean. As part of the agreement, which runs through December 2014, TGI also will provide marketing and sales support for Mastercraft in the form of product promotions and dealer training.

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Direct Tire Joins ACCC’s Eco-Express Tire Centers Boston-area dealer Direct Tire & Auto Service has joined the Eco-Express Tire Centers program. Operated by American Car Care Centers, the EcoExpress Tire Centers program offers dealers a comprehensive retail-marketing program focused on environmentally-friendly business practices. Founded by Barry Steinberg in 1977, Direct Tire operates four retail stores in the Boston area, and was a 2008 TIRE REVIEW Top Shop Award Finalist. All four locations will implement the program with the help of ACCC member distributor Summit Tire Northeast/Terry’s Tire Town. “I chose Eco-Express because I think their purchasing bonus program is excellent, the in-store displays and signage are very well done and don’t take away from our own identity, their national warranty programs are very well thought out, and they are willing to give us not only some exclusivity, but also Direct Tire & Auto Service founder Barry Steinberg some input on what other dealers in our market said Len Lewin, ACCC president and CEO. “His decision to would be a good fit for the program,” said Steinberg. join Eco-Express Tire Centers is the ultimate testimonial to “We have always done our best to promote the ‘eco’ tires the brand and to the program. We are thrilled to have Direct that many of the manufacturers have come out with, and Tire & Auto Service on the program.” now I think we can take it to the next level with EcoACCC introduced the Eco-Express program in 2010, and Express,” he said. “I think Boston and Cambridge folks will Summit Tire (prior to being purchased by fellow ACCC see this ‘green’ element as a plus for our business and maybe member distributor Terry’s Tire Town) launched the program this will be an incentive to do business with us.” in New England. Within a short period of time, Summit Tire “Barry Steinberg has been a successful, cutting-edge dealer was able to add retailers Tire Pros of Rhode Island Inc., based for many years because he has consistently sought out and in Smithfield, R.I.; Hogan Tires of Woburn, Mass.; and found ways to differentiate his business in the marketplace,” Wilson Tire of Lebanon, N.H., to the program.

TIA Board of Directors Election Opens Twenty-three individuals were nominated to serve on the TIA Board of Directors, placing their names in nomination for election to one of six open seats. Among the 23 nominees are seven independent tire dealers/retreaders and one representative of warehouse club giant Sam’s Club. The 2012 board election has opened, and will run through Sept. 1, TIA said. Members can place their board votes online at tireindustry.org, or by paper ballots that have been mailed to all members. Paper ballots must be faxed to TIA or mailed to TIA’s headquarters by Sept. 1. Results of the election will be announced in mid-September, with the new board members taking office on Oct. 29 at TIA’s Annual Meeting prior to the

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start of the SEMA Show/Global Tire Expo in Las Vegas. On the ballot for a three-year term are: Michael Baggett, Yokohama Tire Corp. OTR Division; Dan Baker, Schrader International; Russell Belcher, ITW Professional Automotive Products; Wayne Croswell, WECnology LLC; Satyabrata Das, Goodyear/Birla Tyres; Suleman Daud, Zafco US/ZTI Tire Inc.; John Evankovich, Sam’s Club; Dick Gust, Liberty Tire Recycling; Scot Holloway, Bartec USA; Wayne Jackson, International Tire Repair Solutions Inc.; Keith Jarman, AME International; Tom Klinge, Klinge & Co.; Steve Landis, Continental Commercial Vehicles & Aftermarket; David Martin, American Tire Distributors; Michael McGee, McGee Auto Service & Tires; Doug Meekins, Brooks-Huff Tire & Auto Centers; James Melvin Jr., Melvin’s Tire Pros and Auto Service Centers; Erik Miller, H&H Ind-

ustries Inc.; Kedar Murthy, Lehigh Technologies; Glen Nicholson, TBC Retail Group; Philip Nigh, Elgi Rubber Co.; Larry Williams, University Tire and Auto Center; and Mike Wolfe, Southeastern Wholesale Tire.

K&M Adds Kansas City Warehouse Delphos, Ohio-based K&M Tire Inc. purchased an 81,000-square-foot warehouse in the Kansas City area. The wholesaler and marketing group operator plans to open its new Lawrence, Kan., facility in August, servicing passenger, light truck/SUV, commercial truck, farm and utility tires to tire retailers in Kansas and Missouri. K&M Tire operates 12 warehouses in 10 states, servicing customers in more than 20 states from Ohio to Kansas. TR

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GIVING BACK Mercy Tech Mission Teaches Trades to the Most Deserving

ore than two years ago, author and retired automotive businessman Rick Cogbill took a trip that inspired a life-changing project. In January 2010, the creator of The Car Side (see page 80) accompanied his daughter to the African country of Mozambique to visit his niece, who was working there as a nurse. While his daughter visited with her cousin, Cogbill spent the month-long trip helping around the mission station. With a background in mechanics, Cogbill repaired vehicles and offered up advice to the locals. “What I discovered is that they had some local guys there helping with maintenance, but they had no training at all,” he explains. “So, I spent most of my time showing them how to do basic things like brakes and shocks and that kind of stuff.” By the end of the trip, the locals were begging Cogbill to return and teach them more about the trade they were learning. “The fellows I was working with came to me and said, ‘You’ve got to come back, there is so much more we want to learn and we can’t get training out here,’” he says. While he enjoyed his time there and appreciated the gesture, between work and life demands and the cost of travel, he couldn’t foresee another trip in the near future. “It was on my mind a lot that year,” he says. “And that June, I had a life changing event. I had a heart attack, just out of the blue one day. I wasn’t expecting it; I don’t have high blood pressure or any health issues, so I was totally shocked!” Cogbill adds that while he was laying in intensive care for three days, he

was reading a book called “Axioms” by Bill Hybels, which consists of motivational sayings for business leaders. “I happened to come across this one chapter and the title of the chapter was ‘What life are you waiting for?’ and that really got to me,” he says. “I realized that what I really loved doing was being back overseas teaching these guys a trade so they

Rick Cogbill, founder of Mercy Tech Mission, at the building site of the future mechanical training facility in Mozambique.

could get out of poverty.” Soon after recovering from his heart attack, Cogbill began creating the foundations of Mercy Tech Mission, and has had the opportunity to go back to Mozambique with more volunteers on three additional occasions. “The purpose is to take people who have a trade, whether it’s mechanics or building or electrical or woodworking,” he says. “We don’t go and build a building or fix all the cars. We go there to find people to teach how to build a building or teach how to fix

‘We go there to find people to teach how to build a building or teach how to fix cars, so our goal is to leave a working trade behind with them.’ 28

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cars, so our goal is to leave a working trade behind with them.” The reason for his most recent trip in April and May of this year was to begin construction of a training center on a large piece of property managed by SAM ministries. “I was teaching there and basically working under a tin roof or under a tree, and we started talking about

how long-term, we wanted to have an actual training place for these guys,” he explains. “They asked me to draw up some plans so we could do fundraising for it, and this has been our initiative with their blessing.” Once completed, Cogbill and other volunteers can continue to teach Mozambican people useful and valuable trade skills in the area. “They are out in the rural area, they’re not in the city so there isn’t a place for the rural people to get any training or education like that.”

Definite Need Cogbill says that training and gaining skills allows locals to get jobs, earn money and live a more productive life. Continued on Pg. 30

Rapid Response: 800-928-1184 ext. 41029

While the country now has a stable government, it is still coming out of the devastation of a long civil war, and many citizens are poor, displaced and/or jobless. “Mozambique is pretty modern, but the problem that they had is when they separated from the Portuguese, they entered into a long period of civil war,” explains Cogbill. “The infrastructure of the country was destroyed and it is now slowly getting things back in order. Roads are being built and the cities are getting a lot of

people who are interested in his project. “I’ve established a board with three other members and they help me with the planning and logistics and everything,” he says. “And then we’ve got in my local town here (Summerland, B.C.) about half a dozen people who help us do fundraising events.” There also are a few hundred people who subscribe to his newsletters and visit his mission website. The mission recently applied for official non-profit status in Canada

aged that very few have been into it. Everything is about the bottom line.” On the other side, Cogbill says he’s had some companies really jump on board and get into it. “Some of them want to send their technicians so they have the experience,” he says. He adds that some companies also have been generous with materials and tools for teaching. “CDX Global produces training videos for mechanics, and they have donated their programs for me to use over there for training, which has been amazing.”

Left: Mercy Tech volunteer instructors Todd Green (left) and Ed Hyslip (right) dismantle a diesel generator with Mozambican students. Right: Volunteer instructor Todd Green teaches automotive mechanics in Mozambique using the CDX Global training program.

help from the government, but the rural areas are not getting a lot. You still have people living out in the bush or in a mud hut and cooking outside. The kids are barefoot, there’s no clean water and no education unless some organization starts one.” He adds that the Mozambican students are eager to earn a living on their own and are grateful for the opportunity to learn a trade. “My friend, who teaches at a college, says his third or fourth year students act bored and would rather be doing something else. But when you go to Mozambique, guys will travel for hours to attend your class and have not even had breakfast that day,” he says. “They can’t wait to get there and take it all in and become something.” Since starting Mercy Tech Mission, Cogbill says he has been delighted with the number of volunteers and

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and expects to have that status by fall. One of the biggest obstacles Cogbill has faced is raising funds to complete projects. “Because I’ve been in the automotive industry for 35 years, first as a mechanic and shop owner, then as a writer, and now teaching overseas, I was really hoping that the automotive industry would get behind us,” Cogbill explains. “Similar to lawyers doing pro-bono work and doctors doing Doctors Without Borders.” Cogbill says he’s been trying to raise funds within the automotive industry, but the reception has been mixed. “I thought, how hard would it be for a shop owner to maybe give up a hundred bucks a month so a guy in a third-world country can buy tools and work to feed his family,” he says. “I’ve gone to a lot of shops and talked to the owner and suggested the idea to them, but I’ve been a little discour-

Cogbill says that his group is planning another trip to Mozambique for March 2013, and hopes to complete the new training center during that trip. For more information on Mercy Tech Mission, visit the website, mercytechmission.com, and read Cogbill’s blog, mydustyshoes.blogspot.com. TR Rick Cogbill, a freelance writer and former shop owner in Summerland, B.C., also writes The Car Side, which can be found on page 80 in this issue of TIRE REVIEW. “A Fine Day for a Drive,” his first book based on the characters from the column, is now available for order at thecarside.com. A portion of the book’s proceeds benefits Mercy Tech Mission. He’s reportedly hard at work on a follow-up.

Shana O’Malley Contributing Writer

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TOP SHOP Profiles 32

Shana O’Malley Contributing Writer

GROWING STRONG Communication, Adaptation Key to Florida Dealer’s Success

cGee Auto Service and Tires began as a small local tire dealership in Lakeland, Fla., but with four decades of quality products and vehicle service mixed with exceptional customer service, the family-owned business quickly turned into one of the top automotive and tire retailers in central Florida. It started in 1974 when John McGee purchased two O.K. Tire Store outlets in his hometown of Lakeland. From the beginning, McGee had the ambition to be the best in town. He worked tirelessly on his goals, becoming a Goodyear dealer in 1979 and working with his son, Mike, to open additional local tire and auto service shops. “Over the course of about 10 years, they acquired four more locations and then in the early 1990s, we started our first commercial truck tire center in downtown Lakeland,” explains Kevin McGee, third-generation co-owner of McGee Auto Service and Tires. “Then we went on to our retread facility, which was opened in 1997-98 and basically, a lot of our growth started from there on.” The company now operates a total of 28 locations, including 24 retail tire and auto service stores and four commercial truck tire and service centers. They also own and operate a retread facility. Kevin McGee, grandson of John and son of Mike, serves as the district manager of the company. Following in his father’s footsteps, McGee has spent his entire life in the industry. “After college I worked down south for another company, but about five years ago it was the downturn of the economy and I was asked to come back,” he says. “I do all of our advertising. The day-to-day roles

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can be everything from dealing with a disgruntled employee to hiring and firing to dealing with a crazy situation in the shop.” With 290 employees, Kevin says they put in the extra effort to make sure they build and maintain a family feel. “We try and get to know every single one of our employees as best as

cating our employees just to stay ahead of our competition out there.” All of their technicians are ASE certified and the McGees also make sure the retail counter associates are well-trained. “We send them to classes that are one or two weeks long; it gets them out of the shop for a few days so they can really focus,” he says.

we can, as we get around to the different locations,” he says. “I know every single employee and probably their wives and their kids. We try and speak to everyone on all levels, whether they are a store manager or technician.” The company hosts quarterly store manager meetings as a way to share ideas and stay on top of the latest technology and training. “We keep the guys up to date on everything from our advertising to our latest equipment and technology,” he says. “We’re constantly edu-

Full Menu Between its locations, McGee Auto Service and Tires performs everything from full engine diagnostics to removing and replacing motors to transmission work to brakes – and, of course, tires. As a courtesy to customers, the company also performs a full vehicle inspection. “We try to find the type of maintenance that has been done on each customer’s vehicle, even at other shops, so we have a head-totoe of what has and has not been done,” says Kevin.

One way the business stays ahead of the game is by consistently updating equipment to ensure its techs have the proper tools to do any job.

Rapid Response: 800-928-1184 ext. 41033

proper tools to do any job. “You have to do that in order to keep up with today’s technology and the new cars and all of the diagnostic stuff,” says Kevin. “We have recently put Hunter HawkEye aligners in most of our locations, as well as some new laser wheel balancers, and we have brand-new, updated Snap-on diagnostics.”

Spreading Word

At its four commercial truck centers, McGee Auto Service and Tires offers full service for over-the-road trucks and large diesel applications, including fleet diagnostics, suspension repair, transmission service, diesel engine repair, brakes, electrical system repair, and truck tire and wheel balancing and repairs.

The shop also is a Goodyear authorized retreader and is one of two retreaders in the state to offer in-house shearography inspection. Kevin says the biggest competition is large chain stores and car dealers, and that one way the business stays ahead of the game is by consistently updating equipment to ensure its techs have the

Rapid Response: 800-928-1184 ext. 41034

TIRE REVIEW

- August/2012

Another way the company stays ahead is by using the latest in marketing and advertising techniques. “We have a pretty extensive marketing campaign right now,” says Kevin. “For the first time ever, we’re doing television advertising and we have different ways of newspaper advertising. We also do both direct mail inserts and email.” The company also uses several Internet promotions. “We had huge success with having our customers

Rapid Response: 800-928-1184 ext. 41035

write Google reviews,” says Kevin. “We do a lot of incentives and contests within our stores, such as who can collect the most email addresses and who can get the most customers to write reviews about the store. We get our store managers to actively participate in our marketing campaign efforts.” The company has an easy-to-navigate website where customers can

browse the services offered, search for store locations and shop for tires. It also has a Facebook page with more than 8,000 fans. McGee Auto Service and Tires offers printable coupons and uses Groupon, a website that sells discounted gift certificates to the public as a way for customers to try local businesses. “We’ve done three Groupons in the

Top Shop Specs McGee Auto Service and Tires Tire Brands: Goodyear, Dunlop, Kelly, Michelin, Continental, Bridgestone, Hankook Tire Changers: Coats, Hunter Tire/Wheel Balancers: Hunter Lifts: Hunter, Rotary Alignment Racks: Hunter Brake Lathes: Ammco, Pro-cut, Hunter Compressors: Ingersoll-Rand Service Trucks: Ford F250s POS Software: GBMS Back Office Software: GBMS

Effectively target prospective employees in the tire and service market. Tire Review would like to introduce you to AftermarketJobs.com. You need to find the right candidate for the job and there’s no time to waste. In today’s competitive business climate, it’s imperative that you find eager, qualified candidates to ensure your company’s success. AftermarketJobs.com is focused on employment positions in the tire and service markets. AftermarketJobs.com works around the clock to promote positions within your company and target prospective employees in an extremely cost-effective way. Look to AftermarketJobs.com to help you build your winning team.

Contact Karen Kaim at 330-670-1234 ext. 295 or kkaim@babcox.com

TIRE REVIEW

- August/2012

past year-and-a-half and we sold 2,200 oil changes,” says Kevin. “I would say 95% of those customers were new and we’ve seen a lot of them return.” Along with their presence in advertising, the McGees also are active in the local communities where their stores are located. They are members of six chambers of commerce, as well as the Emerge Young Leaders, Tampa Young Leaders, Zephyrhills Rotary, Lakeland Rotary, Kiwanis Club, Polk County Sheriffs, Young Professionals Temple Terrace, and I-Tech Group. They also sponsor youth baseball and softball teams and donate to many organizations every year, including March of Dimes, United Way employee contribution, American Cancer Society-C-Young Trucking, Busting Clays-Polk County Sheriff, Lakeland Christina Rotary, Kiwanis Club, and Lakeland High School. With the momentum they’ve built in four decades, Kevin says there are no plans to slow down anytime soon. “The last few years have been very good, and we had some great opportunities to grow, so we went with it and it’s been very successful. We’ve been running around like crazy, but it has been worth it,” he says. “We are looking to grow into another retread facility in the future and we are looking to grow into more retail outlets.” TR

Rapid Response: 800-928-1184 ext. 41037

MANAGEMENT sales intelligence TIRE REVIEW and InteliChek present up-to-date tire and service price information from U.S. metropolitan areas. For this monthly feature, InteliChek directly contacts a selection of independent tire dealers, mass merchants and car dealers to obtain current pricing on replacement tires and vehicle services. InteliChek requests and verifies retail prices via phone calls, using specific Burlington, VT Market Period 7/10-13 Mass Merch. A

Mass Merch. B

Tire Dealer A

vehicles, tire sizes and vehicle services. In that way, direct and useful comparisons can be made by readers. The tire prices shown in this report are for tires only, and do not include mounting/balancing or any add-on warranties or other services or fees. To allow for a more accurate comparison, the level of tire brand â&#x20AC;&#x201C; Tier 1, Tier 2 and Private Brand/Other â&#x20AC;&#x201C; recommended by

Tire Dealer B

Car Dealer

Avg. All

the retailer is noted. (See legend below charts.) The services chosen for these surveys include a standard oil change (oil plus filter), a standard four-wheel alignment and front brake work (replace front pads and turn both rotors). For more information on InteliChek, visit www.intelichek.com. TR

Nashville, TN Market Period 7/10-13 Mass Merch. A

Mass Merch. B

Tire Dealer A

Tire Dealer B

Car Dealer

Avg. All

Vehicle 1 Oil Change/Filter $24.99 $33.00 $32.50 $38.95 $30.00 Replace All: 215/60R16 $355.96*** $619.96* $435.80** $415.80*** $516.00*

$31.89 $468.70

Vehicle 1 Oil Change/Filter $27.00 $38.99 $37.65 $29.99 $37.98 Replace All: 215/60R16 $288.00*** $307.96*** $428.00** $376.00** $728.00*

$34.32 $425.59

Vehicle 2 4 Wheel Alignment Replace All: 225/60R16

$80.00 $89.95 $79.95 $89.95 $680.00* $471.52** $559.80** $480.68*

$83.97 $531.99

Vehicle 2 4 Wheel Alignment Replace All: 225/60R16

$70.97 $468.17

$200.00 $190.00 $724.00* $690.36*

$208.75 $756.42

Vehicle 3 Front Brakes, Turn Rotors $131.00 $180.00 $220.00 Replace All: 265/70R17 $519.96*** $656.00* $744.00*

$79.99 $467.96**

Vehicle 3 Front Brakes, Turn Rotors $224.99 Replace All: 265/70R17 $987.96*

Omaha, NE Market Period 7/10-13 Mass Merch. A

Mass Merch. B

Tire Dealer A

$220.00 $225. 00 $663.80* $716.00*

Tire Dealer B

Car Dealer

Avg. All

$74.99 $79.95 $79.95 $69.95 $50.00 $375.96*** $488.00* $472.00** $520.00* $484.88*

Philadelphia, PA Market Period 7/10-13 Mass Mass Merch. Merch. A B

Tire Dealer A

Vehicle 1 Oil Change/Filter $31.99 $29.00 $27.00 $38.00 $29.95 $31.19 Replace All: 215/60R16 $343.96*** $316.00*** $540.00* $550.44* $480.20*** $446.12

Vehicle 1 Oil Change/Filter Replace All: 215/60R16

Vehicle 2 4 Wheel Alignment Replace All: 225/60R16

$80.00 $89.95 $77.79 $588.00* $395.80** $493.55

Vehicle 2 4 Wheel Alignment Replace All: 225/60R16

$275.00 $199.95 $808.00* $696.00*

Vehicle 3 Front Brakes, Turn Rotors $228.70 $190.00 $187.00 Replace All: 265/70R17 $1,083.96* $696.00* $753.52*

$79.99 $69.00 $70.00 $511.96** $456.00* $516.00*

Vehicle 3 Front Brakes, Turn Rotors $189.99 $183.27 $181.00 Replace All: 265/70R17 $651.96* $648.00* $788.00*

$205.84 $718.39

Provo, UT Market Period 7/10-13 Mass Merch. A

Mass Tire Merch. Dealer B A

Tire Dealer B

Car Dealer

Avg. All

$75.00 $519.96*

Spokane, WA Market Period 7/10-13 Mass Merch. A

$79.99 $95.00 $752.00* $372.00*

Mass Merch. B

Tire Dealer A

Vehicle 1 Oil Change/Filter Replace All: 215/60R16

Vehicle 2 4 Wheel Alignment Replace All: 225/60R16

$81.97 $474.10

Vehicle 2 4 Wheel Alignment Replace All: 225/60R16

$197.93 $804.71

Vehicle 3 Front Brakes, Turn Rotors $160.00 $149.99 $179.95 Replace All: 265/70R17 $638.96* $1000.00* $779.80*

Vehicle 3 Front Brakes, Turn Rotors $189.00 Replace All: 265/70R17 $800.00***

$69.99 $455.96*

$69.95 $79.95 $640.00* $399.96**

$230.73 $260.00 $583.80* $1120.00*

$129.95 $179.95 $799.96* $719.80*

Legend

TIRE REVIEW

$99.99 $478.60**

- August/2012

* = Tier 1 Brand

** = Tier 2 Brand

Tire Dealer B

Car Dealer

$37.00 $21.39 $25.95 $29.00 $29.95 $331.96*** $460.00*** $528.00* $440.00** $632.00*

Vehicle 1 Oil Change/Filter $36.95 $29.05 $26.95 $34.95 $44.95 $34.57 Replace All: 215/60R16 $319.80*** $299.96*** $399.92*** $375.96** $432.00*** $365.53

$89.95 $396.00**

$300.00 $159.95 $828.00* $679.60*

$89.00 $119.95 $387.80* $372.00*

Avg. All

$28.66 $478.39

$91.79 $480.75

$160.00 $269.00 $206.94 $615.00* $1,028.00* $835.30

Tire Dealer B

Car Dealer

$27.00 $30.00 $29.95 $35.24 $39.95 $331.96*** $475.96*** $392.00** $359.80** $652.00*

$74.99 $511.96*

$198.19 $685.51

Avg. All

$32.43 $442.34

$89.99 $89.95 $75.00 $99.99 $85.98 $452.00** $519.80* $415.60** $436.00** $467.07

*** = Private Brand/Other

$165.00 $195.00 $676.00* $660.00*

$169.99 $750.95

Rapid Response: 800-928-1184 ext. 41039

Back 2Basics

By Tom Duke Contributing Editor

Step-by-Step ROTATING VEHICLE TIRES This article on how to properly rotate vehicle tires is the third in a series on basic tasks performed in tire shops. Our first in the series covered Basic Tire Repair (February 2012, http://bit.ly/HUK8G6), and the second addressed Tire Demounting and Mounting (May 2012, http://bit.ly/Q9sxPf). This installment reviews the proper tire rotation practices that are recommended for all vehicle types, but concentrates on AWD cars, light trucks and SUVs. It is intended not only for newly trained tire technicians, but also veterans who want to brush up on their techniques. Background information for this article was supplied by Doug Jones, customer engineering support manager for Michelin North America, and from a variety of industry experts and groups.

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AWD AND ITS HISTORY Itâ&#x20AC;&#x2122;s generally agreed that the first all-wheel drive production car was the Audi Quattro, which was available in 1976 for rally-car racing. It has spread, thanks to automakers like Subaru, and has become a very common request by todayâ&#x20AC;&#x2122;s drivers who are looking for enhanced driving safety. AWD is basically a full-time, four-wheel-drive system in which all four wheels receive torque from the engine simultaneously. The purpose is to send power to all four wheels of a vehicle all of the time, creating greater traction and stability in all weather and ground conditions. The system was developed for people who drive in a lot of different weather conditions and on different types of roads. Because it is a full-time system, AWD is considered to provide better traction, handling and lateral stability. At the same time, understeer may be an issue and handling may be slightly different than front-wheel drive or rear-wheel drive vehicles, but

IMPORTANCE OF PROPER TIRE ROTATION Drivers should never try to rotate their own tires; tire rotation is a job for tire technicians who have the proper equipment and experience. Drivers who try to do it themselves run the risk of serious injury, as well as possible damage to the tire and wheel. Tire rotation is a basic of vehicle preventative maintenance; it is a wellproven fact that tire tread life can be greatly enhanced by regular and timely tire rotation. During rotation, each tire and wheel is removed from a vehicle and moved to a different position to ensure that all tires wear evenly and last longer. Tires should be rotated every six months or 6,000 to 8,000 miles, according to tire experts

▲ 4x2 application (TIA says 5,000 to 8,000). The vehicle owner’s manual should be checked for specific rotation recommendations. If no rotation period is specified, tires should be rotated according to the tiremaker’s recommendations. If irregular wear becomes apparent or if the wear rate on the tires is perceptively different (from axle to axle or across an axle), then the tires should be rotated in such a manner as to try to alleviate the condition. If done early enough, rotation can arrest or prevent the onset and/or progression of irregular wear. It is very important to understand the causes of the irregular or rapid wear prior to rotating the tires. First, each tire supports a different amount of weight due to the design of the vehicle. This unequal weight distribution causes each tire to wear at a different rate. Driving style – particularly aggressive driving – also can contribute to premature and irregular wear. If the problem is alignment-related or mechanical-related, it should be corrected during the process of rotation. If wear concerns are driver-related, suggest to the owner that he can save himself wear-and-tear on his vehicle and pocketbook by toning it down. Also, make sure you have the right tire for the application; some tires

Light Truck (4x2 with steer tires on front and drive tires on rear axle) application simply don’t work in certain situations.

PROPER TIRE ROTATION There have been many articles and statements made online and in other media cautioning against trying to rotate tires on an AWD vehicle. In fact, with the exception of directional-tread tires, there is no barrier to performing a proper tire rotation on most makes/models of AWD vehicles. In order to understand fully the rationale for maintenance on tires mounted on an AWD vehicle, it helps to review rotation practices on vehicles with other drive types. The general rule for tire rotation is to cross the free-rolling axle.

4X2 In a 4x2 application, the tires on the drive axle will wear faster and the tires on the non-drive axle will be more susceptible to irregular wear. The best rotation is front-to-back – moving the tire from the non-driven axle to the driven axle – to even out the wear, according to Michelin. TIA recommends, however, that on a FWD vehicle, the front tires are rotated straight back to the rear and the rear tires are crossed to the front. The opposite is true for a rear-wheeldrive vehicle, according to TIA, so the front tires should be crossed to the

August/2012 -

t i r e r e v i e w. c o m

Step-by-Step ROTATING VEHICLE TIRES

is not considered a major concern. Most drivers can adjust quickly to the difference. The key to AWD is a center differential that enables each tire to rotate at a different speed based on the tractive needs of any one wheel. Because of this independent rotation, an AWD system eliminates problems such as wheel hop and driveline binding caused by basic 4WD systems when driven on pavement. Today, there are scores of AWD vehicles that include makes/models such as the Land Rover LR3, Honda CR-V, Jeep Wrangler, BMW X5, Range Rover, Subaru Outback, Toyota 4Runner, Ford Fusion, Acura, Lexus GS 350, Kia Sorento, Volvo S80 T6, Honda Pilot and Lincoln MKX. Because of the growing popularity and consumer demand for AWD, the list could go on almost forever. Each of these vehicles has its own personality and performance characteristics, but all of them are aimed at operating more safely in bad weather conditions. Some manufacturers have optimized their vehicles for winter driving, and these makes should be considered for driving in more frigid zones. At least one more expensive model has an AWD system that shifts torque to the wheels continuously, including front-to-rear and side-toside.

Step-by-Step ROTATING VEHICLE TIRES

▲ Light Truck (4x2 with duals on drive axle) application ▲ Medium Duty (6x4) application back while the rear tires are rotated straight to the front.

LIGHT TRUCK (4X2) If the vehicle has “all-position tires” with the same tread on all wheel positions and no retreads, and with single (instead of dual) tires on the drive axle, then the rotation pattern is simple – use the traditional X pattern. If the vehicle has a designated “steer” tire on front and drive tires or drive tire retreads on rear – the sideto-side rotation pattern is preferred. Rotate left front to right front, left rear to right rear.

LIGHT TRUCK (4X2 WITH DUALS ON DRIVE AXLE) If the light truck has duals on the rear drive axle, then the fronts should be rotated side-to-side and the drives from side-to-side. However, the inside dual should be moved to the outside dual position on the opposite side of the vehicle.

MEDIUM DUTY (6X4) With this type of vehicle, the steer axle tires should be rotated side-toside. The drive tires should be rotated from the second axle to the third axle in an X pattern on both sides. The left

▲ AWD vehicle application

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outer tire on the second axle (2LO) will be moved to the third axle inner (3LI) position, and the 2LI tire will be moved to the 3LO position; the same pattern is repeated on the other side. The key is to get the tires to a different axle and/or wheel position, if possible.

WHAT ABOUT DIRECTIONAL TIRES? Directional tires are particularly designed to channel water from the center of a tire outward as the tire rotates. They have grooves in the tread that form a V-shaped pattern. This construction and tread is designed to rotate in only one direction. These tires usually have an arrow with the word “Rotation” on the sidewall, showing the proper rotation direction. To rotate directional tires, just switch the front and rear tires on each side – right front to right rear, and left front to left rear.

Before rotating the tires, a number of items should be checked. These include: • Make sure the tires have uniform tread depths, particularly across an axle. The customer should be told that if the difference in tread depth between the front and rear tires is more than 2/32 of an inch, the tires with the deepest tread should be placed on the rear axle. • Check to ensure the tires are inflated to the proper inflation level recommended by the vehicle manufacturer. • Inspect to ensure the tires are the same size, same tread pattern and same brand. • Never mix tire sizes, and never mix tire types (winter, summer, allseason). • Never mix radial and bias ply tires on the same vehicle.

FULL SIZE SPARES TIRE ROTATION ON AN AWD VEHICLE In AWD or 4x4, the X pattern is usually the preferred pattern (See diagram.) The front right tire is moved to the left rear position, and the front left tire is moved to the right rear position and vice versa.

The X pattern recommended previously is for a four-tire rotation pattern. But what if you want to include a fullsized spare in the rotation? It is recommended that you include it in the rotation by placing it on the rear with a tire that is closely matched in tread depth. The most worn tire should be

Rapid Response: 800-928-1184 ext. 41043

Step-by-Step ROTATING VEHICLE TIRES

removed and utilized as a spare. You want the four best tires – that is, the least worn – on the ground. This is a rare rotation procedure since many vehicles feature temporary spare tires. Even with some that still feature full-size spares, owners discover they are mounted on steel wheels that do not match the aluminum alloy wheels on the vehicle. An even newer dilemma is smaller sized full-size spares. You may have a vehicle that takes 16-inch wheels and find out the full-size spare is on a 15inch wheel. These so-called “full-size spares” are intended for temporary use and are usually mounted on generic steel wheels. Integrating the full-size spare in a five-wheel rotation can be done a couple of ways. A forward cross as used on FWD vehicles drops the passenger-side front tire as the new spare; the old spare would move to the passengerside rear position and then the two rear tires would crisscross forward. The rearward cross rotation for 4WD, RWD and AWD drops the driver’s side front tire as the new spare. The old spare still moves to the passenger rear position and then the passenger front tire moves to the driver’s side rear. The rear tires would move straight forward to the front axle position. Many technicians inquire about replacing just one or two tires on an AWD vehicle with the remaining tires. It is highly recommended to replace them two at a time and always put them on the rear axle.

AWD VS. 4WD Q: Should different types of tires than those used for 2WD and 4WD be mounted on AWD vehicles? If so,

what is the difference in these tires? A: Most passenger tires are all-wheel position tires, so they can be mounted on 2WD as well as 4WD. Some drivers may prefer a more aggressive tread pattern on AWD vehicles if they are planning to do some off-road driving or driving in mud or snow. Q: Do tires wear faster on an AWD vehicle? A: Yes, they do, because of the torque applied by the AWD. Q: What’s the difference between 4WD and AWD drivetrains? A: There are so many different types of AWD and 4WD systems that it is difficult to describe one main difference. Originally, AWD required no changing of one mode to another and was only on cars. Today, AWD has spread to SUVs and CUVs, as well as minivans. 4WD allows the driver to shift between 2WD and 4WD, and is typically on pick-up trucks; there may be low- and high-gear range options. Some SUVs are sold as 4WD when in reality they are AWD. For simplicity’s sake today, on AWDs, all wheel positions are driven all the time. 4WD vehicles usually allow the driver to manually select between 2WD and 4WD (parttime) or the vehicle shifts between the different drives based on the road surface or conditions. Q: Are AWD and 4WD vehicles intended for different uses? A: In general, yes. AWD is intended for on-road driving with various weather conditions that may affect driving, including rain, snow and mud. 4WD is primarily for off-road driving and/or extreme weather conditions. Q: Can AWD be used on dry pavement? A: Yes, it can and usually is. By com-

parison, part-time 4WD must be shifted and doesn’t operate as well on dry pavement. Q: Is it important to make sure tires are matched on AWD vehicles as well as 4WD vehicles? A: Yes, particularly across an axle, because unmatched tires strain a vehicle’s driveline. Q: Should drivers make sure that the tires on their AWD vehicles have uniform tread depths? A: Again, yes, across an axle.

THE BOTTOM LINE Tire rotation is an essential part of tire maintenance on all vehicles, and therefore is a key component of your customer service arsenal. It is even more important on AWD vehicles because the full-time, all-wheel drive system wears tires faster than other vehicle types. For this reason, it is important that tires on an AWD vehicle are of the same size/diameter, tread design, brand, inflation pressure and tread depth. Varying from this regimen can cause components in the AWD driveline to be damaged and eventually fail.

DISCLAIMER Tire rotation is a serious business. The preceding article was researched and written using material furnished by Michelin North America and other industry sources. This information is not meant as a substitute for proper training by TIA or the tire manufacturers. The rotation pattern illustrations were supplied by Michelin. The rotation recommendations made here are consistent with practices used in the industry. This article is meant purely for educational purposes and those who use the methods recommended are solely responsible for any injuries or losses resulting from their application. TR

AWD ROTATION CHECKLIST The main steps in the AWD tire rotation procedure are as follows:

✓ Visual inspection to include tread depth measurement

✓ Remove the tire/wheel assemblies.

and checking for tire damage and unusual wear patterns that could be caused by a mechanical problem. ✓ Check the vehicles owner’s manual or tire manufacturer’s recommendation to note the recommended tread depth. Note: If a wear indicator is even with the rib or block on either side, this indicates that the tread has less than 2/32-inch in depth and the tire should be taken out of service.

✓ Correct any problems with the tire and wheel assembly

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when it has been removed. ✓ Rotate the tires using the X pattern noted in the previ-

ous section on AWD tires. Use the variations noted above when adding a spare to the rotation. ✓ Check tires for the proper inflation pressure, following the psi recommended in the vehicle owner’s manual or by the tire manufacturer.

Rapid Response: 800-928-1184 ext. 41045

IQ Tires

Denise Koeth, Managing Editor dkoeth@babcox.com

READY TO CLIMB Forestry Tire Market Holding Steady, Poised for Growth

he forestry industry, which in recent years has seen ups in certain areas and downs in others, has remained steady overall – and likely is only going to get better, according to several tiremakers in this hard-working segment. While construction markets in North America tumbled during the recession – and have yet to fully get back on track – growth in developing nations has kept things fairly steady on a global scale. The largest growth is in China, however, which benefits the South American forestry industry more than in North America, according to BKT Tires USA’s North American sales manager Bill Haney, who adds that China purchases more wood products from South America than from North America. Haney also notes that for North America, the upcoming presidential election will affect forestry in the short-term. “We believe there will be longterm improvement as construction business returns to full production, and current pent-up demand becomes sales demand,” Haney adds. Also contributing to the forestry segment’s steadiness is the recent shift from large-scale lumber operations – associated with construction and homebuilding – to the cultivation of pulp and wood chips. “In the last four or five years, a higher percentage of forestry operations are cultivating pulp as opposed to lumber,” says Cara Junkins, director of sales and marketing at Titan International. “We’ve also seen an uptick in the cultivation of wood chips for energy production. This has been a fairly recent phenomenon, which has really helped the forestry market remain somewhat stable the last few years, in spite of the strug-

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gling home building market.” She adds, “In the near term, we expect continued stability in the market, and we remain optimistic that as the housing market continues to recover, the forestry market will follow suit.”

tomers are paying closer attention to how they’re spending their money. “They don’t mind spending it, but the returns need to be there,” says Terry Goodwin, forestry tire manager for Alliance Tire Americas. “The logger’s main objective is more produc-

Recent innovations in forestry tire design have centered on the development of puncture-resistant tread compounds. The importance of cut- and puncture-resistance is one main reason the segment still is predominantly bias-ply.

So while some patience may be required as the market returns to growth, tire dealers can position themselves for success in the forestry segment with the right mix of inventory, equipment and service knowledge.

Keeping Up with Changes Post-recession, forestry tire cus-

tion in a safe, environmentallyfriendly atmosphere. He’s going to evaluate performance in terms of traction and stability, service life, dependability, and impact on the forest floor.” While forestry equipment makers are following the same direction as manufacturers of farm equipment – larger machinery with higher yields –

Post-recession, forestry tire customers are paying much closer attention to how they’re spending their money.

Rapid Response: 800-928-1184 ext. 41047

there also is a trend toward the use of smaller equipment for cultivation of wood chips and pulp. “In the regions that will allow it, the machines are getting bigger and stronger – for instance, grapple size tends to get wider all the time,” says Alliance’s Goodwin. “This allows the logger to haul more wood and reduce the number of drags, which saves fuel

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and is better from an environmental standpoint. “Tires play a huge role in letting that all happen,” he adds. “Our engineers are continually developing tires to handle bigger equipment and bigger loads, and paying careful attention to developing tread patterns that combine traction with minimal disturbance of the soil.”

Rapid Response: 800-928-1184 ext. 41048

“Generally, forestry operations that are cultivating for lumber take the largest trees, and thus, need larger equipment and more of it,” Titan’s Junkins says. “So with the majority of operations cultivating for chips or pulp, we’ve seen sales of smaller forestry tires – 30.5L-32 – remain somewhat stable, whereas the larger sizes have been somewhat stagnant during the recession.” She does agree that as the home building market returns, bringing about a full recovery in the next few years, “I would expect forestry operations to put larger equipment back out in the forest. This will translate to increased sales of the larger forestry tires, particularly in the 35.5L-32 sizes with higher 20- and 26-ply ratings.” Though some radialization is occurring with metric tires for cut-to-length operations – a mechanized harvesting system in which trees are delimbed and cut to length directly at the stump – the vast majority of forestry tires are still bias-ply, according to BKT’s Haney. The main tire improvements center around better compounds for cut resistance, he says. “Not only are bias ply tires less expensive – which is important to loggers – but they also are easier to repair and can offer more cross-ply protection for increased puncture resistance,” says Titan’s Junkins. She also notes the biggest innovation in tire design has been in the development of puncture-resistant tread compounds. “This is something our formulation chemists are always working to improve, and we’ll continue to release new and improved compounds in the next few years. Titan also developed what we refer to as a high-elongation steel belt package, which essentially offers more flex in the tire’s sidewall and helps with puncture resistance from sharp stumps and tree shards.” Alliance’s Goodwin says that while forestry equipment may continue to increase in size, it likely won’t get substantially bigger. “I would think faster, easier-to-maneuver machines would be ways to attract buyers,” he adds.

Rapid Response: 800-928-1184 ext. 41049

“For tire designers, speed and maneuverability pose challenges in tread design, sidewall and bead construction, heat dissipation and how to optimize the shape of the contact patch between the tread and the soil,” Goodwin says. “Once we see any dramatic changes, the tire manufacturers will react with the proper tire for the application.” He adds Alliance’s tire engineers are addressing enhanced compounds, stronger bead bundles and heavier sidewalls to meet requirements of load, speed, environmental safety and long service life – which is measured in durability and return on investment. Looking ahead, Goodwin sees all forestry tiremakers working to develop products that are more environmentally-friendly – with features like lower ground pressure and better traction with less rutting. “We are always addressing higher load-carrying capacity and working on stronger sidewalls while still maintaining a user-friendly ride. I think we’re all looking for the perfect compound.”

Tire Dealer Outlook For dealers considering entry into the forestry tire segment, there is a somewhat hefty up-front cost to keep in mind. At minimum, dealers need the proper crane truck, large size inflation cage and mounting hand tools or a mounting machine, according to BKT’s Haney. Up-front investment costs can range from $50,000 to $200,000, depending on the type of truck and tools selected, Alliance’s Goodwin says, adding, “A dealer needs to stock at least two of each of the most popular sizes in his area.” “For service, it’s essential that a dealer have a good boom truck that is capable of servicing today’s larger forestry equipment,” Titan’s Junkins says. “This can be upwards of $50,000, even for a used truck. As for inventory, I would recommend stocking a fair amount of the most common size of forestry tire, which is 30.5L-32. In the future, 35.5L-32 tires in 20- and 26-

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As in other segments, forestry tiremakers must continually develop tires to meet the needs of bigger equipment and heavier loads.

ply will become more commonly used, and it will be important to have a fair amount in stock. “Even though a dealer shouldn’t expect to sell a lot of the smaller sizes – 28L-26 and below – there will inevitably be some forestry operations that have older equipment that is still in use, so I would suggest stocking at least four tires in each of the smaller sizes at any given time. Depending on region, it may also be a good idea to stock specialty tires, such as highflotation,” she adds. According to Goodwin, common forestry tire sizes vary geographically: in standard tires, 28L-26, 30.5-32 and 35.5-32 are typical; common metric sizes include 700/40-26.5, 700/50-26.5 and 750/55-26.5; and in wet areas, 67/34-25, 66/4300-25 and 73/4400-32 are common. One the service side, Haney advises close scrutiny for damaged wheels, which can be common in forestry applications. Junkins says the dealer who provides excellent service after the sale is the dealer who will be most likely to succeed – and in today’s market, that often means providing nearly 24/7 service in the field. “In terms of servicing equipment,

the boom trucks of a decade ago may not cut it anymore, simply due to the fact that forestry equipment has grown in size,” she explains. “If a dealer wants to be well-positioned for the future, he needs equipment that can handle servicing the larger forestry tires, like the 35.5L-32.” Junkins adds dealers also need to be well-trained on recommending the right tire for a given application and educating the customer on proper maintenance – most importantly, maintaining the recommended tire inflation pressures. Goodwin cautions that in-field repairs should be limited to a tire’s tread area. “The size of the injury will determine whether it can be done infield or in a section repair shop. Any shoulder or sidewall injury – of any size – normally needs to be section repaired.” Even with the potential for sizeable entry costs and demanding equipment needs, offering trusted service and consultation for forestry customers can prepare tire dealers for the future – when the segment will go from holding steady to a true growth pattern. TR

Rapid Response: 800-928-1184 ext. 41051

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IQ Service

Gary Goms Contributing Writer

FULLY CHARGED The Ins and Outs of Battery Testing and Service

odern battery technology is changing the way we deal with battery testing and replacement. To illustrate, absorbed glass mat (AGM) batteries are, in some applications, replacing the conventional “flooded” wet-cell batteries. Flooded batteries consist of positive and negative plates suspended in an electrolyte consisting of about one-third sulfuric acid and twothirds water. The flooded battery is cheap and powerful, but it tends to leak electrolyte around the posts and vents, and to produce more noxious gases as it is recharged. AGM, on the other hand, contains or absorbs its electrolyte in a glass mat that is sandwiched between the positive and negative plates. The advantage of AGM is that it produces less gas during recharging and, because the electrolyte is absorbed into the glass mat, leaks very little acid. While conventional AGMs are built with spiral-wound cells, modern “flat-plate” technology now allows AGMs to be built in a conventional cell configuration. The downside of AGM batteries is, of course, that they are more expensive. As a point of interest, the “gel” battery, in which the electrolyte exists in a gelled state, is used in specialty applications such as racing vehicles, where accidental acid spillage might create a hazardous condition. Because gel batteries aren’t generally used in original equipment applications, we’ll just say that overcharging can easily ruin a gel battery because it creates bubbles or voids in the battery’s electrolyte.

Starting & Deep-Cycle Designs Batteries generally are designed as

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starter or deep-cycle storage batteries. In general, starter batteries are designed with thinner and more numerous plates so they can discharge and recharge at relatively high amperage rates. Deep-cycle auxiliary batteries, on the other hand, are designed to power lights, pumps and other lowamperage accessories commonly

and may have a correspondingly lower life expectancy when used in that application. Because of their unique plate design, some AGM batteries can perform equally well as a starter or deep-cycle battery.

Battery Capacity Battery capacity is generally rated

Photo 1: A trace of electrolyte on this otherwise new battery is creating a voltage potential of 3.58 volts between the positive post and the battery case. Batteries should occasionally be rinsed with warm water or a mild solution of water and common baking soda to remove acidic residue.

found in recreational vehicle platforms. Deep-cycle batteries have fewer and thicker plates and are designed to discharge and recharge at much lower amperage rates. A deep-cycle can be used as a starter battery, but it will produce lower cranking amperages than a starter battery

by cranking amperage (CA) and cold cranking amperage (CCA). CA is rated at 32°F, while CCA is rated at 0°F. Because a battery produces only 40% of its rated capacity at 0°F, the CCA is the lower value rating. Either of these ratings is the discharge load in amperes that a new 12-volt battery in a fully

AGM produces less gas during recharging and, because the electrolyte is absorbed into the glass mat, leaks very little acid.

Photo 2: An aerosol can of electrolyte neutralizer is handy to help free up corroded battery terminals and neutralize acid spills.

charged condition can deliver for 30 seconds at the specified temperature, while maintaining at least 7.2 volts at the battery terminals. CCA is the rating most generally used in the colder northern climates. Reserve capacity (RC) is a battery capacity rating that is making a comeback due to more key-on, engine-off accessory use. RC is the number of minutes that a 12-volt battery can supply a 25-ampere accessory draw while maintaining at least 10.5 volts at the battery terminals. CCA and RC aren’t interdependent ratings because, in some cases, a battery with a high RC rating may have fewer plates to accommodate more electrolyte capacity. More electrolyte capacity may generally produce a longer discharge time, but fewer cold cranking amperes. Amp-hour (AH) ratings generally describe the ability of deep-cycle batteries to provide a sustained discharge rate. In general, the AH rating is based on the number of amperes a battery can supply for 20 hours before the battery terminal voltage drops below 10.5 volts. If you’re comparing battery specifications, remember that battery suppliers often use slightly different threshold voltages to describe

the RC and AH capacities of their batteries.

Battery Life The actual service life of a battery depends upon its design and construction, and the operating conditions to which it might be exposed. Heat and vibration are the battery’s worst enemies since both tend to accelerate the normal shedding of plate material to the bottom of the battery case. In general, the average automotive battery lasts about four years before capacity and reliability become an issue. To reduce exposure to heat and vibration, auto manufacturers are generally careful to mount the battery in a relatively cool location in the engine compartment and to use a heat shield or “blanket” to insulate the battery against heat. In some cases, the battery is mounted inside the passenger compartment to reduce its exposure to heat and vibration. When the battery loses a critical amount of plate capacity or when accumulated sediment shorts the positive and negative plates together, the battery fails (see Photo 1). In rare instances, batteries also might experience intermittent failures when Rapid Response: 800-928-1184 ext. 41053

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Photo 3: An inexpensive specific gravity tester can instantly detect a weak cell. Battery cells shouldn’t vary by more than 0.50 specific gravity.

vibration causes open circuits to develop in their plate and cell connectors.

Battery Testing Keep in mind that lead-acid batteries are dangerous because they contain corrosive sulfuric acid and explosive hydrogen gas. For this reason, make sure a battery charger is turned off or disconnected before attaching or removing the charging leads. In cold-weather conditions, also make sure that the battery core isn’t frozen before testing or recharging. If acid is spilled, neutralize it with a water and baking soda solution or immediately rinse it off with plenty of water (see Photo 2). Periodically review the safety procedures contained in your battery supplier’s catalog or training literature and always wear safety glasses, gloves and acidresistant outerwear when servicing a battery. A 12-volt automotive starting battery can be tested for its “state of health” and “state of charge” by measuring its open-circuit voltage

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(OCV), the specific gravity (SG) of its electrolyte, amperage discharge rate or the conductance of its cell plates. All testing and recharging must be done through clean “lead-tolead” connections because corroded battery terminals or steel terminal adapters can generate false readings. Before testing, the surface charge should be removed from the battery by turning on the headlamps for several minutes. After the surface charge is removed, a fully-charged battery in good condition should rebound to at least 12.6 volts. While these numbers are approximate because they vary among manufacturers, an OCV between 12.6 and 12.7 volts generally indicates a 100% state-of-charge, 12.4 volts a 75% state-of-charge and 12.0 volts a 25% state-of-charge. A battery that won’t reach at least 12.6 volts after a thorough recharge probably has a poor state of health.

Testing Specific Gravity Although testing the specific gravity of the electrolyte isn’t possible on modern sealed batteries, the test can

be used on batteries with removable cell caps. Most SG testers automatically compensate for electrolyte temperature and provide a “good, poor or bad” indication of cell condition. In general, the SG of a good cell should be at least 1.250 and should vary more than 0.50 gravity points from cell-to-cell (see Photo 3). Providing no water has recently been added to the battery, the SG test is very indicative of individual cell condition. If the electrolyte is discolored, the cell plates are likely worn out. If a single battery cell is dry, it’s generally defective and water should not be added. Similarly, a battery that’s been boiled dry by overcharging is generally ruined. The corrosive electrolyte should be rinsed out of the hydrometer after each use (see Photo 4). In my experience, I solved one intermittent, cold-weather, no-starting complaint on a Toyota Tacoma by testing the specific gravity of individual cells. Although the battery had passed several conductance and load tests, one cell contained pure water, which dropped the CCA and terminal voltage below Toyota’s specifications during cold cranking. Because this was a new battery, it passed the conductance and load tests simply because many new batteries exceed test specifications by at least 20%. If the battery has removable cell caps, I rely on a specific gravity test to solve cold-starting complaints.

Load Testing A battery must be fully charged with a core temperature of 70°F to provide an accurate amperage load test with an adjustable carbon pile load tester. A battery should be load tested at one-half the CCA rating for 15 seconds. At 70°F core temperature, the battery should maintain 9.6 volts at the terminals. Last, the conductance test has become very popular because it’s fast and can test cell plate condition on badly discharged batteries. In brief,

Photo 4: The electrolyte level should touch the bottom of the split ring in the battery case. Always add distilled water to bring the electrolyte to its correct level.

as the battery plates wear, conductance is lost. Conductance is measured by probing the battery cells with a small alternating current “ripple.” The AC ripple produces an AC voltage response that indicates the condition of the plates. Conductance also can be used to detect shorted and open cell circuits. Most conductance testers require that CCA and the estimated battery temperature be entered. In addition, modern testers also may require that the battery type – regular, AGM or gel – be entered. In return, the conductance tester provides an estimation of the state of health and a measure of the state of charge.

Smart Battery Chargers Many modern battery chargers contain solid-state logic that operates “smart” charging programs that quickly recharge the battery without overheating the electrolyte. To prevent damage by over-charging, most smart battery chargers also use different charging strategies and voltages for flooded, AGM and gel batteries. Most AGM and gel-type batteries require a charger that is limited to about 14.4 to 14.6 peak charging

volts. Peak charging voltage should never exceed 16 volts on a conventional flooded battery. If the battery overheats or boils without reaching peak charging voltage, the battery is likely to be defective. After recharging or servicing, it’s always good preventative maintenance to rinse the battery off with a water and baking soda solution, followed by a warm water rinse. To prevent overcharging, smart chargers may provide a “bulk charge” rate to replace about 80% of the battery’s depleted charge. The charger may then automatically switch to an “absorption charge” rate when the terminal voltage reaches about 14.5 volts. The charger then may taper off with a float charge of about 13.4 volts and about one ampere of current to bring the battery up to 100% charge. Other charges may modulate, or “pulse,” the charging voltage. Regardless of the strategy, modern “smart” battery chargers are a vital necessity in this day of sophisticated battery technology. TR

Rapid Response: 800-928-1184 ext. 41055

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IN FOCUS TireTech

Mac Demere Contributing Editor

TIRE MOUNTING MISCUES Cautionary Tales From a Self-Proclaimed Non-Expert claim expertise in many areas, including high-performance driving, tire safety, vehicle dynamics, diaper changing, and calling in wild turkeys. “Mounting tires on wheels” is not on that list. My only wisdom about tire mounting will be...

Miscue No. 1: Failure to get proper training. If you’re going to operate a tire machine, demand to be fully trained. If you manage those who operate tire machines, require they get the needed expertise. Otherwise, the operator can just go to the emergency room and break his arm there: It’ll save the ambulance ride. I once tried to teach myself how to work a tire-mounting machine. I got a couple of tires demounted and mounted before I bent my first wheel. This was a simple-to-use machine from the late 1970s, so chuckle away at my youthful optimism and complete incompetence. The next mounted easily. My reaction, “Hey, this isn’t THAT hard,” is much like, “Hey, y’all watch this,” but without the alcohol or the lengthy hospitalization. On the next wheel, I got my arm stuck lengthwise between two moving things. I heard some very scary creaking and cracking before the machine stopped. Fractures of the ulna, radius and metacarpals would have been lovely because I didn’t have health insurance. It was great to be young and stupid and minus insurance. “I’m glad I started mounting tires on a simple Coats 10-10,” said Tire Rack’s John Rastetter. “Today’s machines have too many levers and enough torque to do a lot of damage with only a few

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ounces of operator input.” My personal tiremechanophobia (fear of tire machines) created a humorous situation when I was helping mount and demount heavy truck tires: I was like a long-tailed cat on a rocking chair-filled Cracker Barrel porch on a Sunday morning.

wheel’s drop center. “All modern passenger vehicle wheels have an area called a drop center,” said Liebetreu. “It’s designed to accept the tire bead during mounting. This ancient and important fact is often overlooked, misunderstood or just ignored. We’ve found the main

Using today’s highly-technical tire machines requires proper training to maximize efficiency and ensure customer satisfaction – not to mention guarantee the safety of the operator.

Since I’m not even an amateur with tire changers, I enlisted Pete Liebetreu, tire changer product manager at Hunter Engineering Co., as the expert for the rest of this column. Miscue No. 2: Not using the

cause of tire damage during mounting/dismounting comes from operators failing to feed the tire into the drop center. All is not quite that easy: Drop centers in Extended Height 2 (EH2) wheels (for runflats) or reverse wheels are harder than ever to work with.”

‘The main cause of tire damage during mounting/dismounting comes from operators failing to feed the tire into the drop center.’

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Miscue No. 3: Spacing the head too far away from the wheel rim. “Technicians mistakenly think they are going to reduce the chance of scratching the wheel if they put the head far away,” said Liebetreu. “Instead, this just increases the stress on the tire, lever, themselves and the machine. And it increases the likelihood of damaging a wheel. Make sure your wheel protection pieces are in good shape and put the head off the wheel rim by about 1/16inch.”

For information on the features of some of the latest tire changers, including this Coats 70X leverless changer, see page 70.

Miscue No. 4: Using bars instead of pushers. “Using bars to press a tire into the drop center is a good way to end up with a goose egg on your forehead,” said Liebetreu. “Tire changers can be purchased with various levels of pushers: Use them to do the pressing for safety of the operator and the equipment.”

Rapid Response: 800-928-1184 ext. 41058

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Miscue No. 5: Not taking care when clamping aluminum wheels. “It is not good to leave bite marks on your customers’ wheels,” said Liebetreu. “Additionally, open-spoke and black-painted wheels really show the damage a tire changer can do.” Finally, a shameless plug: Go back and find the May 2012 issue of this magazine, the main feature of which is “Back2Basics 2: Tire Demounting/Mounting.” This is an excellent primer for the newest tire tech and a great review for the oldest hand in the shop. (To view the article online, go to http://bit.ly/MuL98C) While working at a tire company proving ground, I avoided the mandatory course in tire mounting/demounting. After working on this article, I’m glad I did. So is the tire company’s insurance carrier. TR

Rapid Response: 800-928-1184 ext. 41059

IN FOCUS OTR Tires

Tim Good Contributing Editor

LONG-RUNNING Study to Achieve Maximum Tire Hours for Your OTR Customers

ummer is a great time of year for vacations, family gatherings and closely monitoring your customer’s OTR tires. With more demand on your time, sometimes it is easy to let the site inspections and air pressure checks slide. This is when trouble will start for many customers, even though they may not see the negative result for months. In a previous article, I briefly covered the importance of doing detailed site inspections. We cannot talk enough about this, even if we are highly experienced tire professionals. This is not just checking air pressure, which I discussed in my April article, but also doing haul and loading studies plus ton-mile per hour reviews. Taking the time now to perform these inspections will keep your customers from putting heat on you later. Prior to starting your study, make sure you meet with the site planners. Have them explain the different hauls not just today, but what might change in the next 90 to 120 days. This will allow you time to look at the potential demands on the tires and ensure that the correct compound or tire is being installed on the equipment.

Site Studies Many people see things differently when looking at the hauls, loading practices and overall maintenance of the site. This is why you need to work with the facts. After all, there are many factors that affect the actual tire life. • Load vs. Tire Life – Hauling more is not always better, especially if the tires are overloaded. Built-in scales on the new equipment are a great help in understanding the ton-

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nage being loaded and carried. But if there are no scales on the equipment, what do you do next? You might ask the site engineer or find a chart that provides you some weights of the material being loaded and hauled. For example, sand is about 3,100 pounds/cubic yard and stone is gen-

a tire that is 10% overloaded will have a 10% reduction in life. At 40% overloaded, the life of the tire is reduced on average by 40%. Overloads can cause casing fatigue, radial cracking, liner failures, reduced wheel life and a greater chance for impacts.

erally around 2,500 pounds/cubic yard. It also is important to know if the density of the material will be changing, just like their hauls. Once the material density is known, as well as the size of the bucket loading the equipment, you then will have a number to work with. True, this number is only an estimate, but you have to have something to work with until the actual loads are known through weight studies. What effect does weight have on tire performance? The general rule is

• Grades – No, we are not talking about a score on a test, but the degree of the grade coming out of the main loading area. Trying to find out the exact grades in degrees, let alone percentages, can be more difficult, so uncovering what the designed grade is for the haul roads will help to understand what they might actually be. Besides 0%, the best grade to reduce tire slip is between 5%-8%. A higher percent of grade will cause more traction issues, especially when the haul roads are wet. Besides slippage, weight transfer

Overloads can cause casing fatigue, radial cracking, liner failures, reduced wheel life and a greater chance for impacts.

Rapid Response: 800-928-1184 ext. 41061

much as 40%. also is an issue. For every Example: 777D GVW 355,000 lbs. Water and rubber 1% of grade, the load will Front Rear do not work well transfer 2%. This is –––––––––– –––––––––– together. Water is a important to know, parSetting level 118,250 (33%) 236,785 (67%) lubricant, but, counticularly for downhill, terintuitively, will loaded hauls since two 12% downhill grade 146,615 (41%) 208,385 (59%) help an object to cut tires (instead of four) are 12% uphill grade 89,815 (25%) 265,185 (75%) the tire very easily. carrying the majority of This could equate to a the load, as shown in Figure 1: Weight transfer is an issue. For every 1% of grade, the load will transfer 2%. 60% decrease in tire Figure 1. This is important to know, particularly for downhill, loaded hauls since two tires (instead life. Demonstrations All the above statements of four) are carrying the majority of the load. always get the point have a significant effect on across, so next time you see a lot of tors, site supervisors and operating tire life, as shown in Figure 2. As you standing water at an operation at management. Many premature tire can see, it does not take much of a which the trucks and/or loaders are removals can be avoided or greatly grade to affect the overall tire performoperating, bring out a water bottle and reduced by implementing standard ance. These numbers are estimates, knife. Spray an area of a removed, nonunderfoot procedures. but can provide some great talking mounted failed tire (do not try this on Make sure the roads, as well as the points when analyzing the customer’s a tire that is mounted and inflated on a tire performance and what recommen- loading and dumping areas, are clean wheel) and cut the rubber with the from spillage and are well-graded. dations can be made to enhance tire knife. You will see that the rubber can Take time to discuss this with the performance. be cut very easily. • Underfoot Conditions – Poor proper people at the operation so that Now try to cut the tire without underfoot conditions can be very cost- action can be taken before a tire issue water. You will find it is very difficult occurs. Improper sized shot rock for ly and need to be closely monitored, to cut the tire. Keeping the roads as not just by you, but also by the opera- road dressing can reduce tire life by as

Rapid Response: 800-928-1184 ext. 41062

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Rapid Response: 800-928-1184 ext. 41063

% Grade

Tire Life

100%

90%

10%

80%

14%

65%

18%

50%

Figure 2: The degree of the grade coming out of the main loading area has a significant effect on tire life. Besides 0%, the best grade to reduce tire slip is between 5%-8%. (All numbers shown here are estimates.)

free from water as possible will provide an immediate benefit to the customer. In the end, good haul roads equal a much lower cost per hour. • Supers in the Haul Roads – Everyone knows the importance of high-banked curves at the NASCAR tracks and the same theory holds true

for haul roads – just not as steep. Designing good supers (about 3%) in the curves helps to eliminate high-lateral tire forces, which will extend the casing life. Other advantages the operation will see, besides reduced wear and tear on both the truck and tires, are faster cycle times (could be a negative) and cleaner haul roads due to less spillage. You never want to see a negative super in the haul road, as the high-lateral force created by the weight transfer will affect tire performance. Haul roads with moderate curves and no supers would see about a 10% decrease in potential tire life. Severe curves with no supers could reduce tire life by 20% or more. • Cycle Times – Knowing the tonmile per hour (TMPH) is the most important part of a site study. This is basically the average tire load times the average tire speed. Each manufacturer has a basic formula for figuring

Rapid Response: 800-928-1184 ext. 41064

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the TMPH of their tires, so it is important to review the manufacturer’s OTR engineering databook. The information provided in different companies’ databooks is excellent and if you have not taken time to read through them, I suggest you spend some time reading and understanding the information available to you. Observing your customers’ operations, knowing what to look for and, most importantly, taking time to explain both the good and bad items found, will enhance the longevity of the tires and your customers’ confidence. Your customers are very busy this time of year as well, and they need your assistance to monitor their operations and share your findings. Hopefully, they will listen and implement an improvement plan, which will have positive paybacks in the future. When this happens, you can better enjoy your summer vacations. TR

Rapid Response: 800-928-1184 ext. 41065

IN FOCUS Performance 66

Mac Demere Contributing Editor

BALANCING ACT Rush to Fuel Efficiency With Contradictory Tasks and Unexpected Options

n the rush to make tires more environmentally friendly (or, if you want to be cynical, less environmentally unfriendly), few consider the plight of the designers of ultra-high performance tires. These brilliant engineers are charged with accomplishing contradictory tasks. They must retain or, ideally, expand the traction UHP buyers seek, while reducing rolling resistance, limiting the use of petroleum products and toxic chemicals, and cutting the tire’s weight – while keeping retail price the same. It’s like a football coach telling a player: “Make more tackles, but don’t hit the other players hard. Also, sweat less while running faster, and give us a rebate on your salary. And stop ripping up the grass and wearing out your uniform.” All the tire companies I contacted were closed-mouth about this topic. None of the tire companies returned our emails. The public relations representative for one company did, but only to tell us that they wouldn’t tell us anything. From a journalist’s view, that means I hit the target in the center of the X. From a reader’s standpoint, that means all I can do is speculate and use the little information published on tiremaker websites. I guess they don’t want to help you help consumers. As journalists aren’t really allowed to speculate, my guess is that tire companies are having a devil of a time retaining UHP grip while meeting “environmental goals” and maintaining costs. It also means the car companies are probably flogging tiremakers to gain an additional 0.25 mile per gallon for their hot new supercar.

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Low rolling resistance is the hallmark of eco-friendly tires. Traditionally, improving rolling resistance a little tiny bit REALLY hurts traction, especially damp traction. I’ve seen wet stopping distances grow by 30 or more feet

much as an 8% improvement in fuel mileage compared to a) previous models, b) other of their tire lines, or c) a competitor’s product that could be considered head-tohead competition…or not. Until there are realistic, common test

Soybeans are a popular foodstuff for the health-conscious, and soybean oil often is used in popular salad dressings. Now tiremakers are looking at employing soybean oil as a replacement for petrobased oil in tire production.

between an otherwise equal low rolling resistance tire and one made conventionally. Some makers have tried to break the trade-off by introducing silica to the recipe. If I’m not mistaken, though, this increases cost and introduces sand fragments into the air.

Testing For LRR A word about low rolling resistance. Some tiremakers claim as

requirements, none of these purported improvements can be proven or agreed. Regardless, when it comes to these claims, a tiremaker is going to have to open up and show a realworld difference. While working for a tire company, I attempted to set up a real-world demonstration to illustrate low rolling resistance. I tried coast downs of several descriptions and a Soap Box Derby-

If anyone’s had a breakthrough, they’re not talking. Everything is being looked at, considered, fiddled with and added to the potential mix.

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style start. Nothing was repeatable, much less robust enough to show outsiders. The coast downs appeared to be more a test of the sensitivity of the GPS-based speedometer. The gravity attempt appeared to be impacted by the wind. So the results were random. Sometimes the low rolling resistance tire coasted further, sometimes the high rolling resistance tire coasted further.

Next Requirement Next, the UHP designers must reduce weight. One of the easiest ways to improve traction of any tire is to fit it into the upper left corner of the Tire and Rim Association dimensional windows: That is, make it as tall and wide as is allowed while still being able to retain its nominal size. That option no longer is available. A lighter tire improves rolling resistance and saving a quarter ounce

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here and a quarter ounce there might do something. But I don’t think so. One tiremaker has an eco tire with a “reduced hysteresis” sidewall. I keep getting hysteresis backward, but I know that hysteresis like a Superball offers less grip and better rolling resistance, while hysteresis like Silly Putty offers more grip and worse rolling resistance. Regardless, that doesn’t seem to be in the UHP tire designer’s favor. Eliminating aromatic oils has long been a goal. And using less petroleum means a lower carbon footprint. But less petroleum increases the difficulty of making any tire. Companies are trying everything from oil from orange peels to sunflower oil to dandelion oil to soybean oil – and I’m sure further research efforts will uncover other potential resources. If anyone’s had a true groundbreaking breakthrough, they’re not

talking about it. In fairness, it appears that everything is being looked at, considered, fiddled with and added to the potential mix. Not trying to be a fuddy-duddy here, but tires have been made the way they are for a very good reason, and tiremakers (and their lawyers) will be very deliberate in testing and evaluating new or replacement compounds, chemicals or processes to produce any tire – let alone rush to the eco bandwagon. Designers are even trying to increase the use of natural rubber, because it is a renewable resource. Of course, if any of these renewables proves to be a miracle cure, we may find ourselves literally changing the landscape to grow more of whatever the cure is – and damaging our environment in other ways as a result. Dear UHP tire designers, I don’t envy your task. TR

PRODUCT

Spotlight TIRE CHANGERS

Tire changing technology allows for improvements that can make equipment more functional without requiring any added effort from technicians. Operating a tire changer can be a dreaded job; old machines may involve technicians getting into awkward positions, and some older machines might not handle todayâ&#x20AC;&#x2122;s larger wheels all that well. And over time, parts become stiff and operations require extra force to perform. The latest tire changers on the market promise ergonomic designs for a comfortable and easy job performance. Additionally, the latest machines are designed to handle a variety of tire sizes, saving space, time and money at the shop. Here are some of the latest offerings.

Corghi A2030 Designed to work on large alloy wheels and low profile tires, Corghi said its A2030 offers user-friendliness, precision, functionality and versatility. According to the company, the A2030 features an automatic tire changer with pneumatically operated tilting column and 26-inch turntable, ideal for demounting car, SUV, van and motorcycle wheels. The machineâ&#x20AC;&#x2122;s new technical and ergonomic characteristics ensure unrivaled speed and convenience during mounting and demounting operations. The turntable installed as standard uses a patented system, allowing the working range to be changed from 10 to 22 inches and 14 to 26 inches by a simple operator procedure, Corghi added. Its new shape is designed to ensure users working on large-diameter wheels easier, quicker wheel positioning during bead breaking. corghi.com Rapid Response: www.TRRapidResponse.com/41150 Or call 800-928-1184 â&#x20AC;&#x201C; Ext. 41150

Rapid Response: 800-928-1184 ext. 41070

TIRE REVIEW

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Atlas TTC 306

Hennessy Industries’ Coats 70X leverless tire changer features a unique mount/demount head that eliminates the use of manual tire tools, and an exclusive swing-arm locking mechanism that greatly reduces the operator effort required to change even the most challenging applications, according to the company. The 70X leverless tire changer was designed to maximize capability and efficiency across a broad range of tire and wheel fitments, and delivers increased productivity, the maker added. ammcoats.com Rapid Response: www.TRRapidResponse.com/41152 Or call 800-928-1184 – Ext. 41152

The Atlas TTC 306 features a remote-controlled rotating bead breaker disc and mount/demount head that can be actuated from the remote console. This super duty Atlas truck tire changer is designed and engineered to handle rim sizes from 14 to 56 inches and tire diameters in excess of 97 inches, according to Greg Smith Equipment Sales. The Atlas truck tire changer can easily accommodate tires with a maximum width of up to 53 inches. Additionally, the Atlas TTC 306 handles off-road tires, agricultural tires, super wide tires and skidder tires with ease, the company added. gregsmithequipment.com Rapid Response: www.TRRapidResponse.com/41151 Or call 800-928-1184 – Ext. 41151

PRODUCT SPOTLIGHT

Coats 70X

Ranger R30XLT NextGen The totally redesigned Ranger R30XLT NextGen series tire changer features a unique, simple and especially swift swing-arm design that can handle an astounding range of wheel and assembly sizes, according to BendPak. Three position jaws allow this tire changer to service anything from a 10-inch ATV wheel up to a 28-inch wheel, while the single assist tower performs all the same functions usually requiring two assist towers. Finally, the maker added the mount-demount tool can be adjusted with only one hand, so even as the arm swings out, operators can keep the tooling aligned with the wheel. bendpak.com Rapid Response: www.TRRapidResponse.com/41153 Or call 800-928-1184 – Ext. 41153 Rapid Response: 800-928-1184 ext. 41071

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PRODUCT SPOTLIGHT

Coseng Logo The hands-free Coseng Logo offers a number of patented or patent-pending features, according to Coseng. The tire changer’s unique feature is the exclusive tire removal, or Logo, which enables the user to mount and demount any type of tire up to a total wheel diameter of 50 inches, including low profiles, reverse-mount wheels and runflats, without additional tools. The Logo does the removal without aid of a bead removing lever or extra physical effort, Coseng said, adding the Logo ships ready as a plug-andplay machine and requires no additional options. cosenggroup.com Rapid Response: www.TRRapidResponse.com/41154 Or call 800-928-1184 – Ext. 41154

Hunter TCX500 The PowerOut system, available on Hunter Engineering TCX500-series tire changers, provides fingertip bead-loosening controls outside of the wheel on the side-shovel handle. According to Hunter, this ergonomic design eliminates the foot-pedal control that often forces technicians into awkward positions when loosening beads. By operating the loosener at a more efficient and comfortable position, technicians gain additional power, speed and control, especially when servicing large or wide assemblies, the maker noted. librautotech.com Rapid Response: www.TRRapidResponse.com/41155 Or call 800-928-1184 – Ext. 41155

Hofmann Monty 1620 The Hofmann Monty 1620 is designed for high-volume tire shops, multi-bay repair shops and car dealerships. According to the maker, the Monty 1620 swing-arm tire changer features a 21-inch outer-wheel clamping standard (26-inch with optional adapters), and accommodates tire diameters up to 50 inches and wheel widths of 15 inches. It also can be upgraded by adding Hofmann’s patented EasyMont Pro, aiding in single-operator mounting/demounting of extra-stiff, low-profile, high-performance and run-flat tires. hofmann-usa.com Rapid Response: www.TRRapidResponse.com/41156 Or call 800-928-1184 – Ext. 41156

Rapid Response: 800-928-1184 ext. 41072

TIRE REVIEW

- August/2012

SOLUTIONS Hot New Products OBDII Kit

Protective Gloves

The VT55 OBDII kit is now available through Ateq. Features include a universal OBD connector, which interfaces with the vehicle’s ECU via, CAN bus or K-line. According to Ateq, the kit services U.S.manufactured vehicles, as well as Asian or European imports. Additionally, everything needed to get started and offer complete service is included: the VT 55 OBDII tool, USB cables, PC Driver, software and instruction booklet.

Ansell has added a new product to its HyFlex series. The newly-developed HyFlex 11-518 glove provides wearers with a bare hand-like sensation without compromising cut protection or performance, according to the maker. The HyFlex 11-518 glove is ideal for precision handling and assembly of sharp, dry, ultra-fine parts.

ateqtpm.com Rapid Response: www.TRRapidResponse.com/41157 Or call 800-928-1184 – Ext. 41157

All-Season Touring Tire Sumitomo has added the upgraded Touring LS to its all-season performance touring tire line. According to Sumitomo, the new line will replace the current HTR T4 line. Features of the T-, H- and V-speed-rated LS include an advanced carbon tread compound for extended treadlife and a proprietary construction for durability, the tiremaker said. In addition, the Touring LS carries an 85,000-mile treadwear warranty for T-rated sizes and a 65,000-mile treadwear warranty for H- and Vrated sizes.

ansellpro.com Rapid Response: www.TRRapidResponse.com/41160 Or call 800-928-1184 – Ext. 41160

O2 Sensor Connector System The OE SmartLink patented oxygen sensor connector system is now available from Bosch. By installing the system on the existing wire harness, the OE SmartLink allows 14 OEM-specific, heated oxygen sensors to cover up to 96.2% of vehicle applications. According to Bosch, the OE SmartLink system includes a premium, OEM-specific, heated oxygen sensor that comes standard with a 24-inch wire harness. boschusa.com Rapid Response: www.TRRapidResponse.com/41161 Or call 800-928-1184 – Ext. 41161

sumitomotire.com Rapid Response: www.TRRapidResponse.com/41158 Or call 800-928-1184 – Ext. 41158

Medium Truck Radial Kumho Tire USA has released the all-new KMD41 tire to its medium truck and bus radial lineup. According to the tire manufacturer, the KMD41 is designed for use in on- and off-road applications. Features include added traction and an increased speed certification to 65 mph for normal highway driving. kumhotireusa.com Rapid Response: www.TRRapidResponse.com/41159 Or call 800-928-1184 – Ext. 41159

Rapid Response: 800-928-1184 ext. 41073

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SOLUTIONS Hot New Products Truck Tire Service Set The Blue Cobra truck tire service set is now available through Ken-Tool. According to the company, the new set includes the Blue Cobra truck tire demount tool, T45C classic tubeless tire iron, doubleend tire spoon, an 8-pound pail of Euro lube paste, Euro-style lube applicator brush, two aluminum C-Loc bead holders and leather wheel protector. kentool.com Rapid Response: www.TRRapidResponse.com/41162 Or call 800-928-1184 – Ext. 41162

Sealed Aluminum Wheel Accuride Wheels introduced its newest aluminum wheel product, AccuArmor. According to the company, Accu-Armor aluminum wheels go through a multi-step, post-production treatment process that texturizes, anodizes and seals the surface of the wheel. The process creates a wheel that is highly resistant to scratching and scuffing, filiform corrosion, high- and low-pH chemicals and common chemicals used in de-icing

Rapid Response: 800-928-1184 ext. 41084

TIRE REVIEW

- August/2012

road surfaces. Accu-Armor aluminum wheels are ideal for use by transit buses, tanker fleets, fire trucks, owner-operators and vocational fleet trucks, the company added. accuridecorp.com Rapid Response: www.TRRapidResponse.com/41163 Or call 800-928-1184 – Ext. 41163

High Performance CUV Tire Omni United said its latest high-performance CUV tire, the Radar RCX8, was designed with a silica-based tread compound and asymmetric tread design for maximum balance between wet and dry traction. The RCX8 is ideal for upscale crossovers, sport utility vehicles or luxury pickups and is backed by Radar’s standard manufacturing and treadwear warranty of 50,000 miles, the tiremaker added. omni-united.com Rapid Response: www.TRRapidResponse.com/41164 Or call 800-928-1184 – Ext. 41164

Rapid Response: 800-928-1184 ext. 41083

TIRE REVIEW classifieds

GENERAL MANAGERS Prominent Commercial/Retail Tire Dealership is seeking energetic, self-motivated General Managers in NC, SC, TN and VA. Excellent benefit package with 401K, Medical, Dental & Vision. Salary commensurate with experience. Qualified candidate should email resume with contact numbers to:

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TIRE REVIEW classifieds Launch Tech USA is seeking experienced vehicle lift installation and repair companies to support our national account programs. Must be able to provide quality installations, lift training, lift inspections, repair and warranty service. If you qualify please contact:

Sam Fielden t.562-463-1580 ext:111

Tire Bead Breaker Fast • Easy To Use • Saves Time • Original Equipment Wheels In Stock • Limited Lifetime Guarantee • 1000s of Wheels In Stock • Affordable Prices

We ship from eight different locations: Dallas, Houston, San Antonio, Los Angeles, Philadelphia, San Francisco, Chicago, Miami

Alloy Wheel Remanufacturing Order your Wheels at:

www.newwheel.com or 800-486-0931

Need Reprints? Call Kelly McAleese at 330-670-1234, ext. 284 76

TIRE REVIEW

- August/2012

Loosen Tire Bead from Rim with Leverage 䊳 Constructed mainly for farm rear tractor tires. 䊳 Will handle 38” & 42” 14-ply farm tractor and backhoe tires with dropcenter rims to small ATV and lawn-mower tires. 䊳 Excellent for working on tires without removing the wheel from tractor. 䊳 Operates with 1/2” drive impact wrench or ratchet wrench. Weight 12 lbs. EASY TO HANDLE!

STBB,

INC.

10015 FM 361 • Richmond, TX 77469

979-793-6105 www.stavinohatireshop.com

TireReview.com

TIRE REVIEW classifieds

ADVERTISE HERE! Call

Tom Staab Regional Sales Manager at 330-670-1234, ext. 224 Fax 330-396-7327 tstaab@babcox.com

Simply the Best Lists: Automotive Aftermarket Truck Fleet & Powersports Markets

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www.wallacewade.com FAX (214) 634-8465 “IF WE DON’T HAVE IT — WE’LL GET IT”

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(Continued from page 80) ment last year like we’d suggested, your tires would have lasted longer.” Daisy glared at him suspiciously. “A Topaz? A Mercury Topaz? You’re not one of those numbskulls who drives around on worn-out tires, are you? Harrumph. People like you are a danger to other drivers!” She waggled her umbrella threateningly in Buck’s direction. Tooner quickly ducked back into the shop; he’d seen Miss Daisy use her umbrella before, and it hadn’t been pretty. Buck looked at me desperately, though for the life of me I don’t know why. Friend or not, he was on his own with Miss Daisy. “Slim,” he whined, “you know the old saying, ‘If it ain’t broke don’t fix it.’ Well, that applies here, right?” “Sorry Buck, but a large fleet company did an analysis recently, comparing the cost of preventative mainte-

nance versus neglecting the vehicle. They discovered that even when they over-maintained a vehicle, it still worked out cheaper in the long run.” “Exactly what I’ve been trying to tell you, young man,” chimed in Miss Daisy. “I’ve been following the suggested maintenance schedule ever since my 1999 Cherokee was brand new, and it rarely lets me down.” I nodded in agreement. “And not only that, Buck, but her Jeep is so nice and clean, she’d get top dollar if she ever chose to sell it.” Buck turned and faced me defiantly. “Well, I ain’t falling for it, Slim. You can just put that list in the garbage can and…yikes!” Buck’s eyes bulged out as Miss Daisy positioned the point of her umbrella squarely and firmly between the middle vertebrae of his spine. Beads of sweat formed on his forehead. “Excuse me, sonny, but I don’t believe I heard you properly,” she mut-

tered threateningly. “Would you care to rephrase that?” Buck’s eyes darted frantically from side to side, looking for a way to escape, but he was pinned between the umbrella and the counter. He gulped. “Uh, well, maybe we could do a couple things on that list, especially the tires,” he squeaked. “I mean, since you’ve got the car in here anyway…” With a grin, I took the list and headed for tire racks and the service bays. It’s always satisfying to see a customer finally embrace the value of preventative maintenance. Some folks just need a little more convincing than others. TR Rick Cogbill, a freelance writer and former shop owner in Summerland, B.C., has written The Car Side for a variety of trade magazines for the past 14 years. “A Fine Day for a Drive,” his first book based on the characters from this column, is now available for order at thecarside.com.

Rapid Response: 800-928-1184 ext. 41079

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VIEWPOINTS the car side 80

Rick Cogbill aka Slim Shambles

NO-BRAINER Vehicle Maintenance is the Safest Route – in More Ways Than One

’ve known Buck Pincher for so long that I can tell what he’s thinking just by looking at his ears. Right now they were smoking, so I knew he was in his “somebody’s after my money and they ain’t gettin’ it” mood. “Something wrong, Buck?” He looked up from the inspection checklist that I’d just given him. “I’ll say there is!” he thundered. “I come in for a simple oil change and you hand me this shopping list of maintenance work. According to you, there’s so many things about to go wrong with my car that it’s a miracle I drove it up here at all!” “You took the words right out of my mouth,” I replied. “Buck, your old car is suffering from a serious case of neglect. It’s no wonder it spends half its life on the back of a tow truck.” “AAA pays for that,” he replied. “And besides, when it’s on the deck truck, I ain’t wearing my tires out. So I’m saving money!” I shook my head in disbelief. Trying to reason with Buck Pincher is like explaining the stock market to a brick – the only thing the brick understands is how to crash things. “Excuse me, gentlemen, but is there a problem here?” Our terse discussion was interrupted by Miss Daisy Middleworth, an elderly spinster who brought her vehicle in like clockwork for maintenance and repairs. She rarely had a breakdown, and that’s just the way she liked it.

TIRE REVIEW

- August/2012

Miss Daisy had been sitting quietly by our coffee counter reading a romance novel as she waited for her Jeep, but Buck’s noisy complaints were disturbing her concentration. Buck glowered in her direction. “A problem, Ma’am? I’ll say there is!” He shoved the list in Miss Daisy’s direction. “Slim here purports to be

my friend, yet he’s trying to drain my pocketbook dry with a list of unnecessary maintenance work.” But if Buck was looking for sympathy, he wasn’t going to find it in Miss Daisy. She was a firm believer in preventative maintenance. Daisy took the list and studied it. “According to this, your transmission fluid is burnt and should be changed.” “See? That’s exactly what I’m talking about,” exclaimed Buck. “Why should I change the fluid? The car still moves!” Miss Daisy frowned. “But for how long? Sonny, overheated transmission fluid can’t protect your clutch

plates properly. Before you know it, you’ll be calling the tow truck to bring you back here, and it’s going to be one expensive repair. If I were you, I’d get that looked after right away.” Buck’s mouth dropped open. He hadn’t counted on meeting a little old lady who knew more about cars than he did – not that it would take much. “Uh, well, never mind that one…what about that next item? Tooner says it’s time to replace the spark plugs, but I haven’t even felt a single misfire yet!” He crossed his arms triumphantly. “If that ain’t overselling, I don’t know what is.” Daisy studied him closely. “Say, you look familiar. Didn’t I see you kicking the front bumper of a blue Mercury that was stalled on Main Street the other day? Why, you had traffic backed up for two blocks!” She tottered over for a closer look. “Did you know I almost missed my hair dresser’s appointment because of you?” Buck backed up a step. “Uh, you must be mistaken, lady. Never been near Main Street…” At that moment, Tooner poked his head in through the door from the shop. “Hey Buck, I tried to back yer Topaz out of the shop, but one of yer thread-bare tires blew out. I’m gonna have to replace it.” Buck blew a gasket. “What?! Now you’ve ruined my tires!” I shook my head. “No, you did. If you’d gotten that front end align(Continued on page 79)

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