Magazine for the professional tire industry
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MTD August 2014 By Ann Neal B alancing all wheel positions, including trailer tires, has been documented to increase fuel economy by 1% to 2%, according to Derek Forney, marketing coordinator, International Marketing Inc. (IMI). "In fact, nearly half of a truck's fuel efciency related to tires comes from the trailer," says Forney. Balancing is one aspect of a comprehensive maintenance program that helps extend the life of the tire, says Scot Flynn, director of sales, Plombco Inc. "Every tire should be balanced before installation, not only on the tractor but also the trailer," notes Flynn. "Some major feets even re-balance tires/wheels when the tire is at a 50% wear level. Trucks haul heavy loads in all types of diferent road conditions. Tese loads increase heat in the tire and decrease the life of the tire. Many things can change as tires become worn and re-balancing can extend the life of the tire." Eric von Brockdorf, market development supervisor for the 3M automotive division, adds serious ride disturbances such as bouncing, wobbling and vibrating to the potential problems associated with an improperly balanced wheel. Gregory Parker, marketing manager for Perfect Equip- ment wheel weights, a brand of Wegmann automotive USA Inc., says wel l-balanced wheel assemblies can increase safety and comfor t for heav y- duty truckers while decreasing fuel costs. "Whether you balance with external weights or internal compounds depends on personal preference, but whichever way you go, the important thing is to do something instead of nothing." Modern Tire Dealer asked several wheel weight manufactur- ers to provide updates on trends in heavy-duty balancing in general, internal and external balancing processes in particular, and their latest products. (See the June 2014 issue of MTD for an update on recent legislation banning lead and mercury-based wheel weights in some states.) MTD: How do truck tire balancing needs difer from passenger tire balancing? Are lead wheel weights an issue? Von Brockdorf, 3M: Truck tires and wheels are generally larger than passenger cars' and typically require more weight to achieve proper balance. An increasing number of states have proposed and passed legislation to ban the use of lead wheel weights. Te change in legislation afects not only passenger tire balancing, but truck tire balancing as well. In response to the change truck tire balancers need to have other non-lead wheel weight options. Forney, IMI: One of the biggest diferences truck tire balancing presents is the time factor. It would take hours to spin balance all wheel positions on a truck. Many feets chose not to balance, or just balance steer tires as a result. Com- mercial trucks ofen go up to 20,000 miles before rebalancing (much longer than passenger tires), if they are rebalanced at all (an additional time constraint). Using an internal method provides a lifetime balance that installs in seconds to eliminate balancing downtime. Also unlike passenger tires, most wheel positions on a truck have a dual tire assembly. While match mounting will help to eliminate each tire's out-of-round, it is impossible to perfectly Clip-ons or bags? Te benefts of balancing commercial tires and wheels are proven; it's the process that is sometimes debated Commercial Tire Dealer™ ALSO IN CTD Guiding business growth: Multi-tasking McCarthy Tire store manager is the next generation of leadership . . . 61 Skid steer tread patterns go from all- purpose to purpose-built . . . 64 The next logical step: Kenda plans to manufacture truck tires . . . 70 Commercially Viable . . . 72 Plombco offers wheel weights for alloy and steel rims. The heavy-duty TALZ zinc weight is a replacement for lead. ' Whether you balance with external weights or internal compounds depends on personal preference, but whichever way you go, the important thing is to do something instead of nothing.' Gregory Parker, Wegmann automotive 40