Modern Tire Dealer

JUN 2019

Magazine for the professional tire industry

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Page 39 of 89

M T D J u n e 2 0 1 9 38 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 i n 1 9 4 3 camber, toe-in, or king-pin inclination. All he knows is that he wants to get as much mileage out of his tires and car as possible with a maximum of safety and comfort. And only the tire dealer who features wheel balancing and alignment can sell him economical operation, safe operation, and comfortable operation of his car. Selling those three things is really simple. All you need do is let the customer buy. Any driver can see that his tires are wearing unevenly; that they are scuffing, wearing on the shoulders, pitting or cupping, or wearing in spots. He knows that this sort of thing is costing him money on his tires and tubes. And he'll buy wheel correction service as soon as he learns that those faults can be corrected by proper alignment and balancing. Wheels which are unbalanced statically and dynamically also wear out the car, for they pound out the tie rod ends, break spindle bolts, damage steering gears, and in general loosen the entire front end so that the car is not safe for high speed operation. One ounce of static unbalance is equal, at 60 miles per hour, to 12 pounds of force hitting the road at the point of unbalance. Following are the possible remedies for those faults: Scuffing – Correction of toe-in, toe-out or tracking. Shoulder Wear – Correction of camber. Pitting or Cupping – Correction of toe-in, improper infla- tion, or adjustment of caster so as to be equal on both sides. Spotty Wear – Correction of eccentric wheel, unbalanced wheel, too flexible front spring, or faulty brakes causing skids. Any driver knows it is unsafe to operate a car that has the shimmies, wanders and weaves, turns hard, or steers jerkily on rough roads. He knows that while driving under such conditions he is subjecting the car and tires to undue wear and strain and that he is subjecting himself to probable accidents, nerve strain, and driving fatigue. Any driver will be grateful to know that you can correct those faults and he will be a quick and willing customer if you are equipped to render the service. Following are the possible remedies for those steering troubles: Shimmy at Any Speed – Correction of unbalanced wheels, low tire pressure, too flexible front spring, or dead shock absorbers. Wandering and Weaving – Correction of insufficient caster, too tight or too loose steering linkage, or binding in steering column. Hard Turning – Correction of excessive caster, or unequal camber. Jerky Steering – Correction of misaligned drag link. Every car needs balancing and alignment service periodi- cally. It isn't a one-time job that can be done and forgotten forever for some cars – under severe driving conditions – need alignment every 5,000 miles. And wheel and tire assemblies should be balanced every time a tire is changed or at least every 10,000 miles. That's good repeat business! On all front wheel assemblies, with the exception of front wheel drive, the tire, tube, wheel, hub, and drum are balanced as one unit. In the rear only the wheel, tire and tube are bal- anced as a unit. In many cases the front hub or drum are out of balance and, therefore, correcting only the tire and wheel assembly would not clear the trouble. And while you've got the entire assembly off, it's a good time to check grease retainers, inspect wheel bearings for defects, repack the front wheels, and check worn brake linings or scored brake drums. It takes only a few seconds and may produce additional business. These services are demanded in the name of road safety and comfort. Front end correction eliminates front wheel shimmy, wheel tramp, difficult turning and excessive tire wear. When combined with wheel and tire balancing it results in better road holding, greater tire economy, easier turning and parking, and a distinct improvement in smooth and safe driving. Several manufacturers make a spinner or shimmy detector A perfectly good tire at 10,000 miles, the balance weights were removed and it was then run 5,000 miles. The result, a loss of 10,000 to 15,000 miles of tire life, is shown. Underinflation and unbalance caused this.

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