Modern Tire Dealer

JUN 2019

Magazine for the professional tire industry

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Page 37 of 89

M T D J u n e 2 0 1 9 36 P a s t , P r e s e n t , F u t u r e : M o u n t i n g / B a l a n c i n g Technicians may also place the shovel too close to a TPMS sensor causing breakage. Paying close attention to the position of the bead loosener relative to the wheel assembly is critical. "A precise bead loosener that is hand controlled and has power in and out control gives the user a great amount of control when loosening beads, eliminating these types of issues," says Vanderheyden. BALANCING MISTAKE: FAILING TO CENTER THE WHEEL Centering the wheel on the balancer is the critical first step to success in wheel balancing. Unfortunately, it is also the most common step to be overlooked. Vanderheyden recommends collets instead of cones. "Wheels should be centered from the inside hub bore center only, not from the outside or against the hub nut. is ensures that the wheel is centered the same way it centers when it is on the vehicle." BALANCING MISTAKE: NOT USING PIN PLATES Pin plates or flange plates are a necessity to protect plastic cladded wheels and to center heavy truck wheels. A pin plate utilizes the wheel's lug holes to be certain that even force is applied against the outside of the wheel when mounting in order to aid in centering. For heavy wheels, it allows the wheel to "climb" the collet uniformly to make centering on the tooling a snap. BALANCING MISTAKE: NOT CORRECTING RESIDUAL IMBALANCE When balancing certain assemblies in dynamic mode, a certain amount of residual static forces can be created inadvertently; this can cause a vibration or customer comeback. "A balancer that can quickly identify this residual imbalance and prompt the user to correct it before the tire is mounted back on the vehicle is a necessity for today's vibration-prone vehicles. Counter balancing all static and dynamic forces down as low as possible is a requirement," says Vanderheyden. TIPS FROM ROTARY Jones offered ways to avoid six mistakes that occur most oen in the mounting and balancing process. MOUNTING MISTAKE: TPMS DAMAGE TPMS damage oen occurs because the technician does not pay attention to where the TPMS is located before starting to demount or mount the tire. "A simple check can easily help avoid this issue," says Jones. MOUNTING MISTAKE: INCORRECT CLAMPING WHICH CAUSES WHEEL DAMAGE "All aluminum wheels should be exter- nally clamped, but oen what we see is that technicians will try to save time by internally clamping the wheel," says Jones. is causes scratches on the inside of the wheels. Using a center clamping changer will prevent this type of damage. MOUNTING MISTAKE: NOT USING LUBE WHEN DEMOUNTING "Almost every operator I see does not use lube when demounting a tire," says Jones. "ey say it takes too long to apply lube, but then they struggle to get the tire off the wheel, which costs them time and can damage the tire." It's important to use the right amount of lube, too. "When you don't use enough, you can damage the tire and wheel. If you use too much, you can create tire-to-wheel slippage and encounter vibration problems." BALANCING MISTAKE: MIS-MOUNTING THE WHEEL ON THE BALANCER With today's plastic and/or chrome clad wheels, shops that use cones to center the wheel on the balancer will experience bal- ancing issues. Collets are a better solution for servicing OE wheels or when working on clad wheels. "e collet is shorter and doesn't go as deep into the hub bore of the wheel. Collets, along with finger plates, which replace the standard pressure cup, help provide even more mounting accuracy," says Jones. BALANCING MISTAKE: FRONT CONING INSTEAD OF BACK CONING "All wheels should be back coned; that is, the cone/collet should be placed on the sha first, then the wheel, then the finger plate or pressure cup then the wing nut," says Jones. Most aluminum wheels have a taper on the back of the hub bore that helps center the wheel on the collet. If an operator is front coning, the shop will likely see that car back in the shop more frequently with balancing issues because the front of the wheel is not designed to accept a cone or collet. BALANCING MISTAKE: INCORRECT WEIGHT PLACEMENT Most aermarket wheels and many OE wheels today require stick-on weights for balancing. ese weights must be placed inside the wheel at the proper location. Using a balancer with a laser line or pointer to indicate the weight location can help the operator place the weight in the precise location. Just a slight miscalculation in weight location can cause the balancer to be off and call for more weight. "Additionally, many of today's after- market wheels for light-duty trucks have an offset that is so negative that the only balancing mode available is static which uses only one weight, so correct weight placement is important," says Jones. ■ "The future of mounting and balancing is a continu- ation of error-proofing the process with the equip- ment as much as possi- ble," says Pete Liebetreu, vice president of market- ing for Hunter Engineering. What does that mean for a shop? "More sensors, more cameras, more ma- chine vision, knowing what the wheel is, understand- ing what the wheel is, and automation wherever possible to make sure pro- cesses, where they can be formalized, are followed," explains Liebetreu. Hunter has been innovat- ing tire service technolo- gies since 1946. "We like error-proofing as an op- erational philosophy. If you can pull decision points away from the technician, it makes his life easier, and it means a more consis- tent outcome." See page 37 for a look at mounting and balancing in the 1940s. It's part of the "Past, Pres- ent, Future" series marking MTD's 100 th year. Innovating an error-proof process Pete Liebetreu is next to a Tune-In wheel balancer, the first Hunter product introduced in 1946.

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