GY TL Winter.indd 1 1/7/08 2:22:57 PM...Client: Goodyear Tire Project: TIRELogic magazine The...

Client: Goodyear Tire Project: TIRELogic magazineThe Siefkes Group - [email protected]

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GY TL Winter.indd 1 1/7/08 2:22:57 PM

C O N T E N T S

Steve McClellan Vice President,

Commercial Tire Systems

TireLogic Magazine

TireLogic® is produced by SiefkesPetit Communications. Editorial offices: 317 NW

Gilman Blvd. #39, Issaquah, WA 98027. Phone: 425-392-2611. Email: [email protected]. Editor: Doug Siefkes, designer: Jack Connick,

magazine manager/technical adviser: Dave Wilkins. Printed in the U.S., copyright

2007 Goodyear. Published quarterly.

Y OUR MAGAZINE HAS RETURNED, AND IT’S ALSO AVAILABLE IN A NEW FORMAT. With information readily ac-

cessible online, we’ve made TireLogic an easily downloadable magazine, as

well as a printed magazine. While each new (and archived) issue can be found on

our Web site (www.Goodyear.com/truck/tireinfo/publications.htm), we’re also mak-

ing TireLogic available to you through an e-mail subscription so that you never miss a

copy. Simply subscribe to TireLogic by going to www.GoodyearOffers.com/Tirelogic.

As before, the mission of TireLogic is to keep you up-to-date on tire issues,

with ideas to help customers lower their cost-per-mile, and best practices

from Goodyear customers on managing a cost-effective tire program.

The move online also offers us a chance to make TireLogic more interactive,

to give you a voice on ways we can become an even better supplier. In future

issues, I’d like to hear from you and provide answers to

your questions. Please be watching for more information

on that exciting development.

Be sure to check the stories in this issue where fine-tuned

tire programs saved over-the-road fleets – Fastenal and

Saddle Creek – a lot of time and money. Also, take a look

at how San Bruno Garbage Company achieved tremen-

dous success using tires with Goodyear’s revolutionary

DuraSeal Technology.

Learn how Goodyear’s Fuel Max Technology was recog-

nized by the U.S. Environmental Protection Agency for

use by carriers in its SmartWay Transport Partnership program. I hope you’ll

also take time to contemplate tire mileage expectations. In Driving Toward

More Tread Life, we outline all the variables that impact tire mileage. It’s a

great tutorial that can impact every facet of your business.

Please take time to sign up for your subscription. By doing so, you’ll never

miss an issue of TireLogic and you can take full advantage of the interactivity

this new electronic format can offer. It is my sincere hope that you’ll embrace

this change to your TireLogic. I believe we can make communications a two-

way street that will benefit all.

Your Choice, Print or ElectronicGoodyear Secures Savings for Fastenal 3

Driving Toward More Tread Life 6

DuraSeal Lays Waste to Hauler’s Flat Tire Problems 8

Saddle Creek Rides With Goodyear 10

Old Man Winter is Right Around the Corner 12

Fuel Max is Certifiably Fuel Effecient 14

Q&A 15

Client: Goodyear Tire Project: TIRELogic magazineSiefkesPettit Communications - [email protected]

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2 GOODYEAR TIRELOGIC WINTER 2007/2008


Goodyear Secures Savings for Fastenal

S ince its founding in 1967, fastenal has upheld a reputation as the

nation’s leading industrial and construction supplies dis-tributor by delivering quality industrial fasteners and other industrial and construction supplies quickly and efficiently.

Only through continuous improvement in its products and service was that reputa-tion ensured. For example, by switching to Goodyear tires on all of its tractors and trailers, Fastenal’s distribution center at its corporate headquarters in Winona, Minn., further enhanced its standing among customers, while experiencing more miles to tire removal, lower operating costs, and improved fuel economy.

From washers and screws to rivets and grommets, Fastenal is the largest distribu-

tor of fasteners used in manufacturing and construction and the fastest growing full-line industrial distributor in the United States. The company specializes in making just-in-time deliveries for manufacturers that order parts the day before they’re needed at their assembly plants for pro-duction. It owns and operates more than 2,000 company stores, with locations in all 50 states, Canada, Mexico, the Dominican Republic, and Puerto Rico. Fastenal also operates locations overseas in Europe, Singapore and China. Continued on page 4


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WINTER 2007/2008 GOODYEAR TIRELOGIC 3


higher running temperatures associated with long hauls. With Fastenal’s regional distribution centers scattered across the country, company trucks and trailers oc-casionally make longer distance runs to exchange inventory or to ferry products cross country.

“Before we went with Goodyear we found that our tires had irregular wear and

weren’t running as long as we wanted before they had to be retreaded or replaced,” Herber says. “Goodyear offers a bigger bang for our buck because they wear smoothly and evenly right to the very end, especially on the steer positions.”

The Winona center’s trucks employ low-profile tires on the majority of its wheels. The center uses the Goodyear Unisteel G395 LHS with Fuel Max Technology in size 295/75 R22.5 on the steer positions. The company also uses the G305 LHD with Fuel Max Technology in size 295/75 R22.5 on the drive positions. The G305 has two wide circumferential grooves, extended

lateral grooves and a non-evolving tread design that offers all-season traction on wet, snowy or dry roads.

To get the most out of its Goodyear tires, the Winona center mounts its own tires and routinely monitors tire pressures and tread wear with expert advice from a Wingfoot Commercial Tire Center in Winona. Fastenal’s distribution center pulls its steer tires with 9/32nds or 10/32nds of an inch tread depth, and puts them on the trailers. The center then runs those tires to 2/32nds of an inch on the trailers and

The Winona distribution center supplies more than 300 company stores and doz-ens of manufacturing facilities throughout the Midwest. The center’s fleet includes 37 Freightliner Columbia tractors and 57 Wabash trailers. Since some assembly plants employ the Winona center as their warehouse, Fastenal drivers may be delivering parts needed the next day or in some cases, that same day.

The Winona center is one of 12 regional distribution centers in the United States. For years, it used tires manufactured by one of the other big three tire manufacturers on its tractors and trailers, says David Herber, the center’s director of truck maintenance. The center experienced limited success with those tires.

Because many delivery locations are in urban areas, drivers must negotiate tight corners and sharp turns. Tight turns place greater stress on tires, particularly those on the steer positions. Tires for the Winona center trucks must also handle the

Fastenal’s David Herber receives expert help from Dean Lovell of Wingfoot Commercial Tire Center in Winona.“Goodyear offers a bigger

bang for our buck because they wear smoothly and evenly right to the very end, especially on the

steer positions.” — David Herber, Fastenal

Goodyear Fastens Savings for Fastenal Continued from page 13

David Herber, director of truck maintenance,

Fastenal

retreads them once, Herber says. The cen-ter also retreads the Goodyear G314 trailer tires once using the mold cure method. It doesn’t retread drive tires because urban driving conditions place great stress on those tires, particularly on the sidewalls.

Herber says the Goodyear tires have achieved 42 percent more miles in the steer position than other tires the com-pany has tried. Goodyear tires also offer the company a 2 percent improvement in fuel economy. Tires with Goodyear’s new Fuel Max Technology have contributed significantly to that improvement, he adds. The center is using Fuel Max tires on the drive and steer positions of 15 of its power units. Herber says he plans to install Fuel Max tires on all of the company’s trucks eventually.


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Wingfoot Commercial Tire in Winona delivers sets of Goodyear G305 LHD with Fuel Max Technology.

“I am a big proponent of saving fuel costs wherever I can and the Fuel Max tires have certainly delivered,” Herber adds. “Two percent (which works out to a $31,200 annual saving) has been welcome since there’s so many other factors we’ve had to contend with that affect our fuel mile-age, such as drivers breaking in the newer trucks and weather conditions. Anytime we can save a little, I’m all for it particu-larly since we spend $130,000 a month on fuel.”

Fastenal may also eventually use the G316 LHT with Fuel Max Technology on its trail-ers. Once all 15 Fastenal tractors currently running Fuel Max tires are pulling trailers with the Goodyear G316 LHT with Fuel Max Technology, Winona’s enhanced fuel economy should increase substantially. According to tests it has conducted on the Fuel Max tires, Goodyear expects custom-ers that use the tires on all tire positions to get up to 4 percent enhanced fuel ef-ficiency compared with standard Goodyear over-the-road tires. That’s because the trailer position accounts for about 41 per-cent of a tractor-trailer’s rolling resistance.

While Fastenal always uses new tires in the drive positions, Herber says he feels

“Goodyear tires offer excellent and reliable retread performance,” Herber says. “We haven’t lost a single Goodyear retread and they wear evenly all the way.”

But perhaps more important than the savings the company enjoys from using

Goodyear tires, is the enhanced reliability they offer over tires of other manufactur-ers, Herber adds. Fastenal can also rely on Goodyear’s 4-TIRES-NOW Emergency Roadside Service to get drivers back on the road on those rare occasions when they have had tire problems.

A call to 1-877-4-TIRES-NOW connects the driver to a dispatcher who will identify the caller’s location using advanced map-ping technology. Then the dispatcher will locate a Goodyear commercial tire dealer from a list of more than 1,600 dealers in the United States, or other qualified tire service center in the pinpointed area, to handle the tire repair.

“If a truck goes down, regardless of the reason, and the problem can’t be fixed on the road, it can cost us $2,000 or more in towing fees and overtime for a driver to pick up the stranded cargo and deliver it,” Herber says.

“If Fastenal customers across the country need parts we have in inventory, our drivers may have to meet drivers from our other distribution centers and exchange trailers,” Herber adds. “That’s why down-time can be a major issue not only for us, but also for customers and for other Fastenal distribution centers. Schedules at manufacturing facilities or construction sites can also be affected. Downtime can have a significant cascading effect. That’s why we work so hard to avoid it and Goodyear tires help us in that effort.”

comfortable using retreaded tires on the Winona center’s trailers to lower the company’s cost per mile. By using retreads on the trailers, the distribution center can save about 30 percent over the cost of new tires, he adds. And Goodyear retreads for the trailers can last just as long as new tires.


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A fter fuel, tires are your biggest operating ex-pense. so, it can

be frustrating for operators and fleets who see one truck getting barely 100,000 miles before the steer tires have to be pulled while another cover-ing a similar route regularly runs more than 200,000.What gives? Why do some trucks achieve double the tread wear of others? It’s an expensive question for those not dialing in all the mileage they think they should be getting.

To get better mileage, look at your tires in three parts: the technology used in the tire, driving habits and maintenance practices.

Tips for lowering

your cost per mile

Selecting top-quality tires, fortified with the latest technology, is essential to optimizing tire mileage, according to Tim Richards, project manager for line-haul commercial tires at Goodyear. The old adage that “you get what you pay for” definitely holds true with tires.

Major tire manufacturers, such as Goodyear, produce tires with materials, reinforcements and tread designs to optimize tire performance. In addition, Goodyear commercial tire develops tire casings that support multiple retreadings, which help increase a tire’s cradle-to-grave value.

“At Goodyear, we combine extensive research and real-world testing to find the right custom mix of technologies that help our customers gain the optimal perfor-mance from their tires,” Richards says.

“In commercial tires, it’s all about the cas-ing, which is built for multiple retreads. Truck fleet customers ultimately evaluate cost per mile with that tire and wheel po-sition, which is determined by how many

Even wear will make any fleet manager smile. It’s the recipe for long tread life and multiple retreads.

Driving Toward

More Tread Life


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miles are delivered by the original tread, as well as the cost and mile-age of its first and second retreads,” he says.

According to Richards, lesser-performing tires typically provide fewer miles in the beginning and might not support multiple retreads.

“Yes, they cost less, but you end up buying more tires and forgoing multiple retreads that save money in the long run,” he says.

“Those in the know, focus on cost per mile, not initial tire cost.”

Driving Habits Impact Tread LifeAnother major contributor to long tire life is driving style, which can boost tire mile-age and lower cost per mile.

Driving style has a major impact on tread wear, just as it does on overall fuel econ-omy, according to Richards. “An experi-enced driver following good driving and maintenance practices could acheive better tread life than a driver running routes over hills. Cornering cuts a tire’s overall mileage. Smart drivers plan ahead and know their routes to minimize sharp turns.

“Most tread wear occurs during cornering maneuvers,” Richards says. “Any high wheel cuts, or sharp turns – particularly high wheel cuts at highway speeds – will contribute to excessive tread wear. Even high wheel cuts in parking lots or highway off ramps accelerate tread wear.

Excessive tread wear is caused by “scrub-bing” the tread elements in the tire footprint, Richards says. “Any maneuver that contributes a lot of scrubbing of the rubber across the road is going to be a detriment to long mileage to removal. Experienced drivers make subtle lane changes and maneuvers that are gentler on the tire.”

The route traveled and how the driver reacts to changes in elevation also affect tread wear, according to Richards. While a driver whose routes cover mostly flat ter-rain will likely achieve better tread life than a driver running routes over hills, a driver who maintains constant speed on hills will win the mileage race.

“A driver sometimes doesn’t have much control over the load he’s pulling or the route he follows, but he has total control over how fast he takes those inclines,” Richards says. “Putting more torque on the tires and mak-ing them work harder reduces tire mileage.”

Overall, higher speeds reduce tire longevity. Fuel economy and tire cost per mile are impacted by vehicle speed. Jackrabbit starts and hard braking will increase tread wear.

Tire Maintenance and Proper SelectionGood tire maintenance practices work in concert with smart driving practices to achieve longer tread life. Richards says that closely monitoring inflation pressure is criti-cal in extending tire life. Technicians also should check for proper alignment, wheel bearing and wheel condition, and suspen-sion components.

Largely overlooked in extending tire wear is choosing the right tires for the applica-tion. Tires with the correct tread depth and composition for driving conditions will last longer. “There’s a misconception that a tire with deeper tread grooves achieves more miles to removal,” Richards says. “If you put too much rubber – particularly in line haul applications – on the road surface, tread elements and blocks will ‘squirm,’ leading to irregular wear and faster tread wear.

“Many fleets have a cost-effective policy to remove steer tires at a tread depth of 6/32nds or 8/32nds (to ensure the casing can be retread),” he says.

Richards points out that while some line haul drivers are able to achieve 200,000 miles on steer tires and double that on

drive tires, many operators would be happy to simply improve their tire mileage. “Starting with top-quality tires and a sensible tire management program can deliver tire mileage and fuel economy that result in competitive advantages,” he says.

Goodyear com-mercial tire systems offer complete products and services to the trucking industry, including a full range of original equipment and replacement tires. In addition, the com-pany’s cradle-to-grave tire and service net-work includes retreading, tire management tools and business solutions for tomorrow’s trucking fleets.

For more information on tire care, go to www.goodyear.com/truck.

The tire to the left suffers from cupping. This happens when there is a moderate to severe balancing problem, or improper rim/wheel mount-ing. Bad shock absorbers, loose kingpins and improper bearing adjust-ment can also be the culprit. River or erosion wear (right) is common in line haul operations where loads, on free-rolling axles, are light and turning is infrequent.

Lesser-performing tires cost less, but you end up buying

more tires and forgoing multiple retreads that save

money in the long run. Those in-the-know, focus on cost

per mile, not initial tire cost. — Tim Richards

Goodyear Project Manager


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Rich Klein, San Bruno Garbage Company’s operations manager. W

hen san bruno garbage company manag-

ers realized the company’s truck and trailer units suf-fered six to eight flats per month per unit, due mainly to tread punctures at land-fills and processing facili-ties, they knew they had an extraordinary issue.San Bruno Garbage Company is a local waste hauler serving San Bruno, Calif., a city of 41,000 in San Mateo County. San Bruno is a subsidiary of Norcal Waste Systems Inc., the world’s largest employee-owned company in the solid waste industry. It provides both resi-dential and commercial garbage service as well as curbside pickup of recyclable materials. The company also runs a waste transfer station located near the San Francisco International Airport.

DuraSeal Lays Waste to Hauler’s Flat

Tire ProblemsClient: Goodyear Tire Project: TIRELogic magazine

SiefkesPettit Communications - [email protected] 800-359-1295 / 206-284-1142



With Goodyear’s DuraSeal Technology tires mounted on its transfer trucks and trailers, flats don’t plague San Bruno Garbage Company.

Mario Puccinelli, vice president-general manager of San Bruno Garbage Co., says flat tires are particularly vexing when they occur out on the road, at landfills or at processing and recycling facilities miles away from the company’s main facility. To move waste and recyclable materials from the transfer station to Norcal Waste Systems regional facilities, San Bruno Garbage Co. operates a fleet of five Class 8 tractors and five transfer trailers. The trucks take commercial and residential waste from the transfer station to one of Norcal’s regional processing facilities or landfills located in the Bay area.

To address the needs of the City of San Bruno, San Bruno Garbage, under an exclusive franchise agreement with the city, picks up construction and demolition materials deposited in specially marked containers. San Bruno Garbage hauls the materials to a recycling facility, which diverts about 75 percent of the materials from the landfill. Appliances, such as water heaters, dishwashers and stoves, which are

collected by San Bruno Garbage, are re-cycled through a metal recycling company.

Because the company’s 18-wheel transfer truck and trailer units must routinely travel busy highways and cross three major bridges every day, most notably the Oakland Bay Bridge, flat tires can pose problems for company drivers, as well as the general public. When drivers get a flat tire on one of the bridges, there’s no room to pull over.

Puccinelli says the ability of San Bruno’s fleet of long-haul truck and trailer units to load and transfer waste from the transfer station to Norcal’s regional facilities and

landfills safely, efficiently and cost-effectively is critical

to the company’s success. Flat tires can seriously hamper

that ability.

At the suggestion of Wingfoot Commercial Tire Center in San Jose, Calif., San Bruno Garbage began using a set of Goodyear tires with DuraSeal Technology on the steer, drive and trailer positions of one of its waste transfer units to address the problem of flat tires. DuraSeal Technology uses a gel-like, solvent-free compound built into the inner liner of the tire. It consistently and instantly seals punctures up to 1/4-inch in diameter in the repairable tread area. (The gel does not seal sidewall punctures.)

Before the DuraSeal Technology tires were installed in October, Rich Klein, San Bruno’s operations manager, says the San Bruno transfer truck and trailer experienced more than 40 flat tires in the

preceding four months. Since then, that truck and trailer unit has not experienced a single flat.

When the com-pany can avoid flat tires, Klein esti-mates that in one month the com-pany saves about 16 1/2 hours of downtime at a

cost of about $500 in labor alone. But that estimate doesn’t include the cost of tire repair and service and the cost of lost business.

“We had no idea that we would get that kind of result with the DuraSeal Technology tires,” Puccinelli said. “None whatsoever.”

Puccinelli says technicians at Wingfoot Commercial Tire recently pulled the DuraSeal Technology tires after several months in operation for inspection and

company officials were astounded by what they discovered. The technicians pulled 21 nails and screws from the tires and found that not a single puncture resulted in a flat tire. Each of the other transfer vehicles in the company’s fleet averaged eight flat tires during this same period.

“DuraSeal Technology has been such a suc-cess for us that we’ve installed DuraSeal Technologys on a second tractor/trailer unit and are planning to run them on the whole fleet as our old tires wear down,” he says.

“What’s really important for us about using DuraSeal Technology is that we know that we’re putting a product on the road ev-eryday that performs consistently, without downtime or other hazards for our drivers,” Puccinelli adds.


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W ithout reliable tires on its trucks, it’s safe

to say saddle creek corp. would be up a creek without a dependable transportation system. as a distribution ser-vices company that combines transportation, warehousing and contract packaging ser-vices, saddle creek relies on its trucking fleet to provide a crucial link in delivering time-sensitive and high-value loads for its customers.

“We’re not a typical trucking company, says Charlie Long, VP and general man-ager of transportation at Saddle Creek’s Lakeland, Florida, headquarters. “We look at transportation a little differently. We’re a value-added transportation services company that provides services for our warehouse customers.”

Major customers include wine, beer and sports drink distributors, as well as a bak-ing company. Saddle Creek also transports non-perishable goods to Sam’s Club warehouse stores.

The company runs 143 tractors and more than 800 trailers from trucking terminals in Lakeland, Atlanta, Ft. Worth, Texas, and near Charlotte, North Carolina. Saddle Creek also operates warehouses and pack-ing facilities in 12 locations, mainly in the South.

A key component that keeps the system running is a top-notch tire program. For the past 15 years, Saddle Creek has relied on Goodyear for tires and support services. Saddle Creek trucks run on a mix of new Goodyear tires and Goodyear retread tires. At the Lakeland location, the company also relies on a mounted tire program through McGee Tire Store, the local Goodyear dealer in Lakeland.

Saddle Creek Rides With

Goodyear

Charlie Long, who heads transportation at Saddle

Creek’s Florida headquarters, relies on Goodyear tires to

keep the company’s 143 tractors on schedule


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Saddle Creek concentrates on monitoring and mounting its tires and leaves repairs to Goodyear.

Emergency roadside service is provided through Goodyear’s 4-TIRES-NOW pro-gram. “The last thing we want is a truck parked alongside the road with a flat tire,” Long says.

“We’re primarily a low-mileage opera-tion, with many city deliveries, pick up and delivery, and shuttle trips between a company’s manufacturing facilities and a warehouse,” Long says. “Most of our trips

are in Florida and average 180 miles one-way. Our trac-tors average just 80,000 to 85,000 miles a year.”

Long estimates cost per mile at 1.3 to 1.8 cents for tires on tractors based at the Lakeland facility. He says those figures swell somewhat in the summer when road temperatures rise.

“Since we aren’t a mileage-intensive business like some over-the-road trucking operations, we don’t scrutinize our tire costs down to the last tenth of a cent,” Long says. “We do spend more on our tires and perform consistent maintenance as part of our focus on ser-vice to our customers.”

Saddle Creek mounts tires from its inven-tory of new Goodyear tires it keeps at its

Lakeland facility, while McGee Tires makes tire repairs and returns the mounted tires.

“We decided it was more effective for our tire technician to concentrate on mounting tires on equipment getting it ready to go on trips than spending his time making repairs,” Long says. “We get more value from McGee handling repairs.”

Long says he is satisfied with the 4-TIRES- NOW program because he is assured of consistent pricing on replacement tires and timely response to calls from the road.

Saddle Creek drivers play an important role in the company’s tire maintenance. Drivers are expected to check tires daily for inflation pressure and condition. If a tire is found to be at least 10 pounds under rec-ommended pressure, the tire is considered flat and maintenance is required, accord-ing to Long. Tires are also checked during an overall inspection before rigs depart for their routes.

Long says the high level of Goodyear products and services has resisted chal-lenges from tire competitors over the years. He says he has tried other tire brands and compared their cost per mile and mileage with Goodyear, but always found the competitors coming up short.

“In every case, the other product did not warrant making a change based on cost and service,” Long says.

“We have absolute confidence in Goodyear product and rely on the service from the local dealer. Goodyear has one of the top warran-ties in the industry on the casings and retreads. It’s important as part of our strategy of using casings and as many retreads as possible.”

On its tractors, Saddle Creek runs G395 LHS and G169 RSA in the steer position, G362 in the drive position and G314 on trailers. The company will pull its steer tires when the tread gets to no less than 6/32nds of an inch, while drive tires are removed at 4/32nds.

Saddle Creek will retread the steer tire casings and move them to the trailer after 80,000 to 110,000 miles depending on the route. Occasionally, the company will move the G395 LHS with good tread depth directly to trailers haul-ing highvalue loads and run them additional miles before retreading, according to Long.

Drive tires are re-treaded after 120,000 to 150,000 miles and returned to the drive position. They may be retreaded a second time, although no casing may be retread after six years, accord-ing to Long. All of the retreads are Goodyear UniCircle.

Drive tires on Saddle Creek tractors are retreaded after 120,000 to 150,000 miles and returned to the drive position.


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W ith tempera-tures continu-ing to

dip and clouds beginning to form, it won’t be long till old man’s winter’s wrath of rain, sleet, and snow begin to pelt roadways. combine nature’s moisture with cold temperatures and you have many things to consider in getting ready for winter driving.Below are tips from Tim Miller, Goodyear’s commercial tire marketing communications manager, on how to prepare for winter driving.

Choose the Right TreadHaving an “aggressive” drive-axle tread pattern is very important for single drive-axle tractors and straight trucks. A pattern with lots of lugs will dig into snow and provide better traction. If you run a tandem-axle rig, you’re doubling the drive and traction and, depending upon the severity of weather, can get enough grip with traditional over-the-road drive tires that are designed for good traction and long miles to removal.

The key thing for traction is having lots of gripping edges for traction improve-ment in snowy or slushy conditions. Ice presents its own set of challenges that even the most aggressive tires can’t handle. One way to help fight ice and slippery road conditions is to have

Old Man Winter is Around the Corner

Get Ready With These

Tire Tips


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your tires siped. Many tire dealers in the northern US and in Canada have tire sip-ing machines which cut grooves into your tires which helps grip. Studies at Goodyear have shown tires that have been siped have measurable improve-ment in winter trac-tion. However, some lug tires, when siped, may be prone to tread tearing on dry pavement. Ask your tire dealer for more information prior to siping your tires.

Tread DepthIt’s common sense that a tire with lots of tread will have more traction than a tire on its last 32nds. While most fleets remove tires with a worn tread depth value of 4/32nds in the spring and summer months, that’s not a recommended practice in the winter. In the winter, it’s recommended that tread be removed at 8/32nds. Tires that are pulled early can be placed on trail-ers or put in racks until spring arrives.

Checking Tire PressureIt’s tried and true advice: check your air pressures before the vehicle begins its day at work, when the tires are cold. Because air pressures fall 1 pound for every 10-de-gree F drop in the ambient temperature, if you check your pressures in the heat

of the day they may be 2 or 3 psi lower the next morning after a night of cooler

weather.

But what happens when the tempera-tures are extremely low – like, 20 or 30 degrees below zero?

Air-pressure loss is even greater than normal. In Alaska or parts of Canada

when it’s 45 below, you might lose 2 psi for every 7-degree drop in ambient

temperature. If you have your truck in the shop for six hours and it’s nice and warm and you fill to 70 psi, the inflation pres-sure may not be adequate for the kind of weight you’re hauling. You might need 90 psi or more.

Another challenge: When you take an air-pressure reading, you get moist air coming out of the valve stem and freezing on the spot, which can cause the value to stick. If you encounter bitter-cold weather and you need to check your air pressures, do it in the shop where it’s warmer and you won’t risk a stuck valve. When you fill the tires, just remember to compensate for greater pressure drop that happens in extreme cold.

A Word on Chains:If you do proper chain ups, you’ll have no negative impact on tire life. But, if you don’t pay attention and chains are not tight enough, or if you run on chains after they’re needed, your tires will face the consequences and suffer an early grave to the scrap pile. If you have new drivers, training on chaining up should be conducted. Often times you can call on your tire dealer for assistance in putting together a winter driving class which will include information on best practices for chaining tires.

The key thing for traction is having lots of gripping

edges for traction improvement in snowy or slushy conditions.

— Tim Miller


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W ith diesel fuel still pressing historic highs,

fleets wanting to save money in fuel can start by looking at the tires they run on their rigs. And, you don’t have to look much further than Goodyear, and the company’s lineup of tires featuring Fuel Max Technology.

How much better are these tires in fuel efficiency? TMC/SAE Type II Testing at Goodyear’s San Angelo test track, has shown an 8% im-

provement in fuel economy as compared to standard Goodyear linehaul tires. In real-world environments, Goodyear ex-pects customers to improve fuel efficiency by upwards of 4% when using Fuel Max on all wheel positions. The difference reflects adjustments for real-world varia-tions, including vehicle speed, idling time, varying road grades and different driving styles.

The U.S. Environmental Protection Agency has taken no-tice and has recognized Goodyear’s commercial tires featuring Fuel Max Technology for use on SmartWay-eligible trucks. When used with other SmartWay-qualified components, each truck can produce savings of up to 4,000 gallons per year, or more than $11,000 annually, ac-cording to Goodyear and EPA officials.

Goodyear’s Fuel Max line includes new steer, drive and trailer tires for a complete

“cradle-to-grave” tire system for fleets and owner-operators. The tires are available for use on new trucks and as re-placement tires.

“Obviously we’re pleased that these Goodyear tires are recognized for their fuel-efficiency by the EPA,” said Steve McClellan, Goodyear’s vice president, commercial tire systems. “We’ve enhanced fuel economy in our platform of line-haul tires, so this is a win-win for our customers and the environment.”

Goodyear tires featuring Fuel Max Technology include the Unisteel G395 LHS steer tire, Unisteel G305 LHD drive tire and Unisteel G316 LHT trail tire in standard (11R22.5) and low-profile (295/75R22.5 and 285/75R24.5) sizes.

Goodyear also is offering UniCircle and precure retreading with Fuel Max Technology.

How Much Can you Save with Fuel Max?

To learn how much you might be able to reduce your fuel bill by using tires with Fuel Max Technology, Goodyear has created an online fuel savings calculator. Simply enter fleet information such as average annual mileage per truck, average miles-per-gallon and number of trucks in fleet, plus cost of fuel per gallon. You can also fill in current tire information, including cost per position and average removal miles. The calculator computes savings based on the information provided. To use the calculator, go to http://www.goodyear.com/truck/whatsnew/fuelmax/calculator.html

More on SmartWayEPA has announced that new heavy trucks can earn certification from the SmartWay program. SmartWay-approved equipment, like aerodynamic front bumpers and side mirrors, can cut wind resistance and reduce fuel consumption by 10 to 20 percent.

The SmartWay Transport Partnership, a collaboration between freight shippers, carriers, and logistics companies, volun-tarily improves fuel efficiency and reduces emissions from freight transport. By 2012, SmartWay aims to save between 3.3 and 6.6 billion gallons of diesel and eliminate between 33 and 66 million metric tons of carbon dioxide emissions and up to 200,000 tons of nitrous oxide emissions per year.

Fuel Max Technology Certifiably Fuel Efficient

Goodyear expects customers to improve

fuel efficiency by upwards of 4%...


800-359-1295 / 206-284-1142




800-359-1295 / 206-284-1142

Tim Miller

H ave a burning question regarding

tires or need a suggestion to improve your tire mainte-nance pro-gram? here’s your forum! send your questions to goodyear’s answer

man, tim miller. reach him at [email protected] and he’ll reply in tirelogic or personally via email.

You’ve Got Questions? We’ve Got Answers.

Q: Are retreaded tires recom-mended for use by tank trucks

or fuel haulers?

A: There are no laws or restric-tions on using retreaded tires

on vehicles that haul gasoline or fuel of any kind. The standards for these retreads would be no different than those for tires on any other commercial vehicle.

To make sure you receive quality retreads, we suggest you visit the shop that would be producing your retreads. Look for competent employees and a clean work environment. Be sure that the retreader can give you real time information about

the current status of casings you have submitted for retreading and an account-ing of your casing history including casing rejections and reasons for rejections. A quick note on retreads: In years past there has been a misperception about retreaded tires – that a retread’s quality is not nearly as good as new tires. That’s not necessar-ily the case any longer. If you start with a quality tire, which has a solid casing (think of the casing as the foundation for your home), you have the ingredients for a quality retread. Next, use a quality re-treader. Goodyear retreaders, for example, often use the same tread found on new Goodyear tires. This helps give Goodyear retreads the characteristics and perfor-mance of new tires.

Q: What issues are involved when you have mismatched tires on a

drive axle?

A: Mismatched tires on the drive axle can mean mismatched

tread patterns, mismatched diameters, or both. We like to see tires matched within ¼ inch diameter across the axle. Diameter differences larger than ¼ inch can create scrubbing problems for the smaller of a pair of dual tires and differential problems with tires mismatched from side-to-side on the drive axle. The gears within the differential will be working overtime to compensate for the differences in tire

diameter and the resulting heat can cause it to fail.

Q: Is there a calculation or guideline to estimate treadwear

for tires?

A: There are so many variables that it’s near impossible to

provide a calculation. Treadwear depends upon road surface, speed, load, tread design, tread depth, temperature, weather conditions, driver style (acceleration, braking and turning) and terrain. With this many variables, you can see how it’s difficult to make predictions. Our article on page 6 in this issue of TireLogic covers this topic closely.

Q: Many light truck tires are avail-able with steel casings/ steel

belts and with fabric casings/ steel belts. Is it OK to mix them on a vehicle?

A: We strongly discourage the mixing of “steel/steel” and

“fabric/steel” tires on any vehicle. Even if the tires are the same size and have the same load range, the construction of these two types of tires can result in different cornering forces and spring rates.


800-359-1295 / 206-284-1142


800-359-1295 / 206-284-1142



Runs Great. Less Fueling.

Goodyear tires and retreads featuring Fuel Max™ Technology are a great solution for fl eets. They offer all the advantages of fuel effi ciency, while promoting many miles to removal

and a low cost per mile. Get the whole story from your Sales Representative by registering at www.goodyear.com/truck/fl eet.

©2007 The Goodyear Tire & Rubber Company. All rights reserved.

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