MICHELIN® TRUCK TIRE

SERVICE MANUAL
 Introduction
Read this manual carefully — it is important for the SAFE operation and servicing of your tires.

Michelin is dedicated and committed to the promotion of Safe Practices in the care and handling of all
tires. This manual is in full compliance with the Occupational Safety and Health Administration (OSHA)
Standard 1910.177 relative to the handling of single and multi-piece wheels.

The purpose of this manual is to provide the MICHELIN® Truck Tire customer with useful information
to help obtain maximum performance at minimum cost per mile. MICHELIN® radial tires are a significant
investment and should be managed properly. This manual is a collection of best practices that will
assist fleets to increase their tire knowledge. The manual covers the full life cycle of the tire: selection,
vehicle characteristics that affect performance, maintenance, and tire life extension through repair and
retreading. For complete tire specifications, refer to the MICHELIN® Truck Tire Data Book, contact your
local MICHELIN® Representative, or refer to the MICHELIN® website: business.michelinman.com.

MICHELIN® tires and tubes are subject to a continuous

development program. Michelin North America, Inc.
reserves the right to change product specifications at
any time without notice or obligation.

Please consult wheel manufacturer’s load and inflation

limits. Never exceed wheel manufacturer’s limits
without their authorization.

This is the safety alert symbol. It is used to alert you to potential personal
injury hazards. Obey all safety messages that follow this symbol to avoid
possible injury or death.

WARNING indicates a hazardous situation which, if not avoided, could result

in death or serious injury.

NOTICE is used to address practices not related to personal injury.

i
 Table of Contents
Section One Section Three
Tire Selection .................................................................. 1-14 Mounting the Tire .................................................... 27-48
WHICH MICHELIN TIRE?................................................................. 2
®
WARNINGS ............................................................................... 28-31
PROPER NAMING AND SEGMENTATION....................................... 3 Zipper Ruptures
PROPER APPLICATION..................................................................... 3 Tire Inspection
TRUCK TIRE APPLICATION ........................................................... 4-5 Selection of Proper Components and Materials
DETERMINING MICHELIN TIRE SIZE............................................ 6-7
®
Inflation Safety Recommendations
TREAD DESIGN ................................................................................ 8 Tire and Wheel Lubrication
DEFINITIONS ............................................................................... 9-12 Preparation of Wheels and Tires
DOT Sidewall Markings GENERAL INSTRUCTIONS FOR TUBELESS TIRE
Loads Per Axle and Inflation Pressures MOUNTING/DEMOUNTING ..................................................... 32-33
Wheels Tubeless Tire Mounting/Demounting
Maximum Speed Restrictions Using a Mounting Machine
Static and Low Speed Load and Pressure Coefficients TUBELESS TIRE MOUNTING/DEMOUNTING ........................... 34-42
TRA (The Tire and Rim Association, Inc.) Standards Mounting Tubeless
Technical Specifications for MICHELIN 455/55R22.5 LRM ®
19.5” Aluminum Wheels
on 13.00x22.5 Wheels Steer Axle, First Life Only 19.5” Steel Wheels
TRUCK TYPE BY WEIGHT CLASS ............................................. 13-14 Special Tools / Mounting MICHELIN® X One® Tires
Inflation of Tubeless Tires
Section Two Demounting of Tubeless Tires
Selecting a Wheel ..................................................... 15-26 MISMOUNT............................................................................... 43-44
WHEEL SYSTEMS...................................................................... 16-21 Three Easy Steps to Help Minimize Mismounted Tires
Steel vs Aluminum MOUNTING THE ASSEMBLY ON THE VEHICLE ...................... 45-48
Special Considerations for Aluminum Wheels Dual Spacing
Special Fasteners Technical Considerations for Fitting Tires
Wheel Type Measuring Tires in Dual Assembly
– Hub Piloted Wheels Tire Mixing
– Stud Piloted Wheels Runout
– Cast Spoke Wheels
Torque Section Four
Disc Wheel Installation Procedure – Recommended Extending Tire Life................................................... 49-86
Mounting Torque for Disc Wheel MAINTAINING THE TIRE........................................................... 50-59
SELECTING A WHEEL..................................................................... 22 Inflation Pressure .................................................................. 50
Outset/Inset - Underinflation
Use of Outset Wheel with MICHELIN® X One® Tires - Overinflation
Drop Center - Proper Inflation
VALVE SYSTEMS ...................................................................... 23-25 - How to Properly Measure Pressure
- Temperature/Pressure Relationship Graph
Loose and Leaky Valve Stems
- Nitrogen
Proper Fasteners for MICHELIN® X One® Tires
Footprint Comparisons to Dual Tire Fitments
on Stud Piloted Wheels Sealants - Foreign Matter in Tires
WHEEL SPECIFICATIONS ............................................................... 26 Tire Inspection
Truck and Bus Tire Service Life Recommendation
Automated Tire Inflation System (ATIS) or Tire
Pressure Monitoring System (TPMS)
Drive Carefully
Tread Depth Measurements
Wear Bars
Do Not Overload
Drive at Proper Speeds
Balance and Runout

ii
 Table of Contents
CARE, CLEANING, AND STORAGE .......................................... 60-63 Section Five
Storage
Stacking of MICHELIN® X One® Tires
MICHELIN X One Tires ...................................... 87-120
® ®

DRIVER INFORMATION ................................................................. 88

Flood Damage
Cleaning and Protection X ONE RETROFITTING ................................................................... 89
Diesel Fuel Contamination AXLES AND WHEEL ENDS ....................................................... 90-93
Chains Axle Identification Tags
Tire Damage Resulting from Non-Compliant Load Ratings
Runflat/Beadlock Devices SPINDLES........................................................................................ 94
Recommendations for Use of Dynamometers OVERALL VEHICLE TRACK AND WIDTH.................................. 95-96
Spinning Use of Outset Wheels with MICHELIN® X One® Tires
Rotation Axles Track Widths
Siping
Vehicle Track
Branding
BEARINGS ...................................................................................... 97
MAINTAINING THE VEHICLE.................................................... 64-81
ENGINE COMPUTERS / FUEL ECONOMY ..................................... 98
Major Vehicle Factors That Affect Tire Life ........................ 64
AIR INFLATION AND PRESSURE MONITORING SYSTEMS...... 98-99
- Alignment
The Use of Pressure Monitoring and Inflation Systems
- Steer Axle Geometry
with MICHELIN® Truck Tires
- Toe
- Tandem Axle Parallelism (Skew - Thrust) Automated Tire Inflation Systems (ATIS) on Trailers
- Thrust Angle (Tracking) and Missed Nail Holes
- Camber TRUCK TYPE BY WEIGHT CLASS ......................................... 100-101
- Caster Recommendation for use of MICHELIN® X One® Tires
- Steer Axle Setback (Steer Axle Skew) in 4x2 Applications
- Toe-Out-On-Turns (Turning Radius) TIRE PRESSURE MAINTENANCE PRACTICES ....................... 102-101
- TMC Recommended Alignment Targets Comparative MICHELIN® X One® Tire Sizes Wheel
- Periodic Alignment Checks MICHELIN® X One® Tire Mounting Instructions
- Alignment Equipment
HEAT STUDY......................................................................... 104-105
- Field Check Techniques
Brake Heat Overview
- Axle Parallelism and Tracking
Brake Heat Evaluation: MICHELIN® X One® Tires vs Duals
- How to Check Axle Parallelism and Tracking
TIME LABOR STUDY – MICHELIN X ONE TIRES VS ® ®

Tire Wear Patterns Due to Misalignment .......................... 71

- Toe Wear DUAL ASSEMBLY ............................................................. 107-109
- Free Rolling Wear Torque
- Camber Wear RETREAD AND REPAIR RECOMMENDATIONS.................... 110-114
- Cupping Wear Repair Recommendations
- Flat Spotting Wear Retread Recommendations
- Diagonal Wear Chains
Irregular Tire Wear .............................................................. 74 Gear Ratio
- Heel-Toe Footprint Comparisons to Dual Tire Fitments
- Center Wear OPERATION AND HANDLING .............................................. 115-120
- River Wear Only
Over-Steer
- Step-Shoulder/Localized Wear Shoulder Cupping
Under-Steer
- Brake Skid
Cornering Stiffness for Different Tires
The Usual Suspects........................................................... 76-79
Hydroplaning
- Irregular Steer Tire Wear Patterns
Rollover Threshold
- Irregular Drive Tire Conditions
Jack-Knife
- Irregular Trailer Tire Conditions
Rapid Tire Pressure Loss Procedure
Braking Systems and Issues ................................................. 80
Traction
- Summary of Tire Issues Due to Brakes
Chains
- Brake Heat Overview
Stopping Distances
Fifth Wheel Maintenance and Placement........................... 83
Limping Home
Wheel Bearing and Hub Inspection..................................... 83
State and Local Regulations
Suspensions ...................................................................... 84-86
- Air Suspension Systems
- Quick Checks for Trailer System Faults
- Quick Checks for Front Suspension Faults
- Quick Checks for Rear Suspension Faults

iii
 Table of Contents
Section Six Section Nine
Repairs and Retread ........................................... 121-126 Appendix ...................................................................... 155-187
REPAIRS ................................................................................ 122-126 GENERAL INFORMATION..................................................... 156-159
Two-Piece Radial Truck Nail Hole Repair Method Instructions Units of Measurement
MICHELIN X One Tires Nail Hole Repair Method Instructions
® ®
Pressure Unit Conversion Table
Blue Identification Triangle Load Range/Ply Rating
RETREAD ...................................................................................... 126 Approximate Weight of Materials
Load Index
Section Seven Speed Symbol
Diagonal (Bias Or Cross) Ply and Conversion Table (Standard – Metric – Degrees)
RUNOUT TOLERANCES ............................................................... 160
Tube-Type .................................................................... 127-138
FRONT END ALIGNMENT ............................................................ 160
THE DIAGONAL (BIAS OR CROSS) PLY ............................... 128-130
Toe
Definitions
Camber
Tube-Type Tire
Caster
Truck Tire Size Markings
AXLE ALIGNMENT ...................................................................... 161
Repair and Retread
Tandem Scrub Angle or Skew
Static and Low Speed Load and Pressure Coefficients
Thrust Angle Deviation
TRA (The Tire and Rim Association, Inc.) Standards
Steering Axle Offset
GENERAL INSTRUCTIONS FOR TUBE-TYPE TIRE
Drive Axle Offset
DEMOUNTING/MOUNTING ............................................. 131-133
Steering Axle Skew
Selection of Proper Components and Materials
ALIGNMENT - FIELD METHOD............................................. 162-164
Tire and Wheel Lubrication
CASING MANAGEMENT....................................................... 164-165
Preparation of Wheels and Tires
COLD CLIMATE PRESSURE CORRECTION DATA ........................ 165
Storage
COST ANALYSIS .......................................................................... 166
MOUNTING TUBE-TYPE TIRES ............................................. 134-136
FUEL SAVINGS ............................................................................. 167
Mounting Tube-Type Tires Using Manual Spreaders
MOUNTING PROCEDURES FOR 16.00R20 AND 24R21.............. 168
Mounting Tube-Type Tires Using Automatic Spreaders
TIRE REVOLUTIONS PER MILE CALCULATION ........................... 169
Inflation of Tube-Type Tires
OUT-OF-SERVICE CONDITIONS............................................ 170-171
DEMOUNTING TUBE-TYPE TIRES......................................... 137-138
RUNOUT AND VIBRATION DIAGNOSIS............................... 172-174
SERVICING MULTI-PIECE AND SINGLE PIECE
Section Eight
RIM/WHEELS (OSHA 1910.177) ................................... 175-177
Tire Damage .............................................................. 139-154 REGROOVING ....................................................................... 178-179
EFFECT AND CAUSES .................................................................. 139
TRANSIT APPLICATIONS IN URBAN CONDITIONS..................... 180
TIRE INSPECTION .................................................................. 140-141
THE CRITICAL 6 - FACTORS THAT COST FLEETS MONEY ......... 181
RUN-FLAT.............................................................................. 142-143
AIR INFILTRATION ................................................................ 144-147
PUBLICATIONS, VIDEOS, AND WEBSITES ........................... 182-183
The Use of Internal Balancing Materials and/or
INDEX .......................................................................................... 184
Coolants in MICHELIN® Truck Tires
PINCH SHOCK .............................................................................. 148
MINIMUM DUAL SPACING – KISSING DUALS ........................... 148
IMPACT DAMAGE ....................................................................... 149
FATIGUE RELATED DAMAGE...................................................... 150
BEAD DAMAGE ........................................................................... 149
ADDITIONAL CAUSES: REPAIRS AND
RETREADING CONDITIONS .......................................... 152-153
SCRAP INSPECTION FORM .......................................................... 154

iv
 SECTION ONE
Tire Selection
Tire Selection .................................................................. 1-14
WHICH MICHELIN TIRE?................................................................. 2
®

PROPER NAMING AND SEGMENTATION....................................... 3

PROPER APPLICATION..................................................................... 3
TRUCK TIRE APPLICATION ........................................................... 4-5
DETERMINING MICHELIN TIRE SIZE............................................ 6-7
®

TREAD DESIGN ................................................................................ 8

DEFINITIONS ............................................................................... 9-12
DOT Sidewall Markings
Loads Per Axle and Inflation Pressures
Wheels
Maximum Speed Restrictions
Static And Low Speed Load and Pressure Coefficients
TRA (The Tire and Rim Association, Inc.) Standards
Technical Specifications for Michelin 455/55R22.5 LRM
on 13.00x22.5 Wheels Steer Axle, First Life Only
TRUCK TYPE BY WEIGHT CLASS ............................................. 13-14

Section One: Tire Selection 1

 WHICH MICHELIN TIRE? ®

TREAD PATTERN DESIGNATION

Michelin uses specific numbers or letters to identify different types of tread patterns or casing construction.

X MULTI ENERGY D
®

Application Benefit Position

For example:
MICHELIN® Radial X = MICHELIN® Radial
Prefix X One® = Wide Single Tire Replacing 2 Traditional Duals
A = X® LINE = Highway Applications
E = X® MULTI = Regional Applications
Y = X® WORKS = 80% On-Road Use, 20% Off-Road Use
Application*
L = X® FORCE = 20% On-Road Use, 80% Off-Road Use
U = X® INCITY = Urban Use
X® COACH = Coach and Recreational Vehicle Use
ENERGY = Fuel-Efficient
GRIP = All-Season Grip
 = Anti-chip / Cut-resistant Compound
Benefit
M/S = Mud and Snow
S = Severe Service
+ = Enhanced Version
D = Drive
T = Trailer
Position
Z = All Position
F = Front (Steer)

Index Number at the end of the designation used to denote product evolution or attributes.
D = Drive Positions, T = Trailer Positions, Z = All-Wheel Positions
Michelin will progressively replace the traditional application designations with the new ones.
Traditional Application Designations: A, E, Y, L, U
New Application Designations : X® LINE, X® MULTI, X® WORKS, X® FORCE, X® INCITY, X® COACH
Federal Motor Carrier Safety Regulations, 9 C.F.R. § 395.75 (d), specify that “no bus shall be operated with regrooved, recapped or retreaded tires on the front wheels.”

2 Section One: Tire Selection

 PRODUCT NAMING AND SEGMENTATION
The specific tread design used should only be considered after the vehicle type and user vocation has been examined.
There are several categories of tire service applications:

APPLICATION (1)
SEGMENT PICTOGRAMS APPLICATIONS VOCATIONS
NAME

Heavy loads and high speeds for extended

Line Haul A X® LINE periods of time. Primarily interstate or divided • Truckload Carrier
highway.

Regional is medium to heavy loads, frequently

on 2-lane roads. Vehicles generally return to • LTL Dry Van
home base at night. • Parcel
Regional E X MULTI
®
Emerging Super Regional application • Food & Beverage
combines driving conditions seen in • Pick-up & Delivery
Line Haul and Regional applications.

Heavy loads and slower speeds, operating • Construction and Mining

On/Off Road Y X® WORKS on a mixture of improved secondary and • Forestry and Logging
aggressive road surface. • Oil Field

Very heavy loads normally on poor or • Forestry and Logging

Off Road L X® FORCE unimproved surfaces.(2) • Oil Field

Stop-and-go delivery ... service within a • Urban Buses

Urban U X® INCITY limited radius – metro and suburban. • Sanitation and Refuse

Coach and • Buses

X® COACH Coaches and recreational vehicles
Recreational • RV

D = Drive Positions, T = Trailer Positions, Z = All-Wheel Positions

(1) A, E, Y, L, U = Traditional Application Designations. X® LINE, X® MULTI, X® WORKS, X® FORCE, X® INCITY, X® COACH = New Application Designations.
Michelin will progressively replace the traditional application designations with the new ones.
(2) Off Road Tires can also be used On Road if DOT is present.

PROPER APPLICATION
URBAN TIRES: Tires with the “Y” or “X® WORKS” designation are for
U or X® INCITY applications expected to be 80% On-road use and 20%
The tires with the “U” or “INCITY” designation are designed Off-road use. They have a maximum speed of 65 mph(105
and optimized for urban applications and should not be used kph).
in non-urban/suburban applications including but not limited Tires with the “L” or “X® FORCE” designation are for
to, line haul and RV/motorhomes/coaches. These applications applications expected to be 20% On-road use and 80%
may subject the tires to continuous use over an extended Off-road use. Some of the “L” or “X® FORCE” designated
period of time. This could lead to heat buildup and may cause tires have a maximum speed of 50 mph (81 kph) while
the tire to fail prematurely and/or suddenly. others have maximum speeds of 55, 60 and of 70 mph (89,
97, and 112 kph).
ON/OFF ROAD TIRES: The Tire and Rim Association (TRA) permits operating
Y or X® WORKS and L or X® FORCE
a 65 mph (105 kph) rated tire at higher speeds with a
The tires with “Y” or “X® WORKS” and “L” or “X® FORCE”
reduced load and increased inflation. No such permission
as the third character in the tread designations are designed
is granted by TRA for tires with speed rating rated below
and optimized for on/off road applications and are speed
65 mph (105 kph).
restricted. These tires should not be used in applications that
operate the tires continuously on highway over an extended
Always refer to the MICHELIN® Truck Tire Data Book
period of time or at speeds that exceed the speed rating of the
(MWL40731) or business.michelinman.com and match
tire. This could lead to heat buildup and cause premature or
the tire to the application when making tire selections.
sudden tire failure.

Section One: Tire Selection 3

 TRUCK TIRE APPLICATION
The choice of tire type depends upon the application
and wheel position. No matter what your application
may be, Michelin has a tire specifically designed for you. Urban (U or X® INCITY)
These applications include the following: Urban applications are very short mileage with a high
percentage of stop and go. Primary users are in retail/
wholesale delivery, sanitation, and bus fleets. Vehicle
annual mileage – 20,000 miles to 60,000 miles (32,000 -
Line Haul (A or X® LINE) 97,000 kilometers).
The Line Haul application is made up of businesses
operating primarily in common carrier and lease rental
vocations. Vehicle annual mileage – 80,000 miles to
200,000 miles (129,000 - 322,000 kilometers).

Coach and Recreational (X® COACH)

Buses and recreational vehicles.

Regional (E or X® MULTI)
The Regional application is made up of businesses such
as public utilities, government – federal, state, and local –
food distribution/process, manufacturing/ process,
petroleum, and schools operating within a 300-mile
(482-kilometers) radius. Vehicle annual mileage – 30,000
Commercial Light Truck Tire Applications
miles to 80,000 miles (48,000 - 129,000 kilometers).
• Highway Tires, All-Wheel-Position
• All-Season, All-Terrain Tires
• All-Terrain Drive Axle Traction Tires
• Highway Mud & Snow Tires

4 Section One: Tire Selection

 On/Off-Road (Y or X® WORKS) Special Tire Applications/Off-Road
On/Off Road tires are designed to provide the durability (L or X® FORCE)
and performance necessary in highly aggressive • Drive & Steer
operating conditions at limited speeds. Vocations such • Forklift/Utility Vehicles
as construction, mining, and refuse use these highly • Indoor/Outdoor Applications
specialized tires. Vehicle annual mileage – 10,000 miles to
70,000 miles (16,000 - 113,000 kilometers).

MICHELIN® X ONE® TIRE APPLICATIONS

MICHELIN®
X ONE® LINE ENERGY T2
Fuel savings,
Weight Savings,
Even Wear, 12/32nd

MICHELIN®
X ONE® LINE ENERGY D
Fuel Efficient,
Long Tread Life, 24/32nd

MICHELIN®
X ONE® MULTI ENERGY T
High Scrub, Weight Savings,
Long Tread Life, 16/32nd

MICHELIN®
X ONE® LINE GRIP D
Long Original Life,
Weight Savings
All-Weather Traction, 27/32nd

MICHELIN® X ONE® XZU®S

High Scrub Resistance,
Weight Savings, 23/32nd

MICHELIN® X ONE® XZY®3

High Scrub Resistance,
Weight Savings, 23/32nd

Section One: Tire Selection 5

 DETERMINING MICHELIN TIRE SIZE ®

1. Tire Size: MICHELIN® radial truck tire sizes are 2. Overall Width: The maximum width (cross section)
designated by the nominal section width in inches or of the unloaded tires including protruding side ribs
millimeters and the wheel diameter (e.g., 11R22.5 or and decorations as measured on the preferred wheel.
275/80R22.5). The “R” indicates a radial tire. Truck tire Overall width will change 0.1 inch (2.5 mm) for each
sizes contain dimension and load index information 1/4-inch change in wheel width. Minimum dual spacing
and are marked in accordance with industry standards: should be adjusted accordingly.
FMVSS (Federal Motor Vehicle Safety Standard), TRA 3. Nominal Wheel Diameter: Diameter of wheel seat
(The Tire and Rim Association, Inc.), ETRTO (European supporting the tire bead given in nearest half-inch
Tyre and Rim Technical Organisation), and ISO numbers, e.g., 22.5”.
(International Standardization Organization). This index 4. Overall Diameter: The diameter of the unloaded new
indicates the load capacity of the tire in single and in tire (measured from opposite outer tread surfaces).
dual usage (e.g., 144/141K). See Appendix under General 5. Section Height: The distance from wheel seat to outer
Information (Page 158) for complete ISO Load Index. tread surface of unloaded tire.
Below are examples for tubeless tires. (See Section 6. Aspect Ratio: A nominal number, which represents
Seven, Pages 127-138, for tube-type tire information.) the section height divided by the section width and
expressed as a percentage.
Example: 11R22.5 Example: Tire Size Aspect Ratio
11 = nominal cross section in inches 11R22.5 90
R = radial 275/80R22.5 80
22.5 = wheel diameter in inches 445/50R22.5 50
Example: 275/80R22.5 LRG 144/141K 7. Free Radius: One-half the overall diameter of the
275 = nominal cross section in mm (metric) unloaded new tire.
80 = aspect ratio 8. Loaded Radius: The distance from the wheel axle
R = radial centerline to the supporting surface under a tire
22.5 = wheel diameter in inches properly inflated for its load according to the load and
LRG = load range G inflation tables found in the application specific data
books. See Appendix for listing of publications under
Publications, Videos, and Websites (Pages 182-183).
9. Tire Deflection: Free radius minus the loaded radius.
10. Minimum Dual Spacing: The minimum allowable
lateral distance from tire tread centerline to tire tread
centerline in a dual wheel arrangement.
11. Tire Revolutions Per Mile: Revolutions per mile
for a tire size and tread is defined as the number of
revolutions that the new tire will make in one mile.
Data is normally presented for the loaded tire at its
rated load and inflation in the drive position. Rolling
circumference can be calculated from the revolutions
per mile as follows:
63,360 = Rolling circumference
Tire Revs./Mile in inches
COMPARATIVE SIZES LOW-PROFILE – The tire revolutions per mile can be determined by
STANDARD PROFILE measuring (using SAE J1025) or estimated by using
MICHELIN TRA REPLACES a mathematical equation. See Appendix under Tire
235/80R22.5 245/75R22.5 9R22.5 Revolutions Per Mile Calculation (Page 169). The
255/80R22.5 265/75R22.5 10R22.5 accuracy of the tire revolutions per mile number is ±1%.
275/80R22.5 295/75R22.5 11R22.5 12. Wheels: The approved/preferred wheels are
275/80R24.5 285/75R24.5 11R24.5 designated for each tire size. MICHELIN® tires should
only be mounted on the wheels shown. The wheel
COMPARATIVE MICHELIN® X ONE® TIRE SIZES
shown first is the preferred wheel. Be sure to check
DUAL SIZE MICHELIN® X ONE® TIRE SIZE
11R22.5, 275/80R24.5 455/55R22.5 wheel manufacturer’s specifications.
275/80R22.5 445/50R22.5

6 Section One: Tire Selection

 2. CHANGES TO LOAD AND INFLATION PRESSURE FOR
Overall Width
COMMERCIAL TRUCK TIRES
2003 DOT standards require that both Metric and
5.
Section English load, pressure, and speed units be marked on
Height tires. To meet this new requirement, Michelin changed
its maximum load at cold inflation pressure markings to
7. ensure alignment with standards published by TRA
Free Radius
12. (The Tire and Rim Association, Inc.) and ETRTO
Rim Width 4. (The European Tyre and Rim Technical Organisation).
Overall
Diameter All MICHELIN® truck tires manufactured after January 1,
3. CL 2002 (DOT week 0102) carry the new markings.
Nominal Wheel
Diameter Data books published since then reflect the changes in
maximum loads at various cold pressures. The MICHELIN®
truck tire website, business.michelinman.com, was also
8.
Loaded Radius updated to reflect these changes.

Always refer to the actual sidewall markings

for maximum load at cold inflation pressure
information.

9.
Deflection There may still be some new or retreaded tires in use
All the information required to determine the proper tire with the old markings. During this period of transition,
size is contained in the application specific data books. customers may have tires with the same MSPN with
A sample is shown below. different load and inflation markings. The guidelines below
To select the proper tire size for a vehicle, it is necessary should be followed when mounting tires of the same size
to know the maximum axle wheel end loads that the tires with different markings on the same vehicle.
will carry and the maximum continuous speed at which 1. Make sure the tire maximum load and cold inflation
they will operate. The maximum load that a tire can carry is pressure markings do not exceed those of the wheel.
different if it is mounted in dual configuration rather than 2. If tires with different maximum load markings are mixed
single. The allowable axle loads and the required inflation across an axle, apply the lowest load and cold pressure
pressures to carry these loads are shown in the charts for markings to all tires.
both single and dual mountings in the MICHELIN® Truck 3. Ensure that the tire markings are adequate to meet the
Tire Data Book (MWL40731). The maximum allowable vehicle GAWR (Gross Axle Weight Rating) for all axles.
continuous speed is also indicated.

Specifications for Tread Design: MICHELIN® X® LINE ENERGY Z

Tread Max. Speed Loaded Overall Overall Width Approved Min. Dual Revs Max. Load and Pressure Max. Load and Pressure
Load Catalog Depth (*) Radius Diameter (‡) Wheels Spacing (‡) Single Dual
Size Per
Range Number (Measuring wheel
32nds mph kph in. mm in. mm in. mm listed first.) in mm Mile lbs. psi kg. kPa lbs. psi kg. kPa
275/80R22.5 (1,2) G 03885 19 75 120 18.6 473 40.1 1018 11.0 280 8.25, 7.50 12.2 311 518 6175 110 2800 760 5675 110 2575 760

275/80R22.5 LRG MICHELIN® X® LINE ENERGY Z

WHEEL DIAMETER PSI 70 75 80 85 90 95 100 105 110 MAXIMUM LOAD AND
22.5” kPa 480 520 550 590 620 660 690 720 760 PRESSURE ON SIDEWALL

LBS SINGLE 9000 9450 9880 10310 10740 11020 11560 11960 12350 S 6175 LBS AT 110 PSI
LBS DUAL 16380 17200 18160 18760 19540 20280 21040 21760 22700 D 5675 LBS AT 110 PSI
275/80R22.5 LRG
KG SINGLE 4080 4280 4480 4680 4880 5000 5240 5420 5600 S 2800 KG AT 760 kPa
KG DUAL 7440 7800 8240 8520 8880 9200 9560 9880 10300 D 2575 KG AT 760 kPa

Note: Wheel listed first is the measuring wheel.

(1) Directional tread design.
(2) 3-Retread Manufacturing Limited Casing Warranty: 3 retreads or 700,000 miles or 7 years for MICHELIN® X® LINE ENERGY Z tires when retreaded by an authorized Michelin Retread Technologies
(MRT) Dealer only. See limited warranty for details.
(*) Exceeding the lawful speed limit is neither recommended nor endorsed.
(‡) Overall widths will change 0.1 inch (2.5 mm) for each 1/4 inch change in wheel width. Minimum dual spacing should be adjusted accordingly.
MICHELIN® tires and tubes are subject to a continuous development program. Michelin North America, Inc. reserves the right to change product specifications at any time without notice or obligation.
Please consult wheel manufacturer’s load and inflation limits. Never exceed wheel manufacturer’s limits without permission of component manufacturer.

Section One: Tire Selection 7

 TREAD DESIGN
TREAD DESIGN
Tread designs can be categorized in two basic groups.
The proper selection of a tread design will enable the user to
maximize tread life. Selection will vary according to various
vehicle differences and/or operational conditions. Tire tread
mileage can be maximized or shortened depending on the tread
design chosen.

RIB TREAD DESIGN:

• Characterized by grooves placed parallel to the bead, thus
forming ribs, ranging in tread depths from 11/32nds to
23/32nds.
• Usually significantly better for fuel economy, although does MICHELIN® X® LINE ENERGY Z Steer Tire
not provide enhanced wet or snow traction.
• Usually found on the steering axle of a truck/tractor and on
other free rolling axles such as trailers, dollies, tag and pusher
axles.
• Also placed on torque axles when traction is not a high
priority.

BLOCK OR LUG TREAD DESIGN:

• Characterized by grooves placed laterally and perpendicular
to the bead, ranging from 14/32nds to 32/32nds.
• Selected primarily for traction and improved mileage.
• Usually found on the drive or torque axle.
• The increased tread depth is needed to offset the scrubbing
and/or spinning that can occur when power is transmitted to
the drive axle. MICHELIN® X® WORKS D Drive Tire
DIRECTIONAL TIRES
Truck tires featuring directional tread designs have arrows
molded into the shoulder/edge of the outer ribs to indicate the
intended direction of tire rotation. It is important, to maximize
tire performance, that directional tires be mounted correctly
on wheels to ensure that the directionality is respected when
mounted on the vehicle.
For example, when mounting directional drive tires on a
set of 8 wheels, use the drop centers as a reference. Four tires
should be mounted with the arrows pointing to the left of the
technician and four tires with the arrows pointing to the right.
This ensures that when the assemblies are fitted onto the
vehicle that all tires can be pointed in the desired direction of
rotation.
Directional steer tires should be mounted in a similar MICHELIN® X ONE® MULTI ENERGY T Trailer Tire
fashion, one each direction, to ensure both are pointed
forward.
Once directional tires are worn greater than 50%, there is Due to constant innovation and development,
generally no negative effect of running them in a direction the types and sizes of MICHELIN® tires are always
opposite to the indicated direction of rotation. changing. For the most current product offerings,
Operating directional tires from new to 50% worn in the please also refer to the Product Line brochures,
opposite direction of that indicated on the tire will result in the MICHELIN® Truck Tire Data Book (MWL40731),
premature onset of irregular wear, excessive noise levels, and and the website: business.michelinman.com.
significantly reduced tread life.

8 Section One: Tire Selection

 DEFINITIONS
DOT SIDEWALL MARKINGS the same axle does not differ by more than 5 psi. Also
All new tires sold in North America for use on ensure tires run in dual are within 1/4-inch diameter to
Public Highways must have a DOT (Department of help achieve equal loading.
Transportation) number molded into the lower sidewall. All trucks should be weighed, fully loaded, on a scale
This certifies compliance with Federal Regulations. All (not to exceed the GAWR - Gross Axle Weight Rating).
retreaded tires must also have an additional DOT number Each axle, front and rear, must be weighed separately.
affixed to their sidewalls as well. It is recommended that Actual gross axle weights should be compared with
this marking be placed in the lower sidewall near the the load and inflation tables to determine the inflation
original DOT code. Certain states may require labeling in pressure required. The load carried by each individual
addition to the Federal regulations certifying compliance front axle tire should be noted.
with the Industry Standard for Retreading. The first 2 Due to uneven loading, motorhomes should be weighed
characters on an original tire code indicate the factory by wheel end. The inflation pressure recommended must
that manufactured the tire while the first 4 letters on a be capable of supporting the weighed values. Therefore,
retread indicate the dealer who manufactured the retread. the maximum wheel end weight for the axle must be
Production dates are indicated by the last 3 or 4 digits of used. The maximum axle weight is determined by taking
this marking. Tires made or retreaded prior to the year the highest wheel end value and multiplying by 2 for
2000 used 3 digits, the first two numbers indicating the single applications and 4 for dual applications. Refer
week and the last one indicating the year of production, to MICHELIN® RV Tire Manual (MWL43146) for more
followed by a solid triangle to indicate the 1990’s. Tires information.
made or retreaded after the year 1999 will have a 4-digit If the maximum load-carrying capacity of the tire is
code: the first 2 indicate the week and the last 2 indicate below the actual scale weight, then tires with greater
the year of manufacture. carrying capacity should be used. This means either a tire
with a higher load range or ply rating, or a larger tire size.
Example: DOT B6 D0 02D X 1614
If the maximum load can be carried by the minimum
New tire markings required by the DOT (Department of
pressure (as listed on the Load Inflation Chart), then
Transportation):
MICHELIN Week a smaller size tire or a lower ply rated tire should be
Optional Produced considered depending on the application and operation
Dimensional Code
Code for Size Year
(Sculpture) of the vehicle.
Produced
Never reduce tire pressure below minimum data book
Plant Code
specification without consulting Michelin.
Identification Ambient temperature will affect the pressure within the
tire. For every 10-degree temperature change, pressure
readings will change between 1 and 2 pounds per square
inch (psi). Consider this when checking pressures. Check
all tires when cold at least 3 hours after the vehicle has
stopped. Never bleed tire pressure from hot tires.
Additionally, altitude can have a slight effect on
pressure. For every 1,000-foot increase in altitude above
LOADS PER AXLE AND INFLATION sea level, pressure will increase approximately 1/2 psi.
PRESSURES For example, a tire inflated to 100 psi at sea level will read
The carrying capacity of each tire size is tabulated for slightly over 102 psi in Denver, Colorado.
various inflation pressures by individual tire load and See Cold Climate Pressure Correction Data (Page 165)
by axle load for single applications (2 tires) and dual or consult with Michelin for additional information on
applications (4 tires). Because of load distribution and cold and hot climate corrections.
road inclination, the four tires in dual may not equally
share the axle load. Therefore, to protect the tire carrying WHEELS
the largest share of the load, the capacity for duals is not The correct wheels for each tire size are indicated in the
twice the capacity for a single formation but is usually specification tables. For complete tire specifications, refer
between 5 and 13% less depending on tire size. Ensure to application specific data books.
that the pressure between the dual tires and/or tires on

Section One: Tire Selection 9

 MAXIMUM SPEED RESTRICTIONS* Tires with the “Y” designation are for applications
Truck tires should normally be inflated according to the expected to be 80% on-road use and 20% off-road use.
specification tables. The carrying capacities and inflation They have a maximum speed of 65 mph (105 kph)*. Tires
pressures specified in these tables are determined with with the “L” designation are for applications expected to
the tire’s rated maximum speed in consideration. See be 20% on-road use and 80% off-road use.
specification tables for each tire’s rated speed in the Some of the “L” designated tires have a maximum
current MICHELIN® Truck Tire Data Book - MWL40731. speed of 50 mph (81 kph) while others have maximum
This is a maximum continuous speed, not an absolute speeds of 55, 60, and 70 mph (89, 97, 112 kph)*. There is
upper limit. no speed restriction once the casing has been retreaded
Reducing the maximum speed at which the tire will per the USTMA (U. S. Tire Manufacturers Association)
operate and adjusting inflation pressures according to and the TMC (Technology & Maintenance Council).
the information contained in the following chart can help The Tire and Rim Association, Inc. (TRA) permits
increase the carrying capacity. To use the Low Speed and operating a 65 mph (105 kph)* rated tire at higher speeds
Static Coefficient Chart (Page 11) you must know the tire with a reduced load and increased inflation. No such
size (standard conventional size example - 11R22.5 or low permission is granted by TRA for tires with speed ratings
profile 275/80R22.5) and the maximum speed rating of below 65 mph (105 kph)*.
that tire. Speed ratings can be found in the data book or
business.michelinman.com. Based on the size and speed
* Exceeding the legal speed limit is neither recommended nor endorsed.
rating, select the correct quadrant (Table A or B), find the
speed value desired, and multiply the tire load capacity
by the coefficient provided. Also, add the listed increase
in pressure (if any) to the pressure value for the selected
tire shown in the data book. Give special attention to the
wheel and vehicle axle ratings that may be exceeded by
the increases in load and pressure. Tires optimized for
highway applications have a maximum speed of 75 mph
(120 kph)*.
These limits apply only to Light Truck and Truck tires,
but do not include Special Application tires, tires for high
cube vans, low bed trailers, urban, and on/off-road use.
The tires with “Y” or “L” (see Page 3) as the third
character in the tread designations are designed and
optimized for on/off-road applications and are speed
restricted. These tires should not be used in applications
that operate the tires continuously on highways over
an extended period of time or at speeds that exceed the
speed rating of the tire. This could lead to heat buildup
and cause premature or sudden tire failure as shown in
this photo.

Exceeding speed rating for on/off road tires may cause

premature or sudden tire failure.

10 Section One: Tire Selection

STATIC AND LOW SPEED LOAD AND PRESSURE COEFFICIENTS

Never exceed the maximum load or pressure limits of the wheel. Exceeding the wheel limits can lead to
component failure, serious accident, injury or death.

TRA (THE TIRE AND RIM ASSOCIATION, INC.) STANDARDS

(These tables apply to tires only. Consult wheel manufacturer for wheel load and inflation capacities.)

Load limits at various speeds for radial ply

truck-bus tires used on improved surfaces. (1)

A. METRIC AND WIDE BASE TIRES B. CONVENTIONAL TIRES

The service load and minimum (cold) inflation must The service load and minimum (cold) inflation must
comply with the following limitations unless a speed comply with the following limitations unless a speed
restriction is indicated on the tire.* restriction is indicated on the tire.*

Speed Range Inflation Speed Range Inflation

% Load Change % Load Change
(mph) Pressure Change (mph) Pressure Change
41 thru 50 +7% No increase 41 thru 50 +9% No increase
31 thru 40 +9% No increase 31 thru 40 +16% No increase
21 thru 30 +12% +10 psi 21 thru 30 +24% +10 psi
11 thru 20 +17% +15 psi 11 thru 20 +32% +15 psi
6 thru 10 +25% +20 psi 6 thru 10 (2) +60% +30 psi
2.6 thru 5 +45% +20 psi 2.6 thru 5 (2) +85% +30 psi
Creep thru 2.5 +55% +20 psi Creep thru 2.5 (2) +115% +30 psi
Creep (2) +75% +30 psi Creep (2) (3) +140% +40 psi
Stationary +105% +30 psi Stationary (2) +185% +40 psi
Note: For bias-ply tires please consult the TRA Year Book.

(1) These load and inflation changes are only required when exceeding the tire manufacturer’s rated speed for the tire.
(2) Apply these increases to Dual Loads and Inflation Pressures.
(3) Creep – Motion for not over 200 feet in a 30-minute period.
Note 1: The inflation pressures shown in the referenced tables are minimum cold pressures for the various loads listed.
Higher pressures should be used as follows:
A. When required by the above speed/load table.
B. When higher pressures are desirable to obtain improved operating performance.
For speeds above 20 mph (32 kph), the combined increases of A and B should not exceed 20 psi above the inflation specified for the maximum load of the tire.
Note 2: Load limits at various speeds for:
Tires used in highway service at restricted speed.
Mining and logging tires used in intermittent highway service.
*Exceeding the legal speed limit is neither recommended nor endorsed.

Section One: Tire Selection 11

 To determine the proper load/inflation table, always comply with the markings on the tire sidewall for maximum load
at cold pressure.
Load and inflation industry standards are in a constant state of change. Michelin continually updates its product information to reflect these changes.
Therefore, printed material may not reflect the current load and inflation information.
NOTE: Never exceed the wheel manufacturer’s maximum pressure limitation.

S = Single configuration – 2 tires per axle. D = Dual configuration – 4 tires per axle. Loads are indicated per axle.

TECHNICAL SPECIFICATIONS FOR MICHELIN 455/55R22.5 LRM ON 13.00x22.5 WHEELS

STEER AXLE, FIRST LIFE ONLY

Load Loaded Radius Max. Load Single*

Dimension RPM
Range in. mm. lbs. psi kg. kPa
455/55R22.5 LRM 19.5 496 493 10000 120 4535 830

Load psi 75 80 85 90 95 100 105 110 115 120

Dimension
Range kPa 520 550 590 620 660 690 720 760 790 830

455/55R22.5 lbs. per axle 13740 14460 15180 15880 16600 17280 17980 18660 19340 20000
LRM
13.00” Wheel kg. per axle 6240 6520 6900 7180 7560 7820 8100 8460 8720 9070
* Note: When used on a 13.00” wheel the max load and pressure is lower than that indicated on the sidewall.

12 Section One: Tire Selection

TRUCK TYPE BY WEIGHT CLASS
CLASS 1 CLASS 2 CLASS 3 CLASS 4 CLASS 5
6,000 lbs. 6,001 to 10,000 lbs. 10,001 to 14,000 lbs. 14,001 to 16,000 lbs. 16,001 to 19,500 lbs.
GVW and less GVW GVW GVW GVW

MILK/BREAD MILK/BREAD MILK/BREAD CONVENTIONAL VAN RACK

UTILITY VAN UTILITY VAN WALK-IN VAN LARGE WALK-IN LARGE WALK-IN

PICK-UP FULL SIZE PICK-UP LARGE VAN CITY DELIVERY BUCKET

FULL SIZE PICK-UP CREW CAB PICK-UP TREE SPECIALIST

COMPACT VAN COMPACT VAN BOTTLED GAS

SUV LARGE SUV

STEP VAN STEP VAN

CREW VAN

MINIBUS

Section One: Tire Selection 13

 CLASS 6 CLASS 7 CLASS 8 TRAILER NOTES
19,501 to 26,000 lbs. 26,001 to 33,000 lbs. 33,001 lbs. and over Weight: Not specified
GVW GVW

GVW – Gross Vehicle

Weight
The total weight of the
TOW HOME FUEL FUEL DRY VAN loaded vehicle includes
chassis, body, and
payload.

GCW – Gross
FURNITURE TRASH DUMP DOUBLES Combination Weight
Total weight of
loaded tractor-trailer
combination includes
tractor-trailer and
STAKE FIRE ENGINE CEMENT LIQUID TANK payloads.

GAWR – Gross Axle

Weight Rating
Maximum allowable
COE VAN SIGHTSEEING BUS REEFER DRY BULK load weight for a specific
spindle, axle, and wheel
combination.

Identical vehicles may

SCHOOL BUS TRANSIT BUS TANDEM AXLE VAN LOGGER appear in different
vehicle weight classes.
This is because of
a difference in the
components installed
SINGLE AXLE VAN RV INTERCITY BUS PLATFORM in each vehicle such as
engines, transmissions,
rear axles, and even
tires that are not readily
discernible in the
BOTTLER LARGE RV SPREAD AXLE external appearance of
those vehicles.

DROP FRAME
LOW PROFILE COE TANDEM REFUSE

GCW TO 65,000 GCW TO 80,000

DUMP
LOW PROFILE
HIGH PROFILE COE TANDEM COE

REEFER

MEDIUM HEAVY CONVENTIONAL

CONVENTIONAL
DEEP DROP

HEAVY TANDEM
CONVENTIONAL
AUTO TRANSPORTER

HEAVY TANDEM
CONVENTIONAL
SLEEPER DOLLY

14 Section One: Tire Selection

 SECTION TWO
Selecting the Wheel
Selecting a Wheel ..................................................... 15-26
WHEEL SYSTEMS...................................................................... 16-21
Steel vs Aluminum
Special Considerations for Aluminum Wheels
Special Fasteners
Wheel Type
– Hub Piloted Wheels
– Stud Piloted Wheels
– Cast Spoke Wheels
Torque
Disc Wheel Installation Procedure – Recommended
Mounting Torque for Disc Wheel
SELECTING A WHEEL..................................................................... 22
Outset/Inset
Use of Outset Wheel with MICHELIN® X One® Tires
Drop Center
VALVE SYSTEMS ...................................................................... 23-25
Loose and Leaky Valve Stems
Proper Fasteners for MICHELIN® X One® Tires
on Stud Piloted Wheels
WHEEL SPECIFICATIONS ............................................................... 26

Section Two: Selecting the Wheel 15

 WHEEL SYSTEMS
Before servicing any truck wheel, it is essential to know An out-of-service condition exists if the area between
the type of mounting system you will be working on. the bolt hole ball seats is worn away to less than 1/16th
Three basic types of mounting systems are commonly inch (the approximate thickness of a dime). If this is the
used on commercial vehicles in North America. See TMC case, the wheel should be scrapped. (Figure 2)
RP 217E, Attaching Hardware for Disc Wheels, for more
detailed information on fasteners. Refer to Page 25 for Steel Wheel
Hub
proper fasteners and procedures for MICHELIN® X One®
tire fitments.

STEEL VS ALUMINUM
Depending on the vehicle’s vocation, a customer may Stud

choose steel wheels over aluminum. However, a 14.00 Inner Cap Nut
x 22.5” aluminum wheel is up to 68 lbs. lighter than
its steel counterpart. Due to the larger drop center of Figure 2: Incorrect
the aluminum wheel, it is typically easier to mount the
MICHELIN® X One® tire on aluminum wheels.
SPECIAL FASTENERS
It is necessary to order “cap nuts” to replace the inner
SPECIAL CONSIDERATIONS FOR
and outer nuts that are used when mounting a traditional
ALUMINUM WHEELS stud piloted dual assembly. These parts can be ordered
It is also important to note that the disc thickness of
from a wheel distributor in your area. The part numbers
aluminum wheels is usually much thicker than steel
are listed on Page 25. A 50/50 split of left and right hand
wheels, and stud length must be checked when changing
threads will be required.
from steel wheels to aluminum wheels. Aluminum
wheel disc thickness ranges from 3/4” to 1-1/8”. This
is approximately double the thickness of steel disc
wheels. Because of this increase in disc thickness, special
consideration must be given to aluminum wheel attaching Do not use the 5995 nut
hardware. Wheel stud lengths are specifically designed on steel stud piloted
to suit varying disc wheel mounting systems, brake wheels, as the shoulder
will protrude past the
drum mounting face thickness, and disc wheel material
disc face preventing
types. Failure to use the correct length studs may lead to proper installation and
insufficient clamp load of the disc wheels. safe operation.
The minimum length for dual aluminum wheels is 1.06
inches or 27 mm as measured from the brake drum face
when mounted on the hub. The pilot must engage 1/2 of
the thickness of the aluminum wheel. Refer to TMC RP
217E, Attaching Hardware for Disc Wheels. Hub Bore and
15 degree bead seat measuring tools are available from
the wheel manufacturers. (Figure 1)

Aluminum Wheel

Hub
From left to right: Aluminum MICHELIN® X One® tire
fastener, steel or aluminum MICHELIN® X One tire ®

fastener, and steel MICHELIN® X One tire fastener.

®

See application chart on Page 25 for part numbers and

more information.

Stud
Inner Cap Nut

Figure 1: Correct

16 Section Two: Selecting the Wheel

WHEEL TYPE Hub Piloted Wheel
Hub Piloted Disc Wheels
Both aluminum and steel wheels are currently available Drum

in hub piloted configuration. Hub Piloted Disc Wheels are Two-Piece

Flange Nut
designed to center on the hub at the center hole or bore
of the wheel. The wheel center hole locates the wheel on Hub
pilots built into the hub. Hub piloted wheels are used with
two-piece flange nuts, which contact the disc face around
the bolt hole. Only one nut on each stud is used to fasten Stud
single or dual wheels to a vehicle. All stud and nut threads
are right hand. Hub piloted wheels have straight through
bolt holes with no ball seat, which provides a visual way of
identifying them.

Stud Piloted Disc Wheels Stud Piloted Wheel

There are aluminum and steel wheels with 2” outset
currently available in stud piloted configuration. Stud
Drum Outer Cap Nut
Piloted Disc Wheels are designed to be centered by the
Hub
nuts on the studs. The seating action of the ball seat nuts
in the ball seat bolt holes centers the wheels. Stud piloted
dual wheels require inner and outer cap nuts. Fasteners
with left hand threads are used on the left side of the
Stud
vehicle and those with right hand threads are used on the
Inner Cap Nut
right side of the vehicle.

Section Two: Selecting the Wheel 17

 Cast Spoke Wheels
Correct components must be used.
Cast Spoke Wheels consist of a metal casting
that includes the hub with spokes, either 3, 5, or 6. It is important to note that some hub piloted and stud
Demountable rims are attached to this axle component piloted wheels may have the same bolt circle pattern.
with clamps. Each cast spoke wheel requires specific Therefore, they could mistakenly be interchanged. Each
clamps designed for that wheel. The cast spoke wheel mounting system requires its correct mating parts. It is
with brake drum and clamps for rear axles requires a important that the proper components are used for each
spacer band to hold the two rims apart and provides for type of mounting and that the wheels are fitted to the
proper dual spacing. Proper torque is 210-260 lb/ft. proper hubs.
If hub piloted wheel components (hubs, wheels,
fasteners) are mixed with stud piloted wheel components,
loss of torque, broken studs, cracked wheels, and possible
wheel loss can occur since these parts are not designed to
work together.
Mixing hub piloted and stud piloted wheels will not
allow the inner cap nut to fit into the inner wheel and
will result in the inner cap nut interfering with the outer
wheel. (Figure 1)

5 Spoke 5 Spoke
Cast Spoke Wheel Cast Spoke Wheel with Clamps,
With Brake Drum and Clamps Without Brake Drum Never mix components from different wheel
for Rear Axles for Front Axles systems. Doing so can lead to component
failure, accident, serious injury or death.

Stud Piloted Wheel

Hub Piloted Wheel
Drum
Hub Outer Cap Nut

Stud

Inner Cap Nut

Figure 1: Improper Mounting

Ball seat, stud piloted wheels should not be used with

flange nuts because they have larger bolt holes and do
not have sufficient area near the bolt hole to support the
flange nut. Slippage may occur. Also, the center hole is
too large to center the wheel. (Figure 2)

Stud Piloted Wheel

Drum

Two-Piece
Flange Nut
Hub

Stud

Figure 2: Improper Mounting

18 Section Two: Selecting the Wheel

 It is important to note that some hub piloted and stud Hub piloted mounting system:
piloted wheels may have the same bolt circle pattern. Most North American manufacturers of highway
Therefore, they could mistakenly be interchanged. Each trucks, tractors and trailers, which incorporate the hub
mounting system requires the correct mating parts. It is piloted wheel mounting system, require wheel studs and
important that the proper components are used for each 2-piece flange nuts with metric threads. Most frequently
type of mounting and that the wheel is fitted to the proper these are M22 x 1.5. Before installing 2-piece flange nuts
hub. apply 2 drops of SAE (Society of Automotive Engineers)
If hub piloted wheel components (hubs, wheels, and 30W oil to the last 2 or 3 threads at the end of each stud
fasteners) are mixed with stud piloted wheel components, and 2 drops to a point between the nuts and flanges.
loss of torque, broken studs, cracked wheels, and possible This will help ensure that the proper clamping force is
wheel loss can occur, which can lead to injury or death. achieved when final torque is reached. Lubrication is not
These parts are not designed to be interchangeable. Refer necessary with new hardware. To aid in installation and
to TMC RP 217E, Attaching Hardware for Disc Wheels. removal of aluminum wheels, some wheel manufacturers
NOTE: Some states and provinces have laws that dictate recommend lubricating the hub bore and/or pilot pads.
sufficient thread engagement or thread engagement past Check with your wheel manufacturer for additional
the nut body. Make sure you know the laws for the states direction.
and provinces in which you operate and comply. Note: When retrofitting a dual equipped tractor with
steel wheels to an aluminum wheel with MICHELIN®
TORQUE X One® tire, it may be necessary to install longer studs to
Stud piloted, ball seat mounting system: obtain proper thread engagement of the nut. This is due
Left hand threads are used on the left side of the to the aluminum wheel’s disc face being approximately
vehicle. Right hand threads are used on the right side 1/4” thicker than two steel wheels in dual.
of the vehicle. Tighten the nuts to 50 foot-pounds using
the sequence shown. Check that the wheel is properly
positioned, then tighten to recommended torque using
the sequence shown. It is recommended that studs and
nuts on a stud piloted mounting system should be free
of rust and debris. They should then be torqued “dry” to
450-500 foot-pounds. After 50 to 100 miles (81 to 161 kph)
of operation, torque should be rechecked.

Lubricate Here

Torque Sequence:
Both stud piloted and hub piloted wheel systems use
the same torque sequence. Tighten the flange nuts to 50
foot-pounds using the sequence shown. Check the disc
wheel for positioning on the pilots and proper seating
against the drum face. Tighten to 450 to 500 foot-pounds
using sequence shown. After 50 to 100 miles (81 to 161
kph) of operation, torque should be rechecked.

Ten Stud

Eight Stud

Section Two: Selecting the Wheel 19

 DISC WHEEL INSTALLATION
PROCEDURE—
RECOMMENDED MOUNTING TORQUE
FOR DISC WHEELS

Torque Level
Mounting Type Nut Tread
Ft-Lb (Oiled)

11/16”–16 300-400

M20 x 1.5 280-330

Hub piloted
with flange nut
M22 x 1.5 450-500

7/8”–14 350-400

Ft-Lb (Dry)

Stud piloted,
3/4”–16 450-500
double cap nut
Standard type
1-1/8”–16 450-500
(7/8” radius)

15/16”–12 750-900
Stud piloted,
double cap nut
1-1/8”–16 750-900
Heavy duty type
(1-3/16” radius)
1-5/16”–12 750-900

Notes:
1. If using specialty fasteners, consult the
manufacturer for recommended torque levels.
2. Tightening wheel nuts to their specified torque
is extremely important. Under-tightening,
which results in loose wheels, can damage
wheels, studs, and hubs, and can result in wheel
loss. Over-tightening can damage studs, nuts,
and wheels and result in loose wheels as well.
3. Regardless of the torque method used, all
torque wrenches, air wrenches and any other
tools should be calibrated periodically to ensure
the proper torque is applied.

Reprinted with permission from TMC RP 222D,

User’s Guide to Wheels and Rims, published by the
Technology & Maintenance Council (TMC) of the
American Trucking Associations, 950 N. Glebe Rd.,
Suite 210, Arlington, VA 22203.
Phone: (703) 838-1763
Email: [email protected]

20 Section Two: Selecting the Wheel

Section Two: Selecting the Wheel 21
 SELECTING A WHEEL
OFFSET/ INSET Truck and trailer manufacturers may have different
Offset: The lateral distance from the wheel centerline to specifications. For optimum track width, stability, and
the mounting surface of the disc. payload, end-users should talk to their trailer suppliers
Outset: Outset places the wheel centerline outboard of about the use of 83.5” axles with zero outset wheels.
the mounting (hub face) surface. End-users that have retrofitted vehicles with 2” outset
Inset: The Inset places the wheel centerline inboard of wheels should contact their respective vehicle, axle,
the mounting (hub face) surface or over the axle. or component manufacturers for specific application
approvals or maintenance recommendations.
USE OF OUTSET WHEELS WITH NOTE: Use of outset wheels may change Gross Axle
MICHELIN® X ONE® TIRES Weight Rating (GAWR). Consult vehicle and component
Some axle and hub manufacturers have recently manufacturer.
clarified and confirmed their position concerning the
use of such wheels with their respective components. DROP CENTER
Historically the position of the component manufacturers The Drop Center is the well or center portion of the
is not totally consistent, the majority view concerning wheel. This is what allows the tire to be easily mounted on a
the retrofit of duals with MICHELIN® X One® tires can be single piece wheel: the tire bead will “drop” into this cavity.
summarized as follows: The 14.00 x 22.5” (15-degree bead seat) drop center
tubeless wheel required for the MICHELIN® X One® tire
Axle Type* Spindle Type Wheel Recommendation has differently styled drop centers depending on the
Drive axles “R” 0” to 2” outset wheels** manufacturer.
Accuride® aluminum and steel wheels are produced with
Trailer axles “P” 2” outset wheels
a narrow ledge on one side and a long-tapered ledge on the
Trailer axles “N” Check with component manufacturer other (See below). The narrow ledge is necessary to ease the
* Many other axle and spindle combinations exist. Contact axle manufacturer. mounting and dismounting process.
** Contact axle manufacturer before retrofitting 2” outset wheels.
The Alcoa aluminum wheel is manufactured with a
narrow ledge on either side. This allows it to be mounted
Disc Face Hub Face and dismounted from either side.

Narrow Ledge
Outboard Inboard
Mount tire from the
narrow ledge.

OUTSET
Accuride

Always ensure the narrow

ledge is up when mounting
Disc Face Hub Face or demounting.

Outboard Inboard
Narrow Ledge

Mount tire from

either ledge.
INSET
Alcoa

22 Section Two: Selecting the Wheel

 VALVE SYSTEMS
Always replace the whole valve assembly when a new Per TMC RP 234B, Proper Valve Hardware Selection
tire is mounted. Guidelines it is recommended that an anti-corrosive or
Ensure the valve stem is installed using the proper dielectric compound be used on the valve stem threads
torque value: 80 to 125 in/lb (7 to 11 ft/lb) for aluminum and O-rings prior to installation. This will prevent
wheels and 35 to 55 in/lb (3 to 5 ft/lb) for tubeless steel corrosion from growing around the O-ring, which
wheels. squeezes it and causes leaks. Check with your aluminum
When an aluminum wheel is used in the outset wheel manufacturer or valve stem supplier for their
position, TR553E valve degree bend should be used. recommendation of an anti-corrosive compound.
This valve has a 75-degree bend that facilitates taking
pressures. If the valve stem is installed on the inboard side
of the wheel, ensure proper clearance exists between the
brake drum and the valve stem. It is highly recommended
that the older style valve stems TR543E be replaced with
the newer style TR553E to minimize corrosion build-up,
thereby minimizing stem leaks.

Corrosion Related Leak at the Base of the Wheel

TR553E Valve (left) and TR543E (right)

When installed in the inset position, the longer TR545E

valve is required.

Note Corrosion On Bottom Valve

TR545E Valve

If the operator uses the wheel as a step when securing the

load, a straight TR542 valve may be preferable. An angle
head pressure gauge will be required to check pressure,
but it may still be difficult due to interference with the
hub.

TR542 Valve
Section Two: Selecting the Wheel 23
 LOOSE AND LEAKY VALVE STEMS
Whether they are new or have been in use over
period of time, valve stems can become loose. It is
recommended that you verify torque on all wheels put
into service. When installed, they should be torqued,
using the proper tool at 80 to 125 in/lb (7 to 11 ft/lb)
for aluminum wheels and 35 to 55 in/lb (3 to 5 ft/lb)
for steel wheels.
Checking for loose and leaky valve stems should be
made a part of your regular maintenance schedule.

Methods for checking for loose valve stems:

– check by hand to see if the valve nut is loose
– spray a soapy solution on the valve to see if there Corrosion-Related Leak at the Base of the Wheel
is a leak
– check with a torque wrench

To protect the valve from dirt and moisture, a heat

resistant metal valve cap with a rubber seal must be
installed. The number one cause of tire pressure loss in
tires can be attributed to missing valve caps.
To facilitate pressure maintenance, a dual seal metal
flow through cap may be used instead of a valve cap.
These should be installed hand tight only to prevent
damaging the seal (1.5 - 3 in/lb).

Valve Cap With Rubber Seal

Dual Seal Metal Flow-Through Cap

24 Section Two: Selecting the Wheel

PROPER FASTENERS FOR MICHELIN® X ONE® TIRES ON STUD PILOTED WHEELS
It is important that the proper fasteners be used when mounting the MICHELIN® X One® tire on stud piloted wheels.
If a fastener specified for the stud piloted aluminum wheel is used on a steel wheel, it will bottom out on the brake drum,
and the proper clamping force necessary to help ensure that the torque on the wheel remains constant will not be achieved,
possibly resulting in a “wheel off” situation.
The last two fasteners Part No. 5652R&L for a 3/4”–16 studs and 5977R&L for a 1-1/8”–16 studs are specified for the
14.00 x 22.5” stud piloted steel wheel.

NOTE: The table provided is for reference only. Wheel specific questions should be directed to the wheel manufacturer.

Part No. Replaces Thread Hex High Application and General Information

For Alcoa Wide Base Aluminum

Alcoa 5995R&L
Wheels – “Long Grip” Cap Nut.
5995R&L Webb 178950R 3
⁄4” – 16 11⁄2” 13⁄8” Larger height provides greater lug
178951L
wrench contact with the wheel.

5652R&L Zinc Accuride NTL/NTR 25

Steel Wheel: Single Stud Mounting
Dichromate Gunite 2564/65 3
⁄4” – 16 11⁄2” 7
⁄8” Front and Rear
Plating

5977R&L
Hardened Alcoa 5977 R&L
Single Large Stud Mounting Front
Zinc Yellow Accuride NTL/NTR 25 11⁄8” – 16 11⁄2” 7
⁄8” and Rear
Dichromate Alcoa 5552R&L
Plating

Alcoa at www.alcoawheels.com
Accuride at www.accuridecorp.com/products
Maxion Wheels at www.maxionwheels.com
Webb at https://webbwheel.com/products.php

Section Two: Selecting the Wheel 25

 WHEEL SPECIFICATIONS
14.00 x 22.5” – 15-DEGREE DROP CENTER WHEEL SPECIFICATIONS
NOTE: The table provided is for reference only. Wheel specific questions should be directed to the wheel manufacturer.

Manufacturer Material Part No. Finish Weight (lbs.) Outset Inset Max Load & Inflation

10-hole, stud located, ball seat mounting – 11.25 in. bolt hole circle

Maxion Steel 10070 White 125 2.00 1.49 11,000 @ 125

10 Hole, 2” outset, hub piloted mounting – 285.75 mm bolt hole circle

Alcoa Aluminum 84U627 High Polish - Both Sides 58 2.0 N/A 12,800@130

Alcoa Aluminum 84U622 Mirror Polish Inside 58 2.0 N/A 12,800@130

Alcoa Aluminum 84U622DB Mirror Polish Dura-Bright ®

58 2.0 N/A 12,800@130

Accuride Aluminum 43142SP Standard Polish 51 2.0 1.0 12,800@131

Accuride Aluminum 43142XP Extra Polish 51 2.0 1.0 12,800@131

Accuride Steel 29627 White 127 2.0 1.38 12,800@125

Maxion Steel 10027TW White 136 2.0 1.49 11,000@125

10 Hole, 0” outset, hub piloted mounting – 285.75 mm bolt hole circle

Alcoa* Aluminum 84U607 High Polish - Both Sides 58 0 -1.00 12,800@130

Alcoa* Aluminum 84U600DB Brush Finished Dura-Bright ®

58 0 -1.00 12,800@130

Alcoa* Aluminum 84U602 Mirror Polish Inside 58 0 -1.00 12,800@130

Alcoa* Aluminum 84U602DB Mirror Polish Inside Dura-Bright ®

58 0 -1.00 12,800@130

Accuride* Aluminum 43140SP Standard Polish 51 0.50 0.50 12,800@131

Accuride* Aluminum 43140XP Extra Polish 51 0.50 0.50 12,800@131

Accuride* Steel 50172 White 127 0 N/A 12,800@125

Maxion Steel 10027TW White 136 0.51 0 12,300@120

10 Hole, 1.00” outset, hub piloted mounting – 285.75 mm bolt hole circle

Alcoa Aluminum 84U601 High Polish - Both Sides 58 1.00 0 12,800@130

Alcoa Aluminum 84U601DB Mirror Polish Outside Dura-Bright ®

58 1.00 0 12,800@130

Alcoa Aluminum 84U608 High Polish - Both Sides 58 1.00 0 12,800@130

NOTE: Under no circumstances should a 12.25” wheel be used to fit a MICHELIN X One tire.
® ®

*0” Outset Aluminum Wheels: Alcoa uses the mounting face as the reference.
Accuride uses the center line as the reference. This means that an Accuride 0” outset wheel is listed as 0.50” outset wheel.
Alcoa at www.alcoawheels.com; Dura-Bright is a registered trademark of Alcoa
®

Accuride at www.accuridecorp.com
Maxion Wheels at www.maxionwheels.com

26 Section Two: Selecting the Wheel

 SECTION THREE
Mounting the Tire
Mounting the Tire .................................................... 27-48
WARNINGS ............................................................................... 28-31
Zipper Ruptures
Tire Inspection
Selection of Proper Components and Materials
Inflation Safety Recommendations
Tire and Wheel Lubrication
Preparation of Wheels and Tires
GENERAL INSTRUCTIONS FOR TUBELESS TIRE
MOUNTING/DEMOUNTING ............................................. 32-33
Tubeless Tire Mounting/Demounting
Using a Mounting Machine
TUBELESS TIRE MOUNTING/DEMOUNTING ........................... 34-42
Mounting Tubeless
19.5” Aluminum Wheels
19.5” Steel Wheels
Special Tools / Mounting MICHELIN® X One® Tires
Inflation of Tubeless Tires
Demounting of Tubeless Tires
MISMOUNT............................................................................... 43-44
Three Easy Steps to Help Minimize Mismounted Tires
MOUNTING THE ASSEMBLY ON THE VEHICLE ...................... 45-48
Dual Spacing
Technical Considerations for Fitting Tires
Measuring Tires in Dual Assembly
Tire Mixing
Runout

Section Three: Mounting the Tire 27

 WARNINGS!
IMPORTANT: BE SURE TO READ THIS SAFETY publications for safe operating procedures in the servicing
INFORMATION. of wheels. Please refer to OSHA Standard 29 CFR
Make sure that everyone who services tires or vehicles Part 1910.177 (Servicing Multi-Piece and Single Piece
in your operation has read and understands these Rim Wheels). This can be found in the Section Ten,
warnings. SERIOUS INJURY OR DEATH CAN RESULT Appendix (Pages 175-177).
FROM FAILURE TO FOLLOW SAFETY WARNINGS. Specifically, note that the employer shall provide a
No matter how well any tire is constructed, punctures, program to train all employees who service wheels in the
impact damage, improper inflation, improper hazards involved in servicing those wheels and the safety
maintenance, or service factors may cause tire failure procedures to be followed. The employer shall ensure that
creating a risk of property damage and serious or fatal no employee services any wheel unless the employee
injury. Truck operators should examine their tires has been trained and instructed in correct procedures of
frequently for snags, bulges, excessive treadwear, servicing the type of wheel being serviced and shall
separations, or cuts. If such conditions appear, demount establish safe operating procedures for such service.
the tire, and see a truck dealer immediately. Michelin provides the following information to further
The US Department of Labor Occupational Safety and assist employers to comply with that initiative.
Health Administration (OSHA) provides regulations and

Tire and wheel servicing can be dangerous and Use of starting fluid, ether, gasoline, or any other
must be done only by trained personnel using proper flammable material to lubricate, seal, or seat the
tools and procedures. Failure to read and comply beads of a tubeless tire can cause the tire to explode
with all procedures may result in serious injury or or can cause the explosive separation of the tire
death to you or others. and wheel assembly resulting in serious injury or
death. The use of any flammable material during tire
servicing is absolutely prohibited.

Re-inflation of any type of tire and wheel assembly

that has been operated in a run flat or underinflated
Any inflated tire mounted on a wheel contains
condition (80% or less of recommended operating
explosive energy. The use of damaged, mismatched,
pressure) can result in serious injury or death. The
or improperly assembled tire and wheel parts can
tire may be damaged on the inside and can explode
cause the assembly to burst apart with explosive
during inflation. The wheel may be worn, damaged,
force. If you are struck by an exploding tire, wheel
or dislodged and can explosively separate.
part, or the blast, you can be seriously injured or
killed.
Refer to USTMA Tire Information Service Bulletin on
potential “zipper ruptures” – TISB Volume 33, Number 5.
Re-assembly and inflation of mismatched parts can
USTMA (U.S. Tire Manufacturers Association)
result in serious injury or death. Just because parts fit
recommends that any tire suspected of having been
together does not mean that they belong together. Check
run underinflated and/or overloaded must remain in
for proper matching of all wheel parts before putting any
the safety cage, be inflated to 20 psi OVER maximum
parts together.
pressure marked on the sidewall, and then be inspected.
Do not exceed the maximum inflation pressure for the Mismatching tire and wheel component is dangerous.
wheel. A mismatched tire and wheel assembly may explode
and can result in serious injury or death. This warning
Be sure to reduce pressure to regular operating
applies to any combination of mismatched components
pressure before placing back in service if the tire has
and wheel combinations. Never assemble a tire and
been deemed serviceable.
wheel unless you have positively identified and correctly
matched the parts.

28 Section Three: Mounting the Tire

ZIPPER RUPTURES TIRE INSPECTION
A fatigue-related damage, with or without a rupture, Tire inspection should always include a thorough
occurs in the sidewall flex area of steel radial light, inspection of both sidewalls and inner liner, as this
medium, and heavy truck tires when it is subjected may reveal any potential damage condition that would
to excessive flexing or heat. This zipper rupture is a cause the tire to become scrap. Examine the inner liner
spontaneous burst of compressed gas, and the resulting for creases, wrinkling, discoloration, or insufficient
rupture can range in length anywhere from 12 inches repairs, and examine the exterior for signs of bumps
to 3 feet circumferentially around the tire. This is or undulations, as well as broken cords, any of which
caused by the damage and weakening of the radial steel could be potential out of service causes. Proper OSHA
cables because of run flat, underinflation, or overload. regulations must be followed when putting any tire and
Eventually, the pressure becomes too great for the wheel back in service. After the tire has been inflated to
weakened cables to hold, and the area ruptures with 20 psi in a safety cage, it should undergo another sidewall
tremendous force. inspection for distortions, undulations, or popping noises
The USTMA (U.S. Tire Manufacturers Association) indicating a breaking of the steel cords. If this is the
states that permanent tire damage due to underinflation case, immediately fully deflate and scrap the tire. If no
and/or overloading cannot always be detected. Any tire damage is detected, continue to inflate to the maximum
known or suspected of having been run at less than 80% inflation pressure marked on the sidewall. Do not exceed
of normal recommended operating pressure and/or the maximum inflation pressure for the wheel. Any tire
overloaded, could possibly have permanent structural suspected of having been run underinflated and/or
damage (steel cord fatigue). overloaded must remain in the safety cage, be inflated to
20 psi OVER maximum pressure marked on the sidewall,
and then be inspected.

Zipper Rupture

Dual Cage MICHELIN® X One® Tire Cage

Be sure to reduce tire pressure to regular operating

Inner Liner Marbling/Creasing
pressure before placing back in service if the tire has been
deemed serviceable.
The USTMA has issued a revised Tire Industry Service
Bulletin for procedures to address zipper ruptures in
certain commercial vehicle tires. The purpose of the
bulletin is to describe the inspection procedures for
AFTER YOU MOUNT THE
identifying potential sidewall circumferential ruptures
(also known as “zipper ruptures”) on truck/bus tires
MICHELIN® X ONE® TIRE ON THE WHEEL,
and light-truck tires of steel cord radial construction. YOU MUST CAGE IT!
Zipper ruptures can be extremely hazardous to tire
repair technicians. Careful adherence to proper repair
procedures is crucial.
For more information contact USTMA at info@ustires.
org or visit www.USTires.org.

Section Three: Mounting the Tire 29

 1. SELECTION OF PROPER COMPONENTS c. Never stand over, or in front of a tire when inflating.
AND MATERIALS d. Always use a clip-on
a. All tires must be mounted on the proper wheel as chuck and a sufficiently
indicated in the specification tables. For complete tire long air hose between
specifications, refer to application specific data books. the in-line gauge and
b. Make certain that the wheel is proper for the tire the chuck to allow
dimension. the service technician
c. Always install new valve cores and metal valve caps to stand outside the
containing plastic or rubber seals. trajectory zone when
d. Always replace the rubber valve stem on a 16” through inflating.
19.5” wheel.
e. Always use a safety device such as an inflation cage or
other restraining device that will constrain all wheel Clip-on Chuck
components during the sudden release of the tire
pressure of a single piece wheel. Refer to current OSHA Trajectory zone means any potential path or route that
standards for compliance. a wheel component may travel during an explosive
separation or the sudden release of the tire pressure,
or an area at which the blast from a single piece wheel
It is imperative to follow all the following inflation may be released. The trajectory may deviate from paths
safety recommendations. Failure to do so will that are perpendicular to the assembled position of
negate the safety benefit of using an inflation cage the wheel at the time of separation or explosion. See
or other restraining device and can lead to serious
USTMA (U.S. Tire Manufacturers Association) Tire
injury or death.
Information Service Bulletin Volume 33, Number 5 for
more information.
2. INFLATION SAFETY RECOMMENDATIONS
a. Do not bolt the inflation cage to the floor nor add any
Note: Safety cages, portable and/or permanent, are also
other restraints or accessories.
available for inflation of the MICHELIN® X One® tire
assemblies.

AFTER YOU MOUNT THE

MICHELIN® X ONE® TIRE ON THE WHEEL,
YOU MUST CAGE IT!

b. The inflation cage should be placed at least 3 feet from

anything, including a wall.

30 Section Three: Mounting the Tire

3. TIRE AND WHEEL LUBRICATION Avoid using excessive amounts of
It is essential that an approved tire mounting lubricant lubricants.
be used. Preferred materials for use as bead lubricants are
vegetable based and mixed with proper water ratios per
manufacturer’s instructions. Never use antifreeze, silicones,
or petroleum-based lubricants as this will damage the rubber.
Lubricants not mixed to the manufacturer’s specifications
may have a harmful effect on the tire and wheel.
The lubricant serves the following three purposes:
• Helps minimize the possibility of damage to the tire beads
from the mounting tools.
• Helps ease the insertion of the tire onto the wheel by
lubricating all contacting surfaces.
• Assists proper bead seating (tire and wheel centering) and
helps to prevent eccentric mountings. Dry mounting should be avoided.
Use approved lubricants.
The Michelin product, Tiger Grease 80, MSPN 25817,
is specifically formulated for commercial truck tire mounting.
It can be obtained through any authorized Michelin Truck
Tire dealer or by contacting Michelin Consumer Care
(1-888-622-2306).
Apply a clean lubricant to all portions of the tire bead
area and the exposed portion of the flap using sufficient but
sparing quantities of lubricant. Also, lubricate the entire
rim surface of the wheel. Avoid using excessive amounts of
lubricant, which can become trapped between the tire and
tube and can result in tube damage and rapid tire pressure
loss.
4. PREPARATION OF WHEELS AND TIRES
a. Always wear safety goggles or face shields when
buffing or grinding wheels.
It is important that tire lubricant be clean and free
of dirt, sand, metal shavings, or other hard particles. b. Inspect wheel assemblies for cracks, distortion, and
deformation of flanges. Using a file and/or emery
cloth, smooth all burrs, welds, dents, etc. that are
The following practice is recommended: present on the tire side of the wheel. Inspect the
a. Use a fresh supply of tire lubricant each day, drawing from condition of bolt holes on the wheels. Rim flange
a clean supply source and placing the lubricant in a clean gauges and ball tapes are available for measuring wear
portable container. and circumference of aluminum wheels. For all wheel
b. Provide a cover for the portable container and/or other types, also refer to the inspection, repair, and other
means to prevent contamination of the lubricant when requirements from the wheel manufacturer.
not in use. For lubricants in solution, we suggest the c. Remove rust with a wire brush and apply a rust
following method that has proven to be successful in inhibiting paint on steel wheels. The maximum paint
helping to minimize contamination and prevent excess thickness is 0.0035” (3.5 mils) on the disc face of the
lubricant from entering the tire casing: provide a special wheel.
cover for the portable container that has a funnel-like d. Remove any accumulation of rubber or grease that
device attached. The small opening of the funnel should might be stuck to the tire, being careful not to damage
be sized so that when a swab is inserted through the it. Wipe the beads down with a dry rag.
opening into the reserve of lubricant and then withdrawn,
the swab is compressed, removing excess lubricant.
This allows the cover to be left in place providing added
protection. A mesh false bottom in the container is a
further protection against contaminants. The tire should
be mounted and inflated promptly before lubricant dries.

Section Three: Mounting the Tire 31

 GENERAL INSTRUCTIONS
FOR TUBELESS MOUNTING/DEMOUNTING
For a tire to perform properly, it must be mounted on the correct size wheel. The following are general instructions for
mounting and demounting Michelin tubeless tires, including the MICHELIN® X One® tires.
Specifics for 19.5” wheels are detailed in the Mounting Tubeless Tire section (Pages 34-36). For additional detailed
instructions on mounting and demounting truck tires on types of wheels, refer to the instructions of the wheel manufacturer
or the USTMA (U.S. Tire Manufacturers Association) wall charts.

Inspect rim for excessive wear or damage. Correctly

1 position and properly torque the valve stem: 80 to 125
in/lb (7 to 11 ft/lb) for standard aluminum wheels and Fully lubricate both flanges and the drop center.
35 to 55 in/lb (3 to 5 ft/lb) for standard tubeless steel wheels.
2

Fully lubricate both beads and the inside of the bead Place wheel in correct position, short side up
3 that will be the last one mounted. 4 (drop center up).

Do not use your knee to place the tire; use the Place the tire on the wheel using a rocking motion
5 proper tools/techniques. 6 with adequate downward pressure (the bottom
bead may drop over the wheel flange).

32 Section Three: Mounting the Tire

 If necessary, continue to work the first bead on with Mount second bead using same method.
7 proper tubeless tire tools like T45A tire iron. 8

Use the proper tool like T45A tire iron, not the With assembly horizontal, inflate to no more
9 duck bill hammer. 10 than 5 psi to seat the beads.

Place the assembly in the safety cage for safe Use a clip-on chuck and allows for a sufficient
11 inflation. 12 length of the hose to extends outside the
safety cage.

TUBELESS TIRE MOUNTING/DEMOUNTING USING A MOUNTING MACHINE

There are several tire changing machines available for the mount and demount procedure. Consult the manufacturer’s user
manual for the machine you are using as each operates differently. Full lubrication of the wheel and BOTH tire beads is still
required. Inflation process requirements remain the same.

Section Three: Mounting the Tire 33

 TUBELESS TIRES MOUNTING/DEMOUNTING
MOUNTING TUBELESS 4. With short ledge up, lay the tire over the wheel opposite
1. Inspect the condition of the bolt holes on the wheels the valve side and work it on with proper tubeless tire
and look for signs of fatigue. Check flanges for excessive tools, making full use of the drop center well. Drop
wear by using the wheel manufacturer’s flange wear center wheels are typically designed with an offset
indicator. NEVER WELD A CRACKED WHEEL! drop center to accommodate wheel width and brake
clearance. This creates a “short side” and a “long side”
on the wheel. (Some drop center wheels are designed
with a symmetric wheel profile facilitating tire mounting
from either side.) It is imperative that the tire always
be mounted and dismounted only from the short side.
Failure to do this will likely result in damaged tire beads
that could eventually cause rapid gas loss due to casing
rupture. This is particularly important on 19.5-inch RW
(reduced well) aluminum wheels which, contrary to the
norm, have their drop center located close to the disc
side. Do not use a 19.5 x 7.50 wheel for the 305/70R19.5
tire size.

All 19.5-inch tubeless wheels should be mounted from

the short side. Care should be taken to ensure that any
internal monitoring system molded in the tire or on the
wheel is not damaged or dislodged during this service.

2. Replace valve core and inspect valve stem for damage

and wear. Michelin recommends always replacing the
valve stem and using a new valve stem grommet. Incorrect
Ensure valve stem is installed using the proper torque
value. 80 to 125 in/lb (7 to 11 ft/lb) for standard
aluminum wheels and 35 to 55 in/lb (3 to 5 ft/lb) for
standard tubeless steel wheels. Ensure the valve core
is installed using the proper torque value of 1.5 to 4 in/
lb. To prevent galvanic corrosion on aluminum wheels,
lubricate the threads and O-ring of the valve stem with
a non-water-based lubricant before installation.

3. Apply the tire and wheel lubricant to all surfaces of

the wheel and bead area of the tire. When applying
lubricant to the wheel, lubricate the entire rim surface
of the wheel from flange to flange. The tire should be
mounted and inflated before the lubricant dries.
Correct

34 Section Three: Mounting the Tire

19.5” Aluminum Wheels

Fully lubricate both flanges and Fully lubricate both beads and Start with short (narrow) side
1 the drop center. 2 the inside of the bead that will 3 up, disc face up.
be the last one mounted.

Work tire on with proper tube- Do not use a duck bill hammer Use rocking motion and
4 less tire tools. 5 here! 6 pressure to place the bead.

Using the proper tool, seat the Or seat the bead with the use Lay the assembly flat, inflate to
7 bead with one tool. Do not use 8 of two tools. Do not use a duck 9 no more than 5 psi, and follow
a duck bill hammer here! bill hammer here! proper procedures, complete
inflation process using Safety
Cage (per OSHA standards).

Section Three: Mounting the Tire 35

 19.5” Steel Wheels

Fully lubricate both flanges and Fully lubricate both beads and Start with short (narrow) side
1 the drop center. 2 the inside of the bead that will 3 up, disc face down.
be the last one mounted.

Work tire on with proper tube- Do not use a duck bill hammer Place part of second bead in
4 less tire tools. 5 here! 6 drop center.

Using the proper tool, seat the Use the proper tool to obtain Turn over assembly, laying
7 second bead. 8 the correct bite. Do not use a 9 horizontal, inflate to no more
duck bill hammer here! than 5 psi, and following proper
procedures, complete inflation
process using Safety Cage
(per OSHA standards).

36 Section Three: Mounting the Tire

5. Do not use any kind of hammer. 6. The MICHELIN® X One® tire is designed to replace
Severe inner liner damage may occur resulting in dual tires on the drive and trailer positions of tandem
sidewall separation and tire destruction. Use only over the road vehicles, and the tires must be mounted
proper mounting levers. on 22.5 x 14.00” size wheels. Position the tire and
wheel assembly so the valve stem is facing outward,
away from the vehicle.

Do Not use a Duck Billed Hammer during the

mounting process to strike the tire. For proper
use of the duck billed hammer see Page 41.

Do not use a duck bill hammer to break the bead at

demount.

Severe inner liner damage from use of hammer.

Do not use a duck bill hammer to seat either bead

at mounting.

Resulting in sidewall separation and tire

destruction from air infiltration.

Only use a duck bill hammer as a wedge with a

rubber mallet.

Section Three: Mounting the Tire 37

 SPECIAL TOOLS / MOUNTING MICHELIN®
X ONE® TIRES
Special tools are available to aid in the mounting and An extra wide safety cage is available for safe
demounting of the MICHELIN® X One® tire on/off the inflation of the tire. In most cases, a standard cage can
wheel and the MICHELIN® X One® assembly on/off the accommodate the MICHELIN® X One® assembly.
vehicle. Due to the size of the tire and wheel these tools
DOT (Department of Transportation) requires that all
will assist the tire technician in providing both safe and
truck tires are to be inflated in an inflation cage.
easy methods of removal and installation.
When removing any tire from a wheel you should use
an Impact Bead Breaker (Slide Hammer) to prevent bead
damage. This is also a safer way to dislodge the tire beads Tire changing can be dangerous and should be done
only by trained personnel using proper tools and
from the wheel.
equipment as directed by Federal OSHA Standard
No. 29 CFR Part 1910.177. Tires may explode during
inflation causing injury to operator or bystander.
Wear safety goggles. Keep all parts of body outside
cage. Use extension hose, clip-on chuck, and remote
valve.

Consult the MICHELIN® Truck Tire Data Book

(MWL40732) or business.michelinman.com for proper
inflation.

Impact Bead Breaker (Slide Hammer)

Do not use hammers of any type. Striking a

wheel assembly with a hammer can damage
both the tire and the wheel and is a direct
OSHA* violation.

Safety Cage with MICHELIN® X One® Tire

* Occupational Safety and Health Administration

38 Section Three: Mounting the Tire

Tools for Handling the MICHELIN® X One® Tire Some people have difficulty standing on the tire using
Assembly: conventional mounting techniques, and good devices
Tire and wheel dollies are available from commercial to help “hold” the bead in place without damaging the
tire supply companies to make the mounting and wheel are coated bead keepers, shown here.
removing of the assemblies on/off the vehicle easier.
There are various types to choose.

Bead Keepers

A tire dolly may provide the lifting assistance to mount

or remove the MICHELIN® X One® tire assembly, which
may help to avoid possible injury.

Special Cart for Removing Stuck Wheels

Tire Dolly

Section Three: Mounting the Tire 39

 INFLATION OF TUBELESS TIRES 4. Ensure that the guide rib (GG Ring/mold line)
is positioned concentrically to the rim flange
with no greater than 2/32” of difference found
circumferentially. Check for this variation by
Re-inflation of any type of tire and wheel
measuring at four sidewall locations (12, 3, 6,
assembly that has been operated in a run flat
or underinflated condition (less than 80% of 9 o’clock). If bead(s) did not seat, deflate tire,
normal recommended operating pressure) can re-lubricate the bead seats, and re-inflate.
result in serious injury or death. The tire may
be damaged on the inside and can explode
during inflation. The wheel parts may be worn,
damaged, or dislodged and can explosively
separate.

1. Lay tire and wheel assembly horizontally and inflate

to no more than 5 psi to position the beads on the
flanges. OSHA dictates no more than 5 psi outside the
cage to seat the beads.
Note: As a general guide in vibration analysis, the
30/60/90 rule may apply:
.030-.060 (1/32 to 2/32 inch) = No action is required.
Limited possibility for vibration exists, and this range
maximizes the ability to balance properly.
.061-.090 (2/32 to 3/32 inch) = Corrective action
would be to perform the 3 R’s, after deflating the tire.
– Rotate the tire on the wheel
– Re-lubricate the tire and wheel (ensure the wheel is
very clean)
– Re-inflate ensuring your initial inflation is with the
tire lying horizontal (3-5 psi max)
>.090 (>3/32 inch) = Perform 3 R’s if mismount is
indicated; however, when the reading is this high, it
usually requires checking runout on these component
parts: wheels/hubs/drums/wheel bearings.

2. To complete the seating of the beads, place the 5. After beads are properly seated, place the tire in the
assembly in an OSHA (Occupational Safety and safety cage and inflate assembly to maximum pressure
Health Administration) compliant inflation restraining rating shown on the sidewall, then reduce to operating
device (i.e., safety cage) and inflate to 20 psi. Check pressure. Check the valve core for leakage, then install
the assembly carefully for any signs of distortion or suitable valve cap. Consider the use of inflate-thru
irregularities from run flat. If run flat is detected, scrap or double seal valve caps for easier pressure
the tire. maintenance.

3. If no damage is detected, continue to inflate to the

maximum pressure marked on the sidewall. USTMA
(U.S. Tire Manufacturers Association) recommends
that any tire suspected of having been underinflated
and/or overloaded must remain in the safety cage
at 20 psi over the maximum pressure marked on
the sidewall. Do not exceed the maximum inflation
pressure for the wheel. USTMA requires that all steel
sidewall tires are inflated without a valve core.

Valve Caps, Cores,

and Stems

Inflate-Thru Valve Caps

40 Section Three: Mounting the Tire

DEMOUNTING OF TUBELESS TIRES 4. Beginning at the valve, remove the tire from the wheel.
1. If still fitted on the vehicle, completely deflate the Starting at the valve will minimize chances of damaging
tire by removing the valve core. In the case of a the valve assembly. Make certain that the rim flange
dual assembly, completely deflate both tires before with the tapered ledge that is closest to the drop center
removing them from the vehicle (OSHA requirement). is facing up. Insert the curved ends of the tire irons
Run a wire or a pipe cleaner through the valve stem to between the tire and rim flange. Step forward into the
ensure complete deflation. drop center and drop the bars down, lifting the tire
bead over the rim flange. Hold one tire iron in position
2. With the tire assembly lying flat (after deflating the with your foot. Pull the second tire iron out and
tire), break the bead seat of both beads with a bead reposition it about 90 degrees from the first iron. Pull
breaking tool. Do not use hammers of any type to seat the second tire iron towards the center of the wheel.
the bead. Striking a wheel assembly with a hammer of Continue to work tools around wheel until first bead is
any type can damage the tire or wheel and endanger off the wheel.
the installer. Use a steel duck bill hammer only as
a wedge. Do not strike the head of a hammer with 5. Lift the assembly, place, and rotate the tire iron to lock
another hard-faced hammer – use a rubber mallet. on the back rim flange, allow the tire to drop, and with
a rocking motion remove the tire from the wheel.
3. Apply the vegetable-based lubricant to all surfaces of
the bead area of the tire.

Use a Slide Hammer. Or a duck bill hammer as a Lubricate both beads completely
1 2 wedge, with a rubber mallet. 3 to avoid demount damage.

Never inflate or re-inflate any tires that have

been run underinflated or flat without careful
inspection for damage, inside and out.

Section Three: Mounting the Tire 41

 Be sure to start at the valve stem, Step forward into the drop Progressively work tools around
4 not away from or opposite. 5 center, laying the bars down. 6 the wheel until the first bead is
off the wheel.

Completely unseat the first bead. Failure to work with small sections on a non-lubricated bead will result in
7 8 unnecessary damage to the bead.

Lift the assembly, place the tire Allow the assembly to drop, and
9 iron inside, rotate to lock the 10 rock the tire from the wheel.
tab against the flange.

42 Section Three: Mounting the Tire

 MISMOUNT
Mismount occurs when the tire beads do not seat If the tire mismount is not detected immediately, the
fully on the tapered rim flange area of the wheel. As can tire may develop localized shoulder wear. Eventually
be seen in this diagram, one of the tire beads has fully the tire wear pattern will appear around the rest of
seated against the rim flange. But in another small area the shoulder, sometimes resulting in a noticeable ride
the bead did not “climb” completely up the tapered area disturbance.
of the wheel. In this area the bead is tucked further under
the wheel making the sidewall slightly shorter. If the
tire continues to run, it will develop “maxi-mini” wear,
which is characterized by the tread depth on one side of
the tire being deeper than on the other side. In this case,
balancing will only be a “band-aid.” In other words, the
tire may be balanced for a few thousand miles, but as the
tire wears, the weights would have to magically shift to
another part of the tire and wheel assembly to maintain
proper balance. Because they don’t magically shift to
other locations, the driver usually comes back after a few
thousand miles saying, “whatever you did, it worked for a
little while, but now the vibration has come back.”

If mismount is detected early: deflate, dismount,

inspect, re-lube, and re-mount the tire. Sometimes the
Mismount
irregular wear from mismount may be too significant to
fix. At this point you can either send the tire to the trailer
position or retread the casing.
For a detailed discussion on mismount, please refer to
the Runout & Match Mounting video from your Michelin
Representative or visit https://www.youtube.com/
watch?v=SUUKL-xkXMI.

11
⁄ 32”

Maxi-Mini Wear

14
⁄ 32”

Section Three: Mounting the Tire 43

 THERE ARE 3 EASY STEPS TO HELP tire horizontal is that if the initial inflation is done
MINIMIZE MISMOUNTED TIRES: with the tire and wheel standing vertically, the weight
of the wheel pushing down on the two beads must
1. Use a generous amount of tire lube. be overcome in order to center the wheel on the tire.
A MICHELIN® X One® tire wheel weighs between
Make sure that you only dilute the lube to the 70 and 125 lbs. and it can be very hard to overcome
specifications of the manufacturer. Some shops will try to gravity if tire beads are seated with the tire and wheel
dilute the lube additionally to save money. This is a bad idea inflated standing up. Occupational Safety and Health
because the dollar or two you save on a bucket of lube won’t Administration (OSHA) guidelines require the tire to
be worth replacing a tire due to irregular wear caused from be inflated in an approved safety cage. However, the
mismount or damaged beads. first 3 to 5 psi of pressure may be applied to the tire
outside the safety cage to properly seat the beads.

3. Inspect the guide rib to ensure that the tire

is concentrically mounted.

Using a small machinist’s ruler (available at most

hardware stores for ~$2), check the wheel flange to the
guide rib on your inflated tire. The maximum variation
allowed is 2/32”. You should check the wheel flange to
the guide rib at 4 locations: 12:00, 3:00, 6:00, and 9:00.

2. Inflate the assembly enough to seat the beads

with the tire laying horizontally or parallel to
the ground.

A good practice to follow that will ensure the tire beads

are seated properly is to lay the tire and wheel horizontally
on the ground, or better yet, use a 5-gallon bucket as a
stand, which will keep the bottom sidewall from touching
the ground. The reason you want to seat the beads with the 12

9 3

Five-gallon bucket filled with weights.

44 Section Three: Mounting the Tire

 MOUNTING THE ASSEMBLY ON THE VEHICLE
When wheel assemblies are mounted on a vehicle, be DUAL SPACING
sure that the valves do not touch the brake drums or any It is also important that sufficient space is provided
mechanical part of the vehicle. When mounting the between dual tires to allow air to flow and cool the tires
MICHELIN® X One® tire utilizing a 2” outset wheel onto and to prevent the tires from rubbing against one another.
a vehicle, position the tire so that the tire sits on the To make sure dual spacing is correct, simply measure
outboard side of the wheel similar to where the outer dual from the outside edge of the outer tire to the outside edge
would normally be positioned. Position the tire and wheel of the inner tire of the dual assembly. This will give you
assembly so the valve stem is facing outward, away from the center-to-center distance of the duals across that axle
the vehicle. end. Refer to the minimum dual spacing column in the
Valves of dual tires should be diametrically opposite. application data books.
Ensure that the inside valve is accessible so the pressure
can be checked and maintained. TECHNICAL CONSIDERATION FOR
Tires mounted in dual
FITTING TIRES
must be matched so that
When fitting tires of sizes different than those specified
the maximum difference
by the vehicle manufacturer, the following points must be
between the diameters of
considered:
the tires does not exceed
1/4” diameter or a 1. GEAR RATIO
circumferential difference A change in tire dimension will result in a change in
of 3/4”. For tires of the same Incorrect Dual Wheel engine RPM at a set cruise speed, which will result in
Placement a change in speed, tractive effort, and fuel economy.
bead diameter and size, the
maximum allowable difference in tread depth is 4/32”. Therefore, the effect of a tire size change on the gear
Failure to properly match dual tires will result in the tire ratio should be considered in individual operations.
with the larger diameter carrying a disproportionate share Generally, changes of 2% for a given diameter or less will
of the load. Mismatched duals can lead to rapid wear, have a negligible effect on gear ratio, tractive effort, and
uneven wear, and possible casing failure. indicated/actual speed. If a smaller wheel diameter is
Tandem drive axle vehicles without an inter-axle chosen, make sure that brake over wheel clearances is
differential (or when it is locked out) necessitate that checked before continuing with the mounting. (Changes
tires are closely matched. The inter-axle differential is a in diameter of more than 3% percent should be discussed
gear device dividing power equally between axles and with the vehicle manufacturer.)
• The formula for calculating the top speed is:
compensating for such things as unequal tire diameters,
Top Speed (MPH) = Engine RPM x 60
the effect of front and rear suspensions, torque rod
(Tire Revs. /Mile) x R
positioning and the like on the working angles of the
Where MPH = Miles Per Hour
universal joints. Normally in the unlock position, this RPM = Revolution Per Minute (Engine)
provides minimized wear and tear on tires and the R = Overall Gear Reduction
drivetrain. Tandem drive rear axles (twin-screw) require • Since engine RPM and R will remain the same when
that the average tire circumference on one axle be within changing from one tire to another, the comparison is
1/4” of the average tire diameter on the other axle to simply a straight ratio of the Tire’s Revs. /Mile.
prevent damage to the drive differentials resulting from Example: Tire Revs. /Mile
different revolutions per mile on the drive axles. 11R24.5 MICHELIN® XDN®2 = 473
Since any one tire of the size used with these axles may 455/55R22.5 MICHELIN® X ONE® LINE GRIP D = 491
lose as much as 2.5” in circumference due to normal Ratio
wear and still be serviceable, it is readily seen that a wide 473/491 = 0.96
difference in tire circumference may exist. (= 4%. This change requires a gear ratio change
as well as a speedometer change or ECM
Equal tire inflation (between adjacent duals) at the
(Engine Control Module) program adjustment.)
pressures recommended by the tire manufacturer should
Therefore, when the vehicle’s speedometer reads 75 mph
be maintained.
(120 kph), the vehicle is traveling 72 mph (115 kph).
IMPORTANT: Check to ensure that you know which
mounting system you are working with and that the
components are correct. For additional information, see
Wheel Systems on Pages 16-18 of Section Two, Selecting a
Wheel.

Section Three: Mounting the Tire 45

 If the governed speed for a vehicle originally equipped 5. TIRE CLEARANCES
with 455/55R22.5 tires is 75 mph (120 kph), the top speed All clearances around a tire should be checked:
with 11R24.5 will be (495/473) (75 mph/120 kph) = (1.05) • To the nearest fixed part of the vehicle, i.e., to parts
(75 mph/120 kph) = 78.8 mph. The speedometer will read that are not affected by spring deflection or steering
75 mph (120 kph) when the vehicle is traveling 78.8 mph mechanism.
(127 kph). • To the nearest part of the vehicle, which can
Rule of Thumb: When going from a lower Tire Revs./ be moved, i.e., parts that are affected by spring
Mile to a higher Tire Revs./Mile, the actual vehicle speed deflection or steering mechanism.
is less than the speedometer reading. When going from Consideration should be given to any additional
a higher Tire Revs. /Mile to a lower Tire Revs./Mile, the clearance required using chains. Minimum clearances
actual vehicle speed is greater than the speedometer recommendation: 1”.
reading.
a. Lateral Clearances
2. WHEEL DIAMETER Lateral clearance is the smallest distance horizontally
Overall between the tire and the nearest fixed point of the vehicle.
Width
Lateral clearance will be reduced by an increase in the
offset of the inner wheel plus half of any increase in the
Section tire section.
Height
Wheel Wheel
Outset Inset Lateral Clearance
Free
Radius
Rim
Width
Overall
Diameter
Nominal
Wheel CL
Diameter

Loaded
Radius

Note: When using a 2” outset wheel, the MICHELIN®

X One® tire should be mounted so that the tire sits
Deflection
outward similar to an outer dual tire. However, use of
outset wheels may change Gross Axle Weight Rating
3. WHEEL WIDTH (GAWR). Consult vehicle manufacturer.
An increase in the tire section may require a wider rim
with a greater outset. Incorrect Lateral Clearance

4. WHEEL OUTSET/INSET FOR DUAL WHEELS

The minimum wheel outset required is determined
by the tire minimum dual spacing. Outset is the lateral
distance from the wheel centerline to the mounting
surface of the disc. Outset places the wheel centerline
outboard of the mounting (hub face) surface. Inset is the
lateral distance from the wheel centerline to the mounting
surface of the disc. Inset places the wheel centerline
inboard of the mounting (hub face) surface.
OFFSET for front wheels: When retrofitting steer axles
with tires and wheels of a width different from the OE
size, wheel offset must be considered. Wheel offset should
be chosen to avoid interference with vehicle parts and to
avoid exceeding overall vehicle width regulations. Correct Lateral Clearance

46 Section Three: Mounting the Tire

b. Vertical Clearances d. Front Wheel Clearances
Vertical clearance is measured between the top of the The clearances of both front wheels must be measured
tread and the vehicle component immediately above on both steering lock positions. Clearances of front wheels
the tire (usually a fender). This will vary as the springs must be checked by turning the wheels from full left lock
operate. The vertical movements of the whole axle, in to full right lock since the minimum clearance might
relation to the whole chassis, are normally limited by an occur at some intermediate point.
axle stop. When measuring vertical clearance, subtract Check Clearances Here
the axle stop clearance from the total clearance; the and All Positions
from Lock to Lock
difference is the remaining vertical clearance. When
checking vertical clearance, consideration must be given
to the degree of tread wear, and an allowance of 1” must
be made if the tread on the existing tire is between 2/32”
and 4/32”.
Vertical and body clearances are decreased by any
increase in the free radius of the tire.
When using tire chains, a minimum of two inches of
clearance is needed to provide space between the dual
assembly and the vehicle.
Check to be sure that the body clearance is not less than Bottom View

the vertical clearance. A fender bolt may be closer to the

tire than the fender. This, then, is the smallest distance Steering Stops should be
and should be recorded. measured as they control the
angle of the turn. Ensure they
exist and are not damaged.
Vertical Clearance Damage may indicate clearance
issues or be a cause of abnormal
tire wear.

6. OVERALL WIDTH
Body Clearance When fitting larger tires, the overall width of the vehicle
across the tires is increased by half of the increase in the
cross section of each outside tire and the increase in offset
of each outside wheel.
c. Longitudinal Clearances
Overall Width of Body
The semi-elliptical spring method of suspension
permits the axle to move back longitudinally as well
as vertically when the spring deflects. As a guide, the Measure
maximum backward movement may be taken as one third Here

of the distance between the shackle pin centers.

The remaining longitudinal clearance
0” Outset Not Here
must be noted.
Overall Width

75 mm
(3”) 7. SPARE WHEEL RACK
Fixed Pivot Always check the spare wheel rack to see that the tire
Swing Pivot
Fixed Pivot will fit. Ensure that location is not in proximity to engine
exhaust.

Spring 8. LEGAL LIMITS

Shackle Most states and provinces in North America have
Longitudinal legal limits for vehicle carrying capacities, overall vehicle
Clearance dimensions, and minimum ground clearances. Each of
these factors must be taken into consideration. Check
with local jurisdictions.

Section Three: Mounting the Tire 47

 MEASURING TIRES IN DUAL ASSEMBLY
If drive and trailer tires are of equal tread depth and have
equal inflation pressure, the inner tire in the dual assembly
is subjected to more deflection, as it is under a heavier
load and is affected by the condition of the road on which (C)
Use of the Calipers
it operates. This result of road slope (Interstate System
and primary roads) or road crown (secondary roads) on
the inner tire is more grip than the outer tire achieves.
Thus, the inner tire dictates the revolutions per mile of
the assembly, resulting in the outer tire having more rapid
tread wear.
Measuring the circumferences of the tires with an
endless tape after they are on the wheels and inflated, but
before they are applied to a vehicle, is the most accurate
method. The endless tape, as the name signifies, is a tape
made of one-half inch bending steel, one end of which
passes through a slot at the other end of the tape and
(D)
forms a loop. Measuring in this manner considers any Use of a Wooden Straight Edge
irregularities in wear.

Measuring with Endless Tape

TIRE MIXING

Do not drive on improperly mixed tires. Doing

so can lead to tire failure and /or handling issues
leading to an accident, personal injury or death.

Trucks with four-wheel positions: For the best

performance it is recommended that the same size, design,
and construction of tire be used on all four wheel positions.
In checking tires already on a vehicle, the following
If only two MICHELIN® radials are mounted with two non-
may be used: (A) a square (similar to but larger than a
radials, the radials should be mounted on the rear. If tires of
carpenter’s square), (B) a string gauge, (C) a large pair of
different design are mixed on a vehicle in any configuration,
calipers, or (D) a wooden straight edge long enough to lie
they should not be used for long periods, and speeds*
across the treads of all four tires.
should be kept to a minimum
Mixing or matching of tires on 4-wheel drive vehicles
may require special precautions. Always check vehicle
manufacturer for their recommendations.
Trucks with more than four-wheel positions: For best
performance, it is recommended that radial and non-radial
(A) tires should not be mixed in dual fitment. It is unlawful and
Use of a Square
dangerous to mix radials and bias tires on the same axle.
*Exceeding the safe, legal speed limit is neither recommended nor
endorsed.

RUNOUT
The ideal time to verify that proper mounting procedures
have resulted in concentric bead seating is during the
installation of new steering tire/wheel assemblies. The ‘on
vehicle’ assembly radial and lateral runout measurements
should be the lowest possible to offer the driver the
smoothest ride. Both the guide rib variance and the hub
to wheel clearance on hub piloted assemblies can be
measured following the procedures found in the Runout
(B)
Use of String Gauge and Vibration Diagnosis guidelines on Pages 172-174 of
Section Ten, Appendix.

48 Section Three: Mounting the Tire

 SECTION FOUR
Extending Tire Life
Extending Tire Life................................................... 49-86 - Thrust Angle (Tracking)
MAINTAINING THE TIRE........................................................... 50-59 - Camber
- Caster
Inflation Pressure .................................................................. 50
- Steer Axle Setback (Steer Axle Skew)
- Underinflation
- Toe-Out-On-Turns (Turning Radius)
- Overinflation
- TMC Recommended Alignment Targets
- Proper Inflation
- Periodic Alignment Checks
- How to Properly Measure Pressure
- Alignment Equipment
- Temperature/Pressure Relationship Graph
- Field Check Techniques
- Nitrogen
- Axle Parallelism and Tracking
Footprint Comparisons to Dual Tire Fitments
- How to Check Axle Parallelism and Tracking
Sealants - Foreign Matter in Tires
Tire Inspection Tire Wear Patterns Due to Misalignment .......................... 71
Truck and Bus Tire Service Life Recommendation - Toe Wear
Automated Tire Inflation System (ATIS) or Tire - Free Rolling Wear
Pressure Monitoring System (TPMS) - Camber Wear
Drive Carefully - Cupping Wear
Tread Depth Measurements - Flat Spotting Wear
Wear Bars - Diagonal Wear
Do Not Overload Irregular Tire Wear .............................................................. 74
Drive at Proper Speeds - Heel-Toe
Balance and Runout - Center Wear
- River Wear Only
CARE, CLEANING, AND STORAGE .......................................... 60-63
- Step-Shoulder/Localized Wear Shoulder Cupping
Storage
- Brake Skid
Stacking of MICHELIN® X One® Tires
The Usual Suspects........................................................... 75-79
Flood Damage
Cleaning and Protection - Irregular Steer Tire Wear Patterns
Diesel Fuel Contamination - Irregular Drive Tire Conditions
Chains - Irregular Trailer Tire Conditions
Tire Damage Resulting from Non-Compliant Braking Systems and Issues ................................................. 80
Run Flat / Beadlock Devices - Summary of Tire Issues Due to Brakes
Recommendations for Use of Dynamometers - Brake Heat Overview
Spinning Fifth Wheel Maintenance and Placement........................... 83
Rotation Wheel Bearing and Hub Inspection..................................... 83
Siping Suspensions ...................................................................... 84-86
Branding
- Air Suspension Systems
MAINTAINING THE VEHICLE.................................................... 64-81 - Quick Checks for Rear System Faults
Major Vehicle Factors That Affect Tire Life ........................ 64 - Quick Checks for Front Suspension Faults
- Alignment - Quick Checks for Trailer Suspension Faults
- Steer Axle Geometry
- Toe
- Tandem Axle Parallelism (Skew - Thrust)

Section Four: Extending Tire Life 49

 MAINTAINING THE TIRE
Pressures on all newly delivered equipment should detector type spray such as a water/soap solution applied
be verified for the application/operation prior to the from a spray bottle. It is also a good practice to periodically
vehicle being placed in service. Verify that any pressure check existing fitments for slow leaks with this method.
monitoring or inflation system is correctly set for your fleet Never bleed hot tires, as your tires will then be
application on the delivery of any new equipment. underinflated. Make sure to check both tires in a dual
Proper maintenance is important to obtain maximum fitment. Pressures should be the same. Maximum
performance. allowable difference between dual tires or between axles
should be no greater than 5 psi.
INFLATION PRESSURE Remember, a drop in ambient temperature results
The most critical factor in tire maintenance is proper in a drop in tire pressure. More frequent checks may be
inflation. No tire or tube is completely impervious to loss required during cold weather conditions. Avoid outdoor
of pressure. To avoid the hazards of underinflation, lost pressure checks when the temperature is below freezing.
tire pressure must be replaced. Ice can form in the valve stem, thus promoting leaks.
Driving on any tire that does not have the correct Check inside a heated facility if possible.
inflation pressure is dangerous and will cause tire damage. Use an accurate calibrated tire gauge to check pressures.
Any underinflated tire builds up excessive heat that may (Do not use “Tire Billys” to hit tires as an inflation check.
result in sudden tire destruction. The correct inflation This is an unreliable method.)
pressures for your tires must incorporate many factors Unless otherwise recommended by tire manufacturer for
including: load, speed, road surface, and handling. optimized tire performance, use the tire inflation pressure
Consult a Michelin Truck Tire dealer or MICHELIN® shown in the application data books for the particular
data books for the proper inflation pressures for your axle load. Exceeding this pressure could result in reduced
application. See Section Nine, Appendix (Page 182) for traction and tread life.
complete listings of the MICHELIN® data books. Never inflate to cold pressure beyond the rated capacity
Failure to maintain correct inflation pressure may of the wheel. However, for steering tires, it is common
result in sudden tire destruction and/or improper vehicle practice to use higher inflation pressures than necessary to
handling. Additionally, it will result in irregular wear. carry the axle load to reduce free rolling wear.
Therefore, inflation pressures should be checked weekly Following are two examples of applying the previous
and always before long distance trips. considerations to an operation where the user mounts new
Check inflation pressures on all your tires at least once a 275/80R22.5 LRG (with a data book maximum of 110 psi
week, including spares, before driving when tires are cold, tires) steer tires and desires to increase the pressure to see
especially when vehicle is used by more than one driver. if this will help alleviate the occurrence of free rolling wear.
The ideal time to check tire pressures is early morning. Example 1: If the axle load is 10,310 lbs., then the table in
Driving, even for a short distance, causes tires to heat up the data book specifies a corresponding pressure of 85
and pressures to increase. psi. Then the user can increase the pressure 15-20 psi
Generally, as a radial tire revolves during operation, above that to 100 or 105 psi.
heat is generated on the inside of the tire at 4 degrees per Example 2: If the axle load is 12,350 lbs., then the table
minute. However, the tire loses heat at the rate of 3 degrees in the data book recommends 110 psi. As this is the
per minute with dissipation throughout the casing and maximum load of the tire, only a 10% pressure increase
air flow around the tire. After 40 minutes of continuous is permitted. Thus, the adjusted pressure would be
operation, the tire temperature has increased 40 degrees limited to 120 psi.
Fahrenheit. As the temperature inside the tire increases, This procedure should not be applied “across the
the inflation pressure also increases. Thus, a tire inflated board.” If satisfactory tire performance and wear are being
to 80 psi cold would now be at 85 psi. Because the inflation obtained with “table” pressures for a given load, then leave
pressure has increased, the amount of tire flexing has well enough alone.
decreased, which decreases the amount of heat generated Overinflation can cause an increase in road shocks and
per minute to 3 degrees per minute. Assuming the heat vibrations transmitted to the vehicle as well as an increase
dissipation factor is still 3 degrees Fahrenheit per minute, in tire failures from road hazards.
the net temperature change is nil (0). This is called thermal NOTE: In no case should the maximum capacity of
equilibrium. the wheel be surpassed. Consult wheel manufacturer’s
Always inspect valve stems for proper installation and specifications.
torque, and verify there is a good tight seal by use of a leak NOTE: The following illustration is based on the

50 Section Four: Extending Tire Life

recommended inflation pressure from the data book for
the load being carried.

Effect of Inflation Pressure on Tire Life

100

90
Loss of Service Due
to Overinflation
80
Mileage or Tire Life in %

70

60 Mismatched pressure in dual position will cause

the tires to rotate at different revolutions per mile
50 resulting in irregular wear and tire damage.
Loss of Service Due
40
to Underinflation
30 NOTE: Due to the unique casing design of the MICHELIN®
20 X One® tire, traditional pressure adjustment practices for
dual tires may not apply to the MICHELIN® X One® tire
10
product line. For additional information, see Page 102,
0 Section Five: MICHELIN® X One® Tires.
40% 60% 80% 100% 120%
% of Recommended Inflation Pressure
It is important to maintain inflation equipment
(compressor, inflation lines, and dryer) so as not to
repeatedly introduce moisture into the tire, thereby
accelerating oxidation effects to the tire and wheel.

Under- Over- Proper

Inflation Inflation Inflation

Tread Contact With Road

UNDERINFLATION
Causes abnormal tire
deflection, which builds
up heat and causes
irregular wear. Similar to
the wheel being too wide.

OVERINFLATION
Causes tires to run hard and be more
vulnerable to impacts. It also causes
irregular wear. Similar to the wheel
being too narrow.

PROPER INFLATION
The correct profile for full contact with the road promotes
traction, braking capability, and safety.

Section Four: Extending Tire Life 51

 HOW TO PROPERLY MEASURE PRESSURE NITROGEN
The first step in properly measuring the MICHELIN® Nitrogen is a very dry inert gas which makes up
X One® tires is to have an accurate pressure gauge. approximately 78% of the air around us and can be affected
Pressure gauges should be checked weekly against by humidity. Tires inflated with a normal air compressor
a master calibrated pressure gauge. Tire Billy’s and already contain 78% nitrogen. Increasing the nitrogen
Thumpers are not considered accurate tire gauges! percentage to 100% with a nitrogen inflation system will
Sometimes, reading the gauge can present difficulties not adversely affect the inner liner of the tires nor the
if personnel are not properly trained. Spend the time performance of the tires under normal operating conditions.
to explain to your personnel the increments on the While there are advantages for industrial and large off-the-
gauge and how to properly read pressure. It is highly road earthmover tires, the advantage in commercial truck
recommended that you use a real tire and let the trainee products is difficult to verify. Moisture, rather than oxygen,
take the pressure and tell you what it reads. is the bigger concern for casing degradation. Using good
Proper pressure maintenance is critical to obtain equipment (compressor, inflation lines, and dryer) will
optimized performance from the MICHELIN® X One® reduce the moisture content of the air in the tire. Moisture,
tires. As part of the pre-trip inspection, it is recommended when present in the tire, greatly accelerates the oxidation
that the MICHELIN® X One® tires are checked daily with effects to the tire and wheel. The introduction of even a
an accurate tire pressure gauge. small amount of normal air will negate the advantage of the
Check all tires when cold; at least 3 hours after the intended use of 100% nitrogen. If a nitrogen system is to
vehicle has stopped. Never bleed tire pressure from hot be utilized, Michelin would recommend it be installed by
tires. trained personnel using appropriate equipment and safety
Underinflation can lead to: guidelines. Regular pressure maintenance remains critical,
• Adverse handling conditions and tire inflation check intervals should not be extended due
• Zipper ruptures to nitrogen use.
• Casing fatigue and degeneration
• Irregular wear
• Decreased tread life
• Reduced fuel economy
Overinflation can lead to:
• Adverse handling conditions
• Reduced resistance to impacts and penetrations
• Increased stopping distances
• Irregular wear
• Decreased tread life

TEMPERATURE/PRESSURE
RELATIONSHIP GRAPH 100

99
This graph displays the reason
98
behind checking your tires when
97
cold. As ambient temperature
Pressure (psi)

increases, pressure increases. 96

An increase in ambient and/or 95
operating temperature will result
94
in an increase in tire pressure.
Checking the tires when hot 93
will result in an elevated reading. 92
A good field thumb-rule to use is
91
that for every 10-degree F increase
in temperature above 65, the tire’s 90
pressure will increase 2 psi. 65 70 75 80 85 90 95 100 105 110 115

Ambient Temperature (Degrees F)

52 Section Four: Extending Tire Life

FOOTPRINT COMPARISONS TO DUAL TIRE FITMENTS
Take notice that switching to single tire fitments causes support the loads your fleet encounters as defined in
a slight reduction in footprint area when compared to the MICHELIN® Truck Tire Data Book (MWL40731).
dual. This will not have a negative impact on your traction. Overinflation of the MICHELIN® X One® tires will not only
The MICHELIN® X One® tire footprint will be dependent reduce the footprint but can adversely affect handling,
on pressure recommendations and vehicle loads. One wear, and ride characteristics. Overinflating tires may also
should always select a pressure that will adequately result in exceeding the wheel’s maximum pressure.

FOOTPRINTS: MICHELIN X ONE LINE GRIP D 445/50R22.5 VERSUS MICHELIN XDN 2 275/80R22.5
® ® ® ®

Unloaded - 8,500 lb/axle (3,855 kg/axle)

Loaded - 17,000 lb/axle (7,700 kg/axle)

Unloaded - 8,500 lb/axle Unloaded - 8,500 lb/axle

(3,855 kg/axle) (3,855 kg/axle)

Loaded - 17,000 lb/axle (7,700 kg/axle) Loaded - 17,000 lb/axle (7,700 kg/axle)

Section Four: Extending Tire Life 53

 SEALANTS – FOREIGN MATTER IN TIRES TIRE INSPECTION
While checking inflation pressures, it is a good time to
inspect your tires. If you see any damage to your tires or
Please check with Michelin prior to using wheels, see a Michelin Truck Tire dealer at once.
sealants or compounds in any MICHELIN tires ®
Before driving, inspect your tires, including the spare,
that have sensors in them. They may adversely and check your pressures. If your pressure check indicates
affect the performance of the sensors. that one of your tires has lost pressure of 4 psi or more,
look for signs of penetrations, valve leakage, or wheel
The use of sealants in MICHELIN® Truck Tires does not damage that may account for pressure loss.
automatically nullify the warranty agreement covering the If the tire is 20% below the maintenance pressure,
tires. it must be considered flat. Remove and inspect for
If the sealant has been tested and certified by the punctures or other damage. If run flat damage is detected,
sealant manufacturer as being safe for use in tires, then scrap the tire. Refer to latest version TMC RP 216 and RP
the warranty agreement will remain in effect. 219, Radial Tire Conditions Analysis Guide.
If it is determined that the sealant adversely affected the Tires should be inspected for bulges, cracks, cuts, or
inner liner and/or the performance of the tire, then the penetrations. If any such damage is found, the tire must
warranty agreement may be nullified. be inspected by a Michelin Truck Tire dealer at once.
Please refer to the MICHELIN® Truck Tire Operator’s Use of a damaged tire could result in tire destruction,
Manual and Limited Warranty (MWE40021) for what property damage and/or personal injury.
is and is not covered by the warranty. If you have any Equipment that has been out of service for an extended
questions, please contact Michelin at 1-888-622-2306 period of time should have the tires inspected for ozone
or refer to business.michelinman.com for warranty damage and proper inflation. The vehicle should have
information. some moderate operating service prior to being put in full
If foreign matter is installed in any tire, be careful service operation.
not to contaminate the bead, and be sure to advise any
personnel working with the tire to exercise due caution.

Sign of Run Flat Damage – Interior

Deterioration from Foreign Matter Between the Wheel Zipper Resulting from Run Flat Condition
and Bead

54 Section Four: Extending Tire Life

Inspect for Penetrating Objects Example of sidewall penetration that damaged interior
at crown. Road hazard damages should always be
inspected on the inside and not repaired from the
outside.

Sidewall Abrasion Sidewall Damage from Impact

Bead Damage Sidewall Area Damage

Section Four: Extending Tire Life 55

 TRUCK AND BUS TIRE SERVICE LIFE The Department of Transportation (DOT) requires
RECOMMENDATION that all tires produced for U.S. highways have a Tire
Identification Number (TIN) imprinted on the tire. This
All new Truck and Bus tires manufactured and sold
unique identifier is referred to as the DOT code and is
by Michelin North America are designed to meet the
found on the lower sidewall of the tire. The DOT code
highest criteria for quality, performance, and durability. In
begins with the letters “DOT”; the last four digits indicate
addition to natural rubber, tires can contain more than 200
the week and the year of manufacture. In the example
different raw materials to provide superior strength and
below, the DOT code ending with “0316” indicates a tire
flexibility throughout the life of the tire. Over time, these
made in the 3rd week (Jan) of 2016.
components naturally evolve; the evolution depends upon
many factors such as the environment, storage conditions,
and conditions of use (load, speed, inflation pressure, and OPTIONAL CODE DATE OF
maintenance). Therefore, it is impossible to predict when MANUFACTURE
TIRE SIZE MICHELIN
tires should be replaced based on their calendar age alone.
That is why, in addition to regular inspections and
inflation pressure maintenance, Michelin recommends
having all Truck and Bus tires, including spare tires,
inspected regularly by a qualified tire specialist, such
as a tire dealer, who will assess the tire’s suitability for
continued service. For tires that have been in service 5
years or more, it is recommended that they be inspected
at least once per year by a qualified tire specialist. More
frequent tire inspections are recommended for vehicles
that may sit for prolonged periods of time without road
usage. Some examples include motorhomes, school DOT PLANT

buses, emergency vehicles, military vehicles, and trailers.

Consumers are strongly encouraged to be aware not
only of their tires’ visual condition and inflation pressure,
For further information, please contact Michelin at
but also of any change in dynamic performances such as
www.business.michelinman.com.
increased air loss, noise or vibration, which could be an
indication that the tires need to be removed from service
to prevent tire failure.
For consumers who choose to operate Truck and
Bus tires beyond the tire’s warranted life, Michelin
recommends that any tires that are 10 years or more from
the date of manufacture (DOT), including spare tires,
be replaced as a precaution even if such tires appear
serviceable and even if they have not reached the legal
wear limit.
For tires that were fitted on an original equipment
vehicle (i.e., acquired by the consumer on a new vehicle),
follow the vehicle manufacturer’s tire replacement
recommendations when specified. Michelin North
America, however, does not recommend operating any
truck or bus tire after it reaches 10 years of age, based
upon the date of manufacture.

56 Section Four: Extending Tire Life

AUTOMATED TIRE INFLATION SYSTEM light of the Automated Tire Inflation System (ATIS) will
(ATIS) OR TIRE PRESSURE MONITORING only come on if the pressure in the tire drops below a
certain percent (usually 10%) of the regulated preset
SYSTEM (TPMS)
pressure. Even when the pressure drops below this point,
Maintaining proper tire inflation will help maximize
the light will go off if the system is able to restore and
tire life and casing durability. This can result in reduced
maintain the preset pressure.
overall tire costs, downtime, tire replacement, irregular
If you have any questions, please contact Michelin
wear, wheel replacement, road debris, and the natural
Consumer Care at 1-888-622-2306.
resources required to manufacture tires and retreads.
Correct inflation will help increase benefits such as fuel
efficiency, safety, driver retention, and uptime, all of DRIVE CAREFULLY
which have a direct effect on cost per mile. All tires will wear out faster when subjected to high
While these systems may reduce tire labor, it is still speeds as well as hard cornering, rapid starts, sudden
necessary to inspect tires to ensure they are serviceable, stops, and frequent driving on surfaces that are in poor
properly inflated, and the systems are working correctly. condition. Surfaces with holes and rocks or other objects
All these systems need to be properly installed and can damage tires and cause vehicle misalignment. When
maintained to deliver the benefits they provide. you drive on such surfaces, drive on them carefully and
Most of the systems on the market can maintain a slowly, and before driving at normal or highway speeds,
cold inflation pressure within the capacity of the truck’s examine your tires for any damage, such as cuts or
air system. The use of these systems does not nullify the penetrations.
MICHELIN® Truck Tire Operator’s Manual and Limited
Warranty (MWE40021) unless it is determined that the TREAD DEPTH MEASUREMENTS
system somehow contributed to the failure or reduced Tires should be measured for wear. This measurement
performance of the tire. Proper pressure maintenance is can be taken in several spots across the tread and around
important for the optimized performance of the tires, so the circumference. However, to calculate the remaining
it is important to make sure the system can maintain the amount of rubber (knowing the new tire tread depth) for
pressures needed and/or can detect accurately when the a given number of miles run, the measurement should
pressures are outside of the normal operating range(s) for always be taken at the same spot on the tread and should
the loads being carried. Some inflation systems will add be taken close to the center of the groove, to not get a false
pressure when cold weather temperature drops the psi reading due to the radius of the groove bottom, as shown
below that which the system is calibrated for, resulting in a below.
pressure higher than the target setting. For example,
a 40-degree temperature drop will reduce pressure
readings by 6 to 8 pounds psi; thus, the inflation system
will increase the pressure above the target by a like
amount. Tires on vehicles with these systems should still
be gauged weekly and cold pressure adjusted if necessary.
Michelin does not and cannot test every system that
is being marketed/manufactured for effectiveness,
performance, and durability. It is the responsibility of the
system manufacturer to ensure that the tires are inflated
as rapidly as possible to the optimal operating pressure
to prevent internal damage to the tires. In view
of the increasing promotion for the use of pressure
monitoring and/or inflation systems, Michelin strongly
urges the customer to put the responsibility on the
system’s manufacturer to prove and support their claims.
Please refer to the MICHELIN® Truck Tire Operator’s
Manual and Limited Warranty (MWE40021) for a general
discussion of what is and is not covered by the warranty.
Systems on trailers can sometimes allow slow leaks
caused by nails or other small objects penetrating the
crown area of the tire to go undetected. A slow leak can
be compensated for by the inflation system. The warning

Section Four: Extending Tire Life 57

 WEAR BARS manufacturer’s published technical data for overall width
MICHELIN® truck tires contain “wear bars” in the tread or the width as marked on the sidewall of the tire (which
grooves of the tire tread, which are 2/32nds of an inch in may require conversion from Metric to English units).
height. Tread depths should not be taken on the wear bar It is recommended to contact your state’s DOT office to
indicators. When the tread is worn level with the wear confirm the current Load Per Inch Width Law.
bar indicators (from either even or irregular wear), the For example, if a state allows for 550 pounds per inch
tire must be removed from service. Federal law requires width, a tire marked 11R22.5 could carry up to 6,050
that “any tire on the front wheels of a bus, truck, or truck pounds (11 x 550) or a total of 12,100 pounds on the
tractor shall have a tread groove pattern depth of at least steer axle (2 x 6,050). Another way to look at it is to take
4/32 of an inch when measured at any point on a major the total weight carried and divide by the stated Inch
tread groove. The measurements shall not be made where Width Law to determine the appropriate size tire. If a
tie bars, humps, or fillets are located.” commercial front end loader (sanitation vehicle) wants
to carry 20,000 pounds in a state with a 600 pound per
inch width limit (20,000/600 = 33.3), you would need a
tire that is at least 16.7 inches wide (33.3/2). In this case a
425/65R22.5 could legally carry the load (425/25.4 = 16.7
inches Metric to English conversion).
The two formulas are:
– Load Per Inch Width Law x tire section width x number
of tires = gross axle weight limit
– Gross axle weight / Inch Width Law / number of tires =
minimum tire section width needed
Do not exceed the gross axle weight ratings (GAWR) for
any axle on the vehicle.
Do not exceed the maximum pressure capacity of the
wheel. Consult the wheel manufacturer in these cases.

DRIVE AT PROPER SPEEDS

The maximum continuous speed at which MICHELIN®
truck tires can be operated is indicated in the
MICHELIN® data books. See Section Ten, Appendix under
Publications, Videos, and Websites (Page 182-183) for
complete listings of the MICHELIN® data books. This
speed varies for each type of tire and depends on the type
DO NOT OVERLOAD of application. Consult Michelin Consumer Care
The maximum load that can be put on a truck tire is (1-888-622-2306) for assistance in determining the
dependent upon the speed at which the tire will be used. maximum speed for your application. Exceeding this
Consult a Michelin Truck Tire dealer or the application maximum speed will cause the tire to build up excessive
data books for complete information on the allowable heat that can result in sudden tire destruction, property
loads for application. Tires that are loaded beyond their damage, and personal injury. In any case, legal speed
maximum allowable loads for the application will build up limits and driving conditions should not be exceeded.
excessive heat that may result in sudden tire destruction, High speed driving can be dangerous and will likely
property damage, and personal injury. damage your tires.
Some states have enacted “Load Per Inch Width” When driving at highway speeds, correct inflation
regulations for the purpose of governing axle weight pressure is especially important. However, at these
on (primarily) the steering axle of commercial vehicles. speeds, even with correct inflation pressures, a road
These regulations provide a carrying capacity of a hazard, for example, is more difficult to avoid. If contact
certain number of pounds per each cross-sectional inch is made, it has a greater chance of causing tire damage
(unloaded) across the tire’s width. The determination than at a lower speed. Moreover, driving at high speeds
of the tire’s width can vary from state to state but decreases the time available to avoid accidents and bring
presumably would be based upon either the tire your vehicle to a safe stop.

58 Section Four: Extending Tire Life

BALANCE AND RUNOUT
It is customary to check tire and wheel assembly balance if the driver makes a ride complaint. Before removing the tire
and wheel assembly from the vehicle, check for radial and lateral runout. Bent wheels, improper mounting, or flat spotting
can cause excessive runout. If balance is still required, a simple static balance with bubble balancer or a wall mounted axle
bearing and hub type gravity balancer should be sufficient. See Section Nine, Appendix for Runout and Vibration Diagnosis
on Pages 172-174.

Current Technology & Maintenance Council (TMC) limits from TMC RP 214, Tire/Wheel End Balance and Runout, are listed in
the tables below.

TABLE A:
RECOMMENDED BALANCE AND RUNOUT VALUES FOR DISC WHEELS AND DEMOUNTABLE RIMS

Balance Radial Runout Lateral Runout

(See Note 2) (See Note 3) (See Note 3)
Common Highway Tubeless 6 oz. max 0.070 inch max 0.070 inch max
Steel Disc Wheels

Tubeless Aluminum Disc Wheels 4 oz. max 0.030 inch max 0.030 inch max

Tubeless Demountable Rims N/A 0.070 inch max 0.070 inch max

Steel (See Note 1) 0.075 inch max 0.075 inch max

Wide Base Wheels
Aluminum (See Note 1) 0.030 inch max 0.030 inch max

Note 1: These measurements are for field measurements and may not be reflective or original equipment specifications.
Refer to the manufacturer’s specifications for balance and runout values.
Note 2: Amount of weight applied to rim to balance individual wheel component.
Note 3: For steel wheels and demountable rims, the area adjacent to the rim butt weld is not considered in runout
measurements.

TABLE B:
REFER TO MANUFACTURERS FOR TIRE/DEMOUNTABLE ASSEMBLIES

19.5 Over The Road On/Off-Road Wide Base

Tire Positions Tire/Wheels Applications Applications Tire/Wheels

Maximum total external weight Steer 12 oz. 14 oz. 16 oz. 22 oz.

correction expressed in ounces of
weight required to correct a rim
diameter per rotating assembly Drive/Trailer 16 oz. 18 oz. 20 oz. 26 oz.

Steer 0.095” 0.080” 0.110” 0.125”

Lateral runout
for rotating assembly
Drive/Trailer 0.125” 0.125” 0.125” 0.125”

Steer 0.095” 0.080” 0.110” 0.125”

Radial runout
for rotating assembly
Drive/Trailer 0.125” 0.125” 0.125” 0.125”

Note: If tire and wheel assembly is within these limits and ride problem still exists, refer to TMC RP 648, Troubleshooting Ride
Complaints.

Section Four: Extending Tire Life 59

 CARE, CLEANING, AND STORAGE
STORAGE CLEANING AND PROTECTION
All tires should be stored in a cool dry place indoors so Soap and water are the best solution to cleaning tires.
that there is no danger of water collecting inside them. If you use a dressing product to “protect” your tires from
Serious problems can occur with tube-type tires when aging, use extra care and caution. Tire dressings that
they are mounted with water trapped between the tire contain petroleum products, alcohol, or silicone will cause
and tube. Under pressurization, the liquid can pass deterioration and/or cracking and accelerate the aging
through the inner liner and into the casing plies. This can process. Be sure to refer to the protectant or dressing label
result in casing deterioration and sudden tire failure. contents to confirm that none of these harmful chemicals
Most failures of this nature are due to improper storage. are present.
This is a particular problem with tube-type tires because In many cases, it is not the dressing itself that can be
of the difficulty in detecting the water, which has collected a problem, but rather the chemical reaction that the
between the tire and tube. When tires are stored, they product can have with the antioxidant in the tire. Heat
should be stored in a cool place away from sources of heat can make this problem worse. When these same dressing
and ozone, such as hot pipes and electric motors. products are used on a passenger car tire that is replaced
Be sure that surfaces on which tires are stored are clean every 3 to 4 years, it is rare to see a major problem. In
and free from grease, gasoline, or other substances that many cases, truck tires may last much longer due to
could deteriorate the rubber. Tires exposed to or driven higher mileage yields and subsequent retread lives, and
on these substances could be subject to sudden failure. the chemical reaction takes place over a longer period.

STACKING OF MICHELIN® X ONE® TIRES DIESEL FUEL CONTAMINATION

Stacking MICHELIN® X One® tires too high could result Diesel fuel and other petroleum-based products
in a safety issue and/or could possibly damage the bottom can cause blistering, swelling, or a spongy condition.
tires. Swelling is typically seen in the tread, and blistering is
New MICHELIN® X One® tires should never be stacked typically seen on the sidewall. The odor of the petroleum-
higher than 3 meters based product may be evident. The rubber will also
(approximately 10 ft). This be softer than another part of the tire with no petrol
will allow the stacking of up damage. Generally, it may be 30-40 points softer on the
to 6 new tires depending on shore hardness gauge. If these conditions are seen or
the dimension. experienced, scrap the tire.

For used and/or damaged

MICHELIN® X One® tires
stacking them more than
5 high may pose a safety
concern.

Swellings in the Tread

FLOOD DAMAGE
Tires that have been subjected and exposed to water
from hurricanes, storms, floods, etc. for a substantial
amount of time need to be discarded and not placed in
service on consumer’s vehicles. This applies to both new
tires (unmounted) in inventory as well as those already
mounted and installed on vehicles. Prolonged exposure
to moisture can have a degenerative chemical effect on
rubber and lead to potential failure later in the tire’s life.
If any questions arise, contact Michelin Consumer Care at
1-888-622-2306.

60 Section Four: Extending Tire Life

CHAINS* TIRE DAMAGE RESULTING FROM NON-
To satisfy legal requirements in many states, you may COMPLIANT RUN FLAT / BEADLOCK
be required to use chains on truck tires. When the use of DEVICES
chains is required, the following recommendations should The purpose of this bulletin is to inform end users of
be followed: the potential for damage from the use of non-compliant
1. Chains should only be utilized when necessary. devices in tire wheel assemblies.
The possibility of damage to the tire from the chains will Any device installed inside of a tire/wheel assembly,
increase as driving speed and length of travel increase, such as run flat and beadlock devices, must not damage
as well as with use on dry pavement. As a general rule, the interior surfaces of the tire during normal operation of
chains should be utilized only if required, and vehicle the tire wheel assembly.
speeds should be kept relatively low. Metal, hard plastic, or other non-compliant materials
2. Since manufacturers have size recommendations will create damage to the interior surfaces of the tires
for radial ply tires, no matter what type of chain they when used in off road and/or reduced inflation pressure
manufacture, these size recommendations must be operations of the tire wheel assembly. These damages
adhered to for optimized utility and performance. (as illustrated in the photographs below) will lead to the
tire’s early removal from service, and can result in sudden,
catastrophic failure of the tire.

3. Always be sure to check for proper clearances

between chain and vehicle at the lower 6:00 o’clock
position where the tires deflect due to load. When using
tire chains, a minimum of two inches of space clearance
between the dual assembly and the vehicle is necessary.
4. Also follow closely the mounting instructions and
procedures of the chain manufacturer.
5. Specific chains are available for the MICHELIN®
X One® tire product line.
Damage created by these devices is not a warrantable
condition. Further, these damages may cause the tire
to unexpectedly lose its capability to retain inflation
pressure. Tire failure may or may not be preceded by
bulges, knots, or blisters on the exterior surfaces of the
tire. If a tire exhibits bulges, knots, or blisters it should
be immediately deflated, removed from service and
discarded.
The inclusion of any device or substance inside the air
chamber of a tire/wheel assembly has the potential to
create damage to the tire, please refer to the MICHELIN®
* The information provided is for reference only.
Chain-specific questions should be directed to the chain’s
Truck Tire Operator’s Manual and Limited Warranty
manufacturer. (MWE40021) for a general discussion of what is and is not
covered by the warranty.
For additional information, please contact your local
Michelin sales representative or contact Michelin using
the website at business.michelinman.com.
Section Four: Extending Tire Life 61
Sidewall Contamination
 RECOMMENDATIONS FOR THE USE OF DYNAMOMETERS
SEVERE DAMAGE can result in the crown area of radial
truck tires when run on dynamometers for extended
periods. Quite often the damage is internal and not
discovered until after the vehicle has been put back in
service.
To avoid the possibility of damaging MICHELIN® radial
truck tires, adhere to the following time/speed restrictions
and related test parameters. This applies to tire sizes with
bead seat diameters of 19.5, 20, 22, 22.5, 24, and 24.5 inches.
NOTE: The times for the indicated speed in the chart are
not additive.

Speed * MAXIMUM TIME (MINUTES)

On 8 5/8” On 18-20”
mph kph
Dia. Rollers Dia. Rollers
62 (Max.) 99 2.5 4
50 80 3.5 6
40 64 5 8.5
30 48 7.5 14
20 32 16 35
10 16 42 105

*Exceeding the legal speed limit is neither recommended nor endorsed.

Note that in the above speed/time table a significant

increase in time is allowed on the 18-20” versus the
8-5/8” diameter roller. For example, at 30 mph/48 kph time
almost doubles from 7.5 minutes to 14 minutes.
• Allow a two-hour cool-down between tests.
• These limits are for an empty vehicle with tire pressures
as indicated on the tire sidewall for maximum load.
• Allow a one-hour cool-down after each test before loading If these times and/or speeds are exceeded,
internal damage in the tire could result,
vehicle.
leading ultimately to tire destruction, personal
The maximum allowable center-to-center distance injury or death.
between the two rollers in contact with a tire is a function
of the sum of tire and roller diameter.

MAX. ROLLER SPACING

Tire Size Tire O.D. 8-5/8” Dia. 18” Dia.

275/80R22.5 XZE 40.2” 28” 33.5”

This relationship is shown below:

Maximum Roller Spacing = Tire Diameter + Roller Diameter x 1.15
2

For example, using 8-5 ⁄ 8” diameter: 40.2” + 8.625 x 1.15

2
= 48.825 x 1.15
2
= 24.4125” x 1.15
= 28.07”

62 Section Four: Extending Tire Life

SPINNING SIPING
Major tire damage can occur in a short period of time There is no reason to ‘sipe’ new MICHELIN® tires.
when a tire spins on a surface at high speeds. When the Michelin incorporates siping as needed in its designs
speed difference between the wheel with good traction to enhance tire performance. Experience suggests
and the wheel without becomes too great, the tire begins degradation in tread wear, vehicle ride and handling, and
to disintegrate. This can occur on any slick surface (such tire durability may be caused by poor or improper tire
as ice, mud, and snow) or on a dry surface where there is tread siping. Drive tires (M/S) are optimized to provide
a variance in traction. The resulting difference in speed of desirable traction in dry, wet, snow, and icy conditions.
the assembly can be as high as 4 times the registered speed Siping does not automatically affect the MICHELIN®
indicated, resulting in tire and/or differential damage on warranty* that covers workmanship and material.
the vehicle. However, if a tire fails or is rendered unserviceable
because of ‘siping,’ the tire is not warrantable.
ROTATION *See warranty for details.
MICHELIN radial tires should be rotated when
®

necessary. If the tires are wearing evenly, there is no need BRANDING

to rotate. If irregular wear becomes apparent or if the wear 1. The following limits apply when branding MICHELIN®
rate on the tires is perceptively different (from axle to axle truck tires using equipment without accurate
for drive tires and side to side for steer tires), then the tires temperature control, or which may exceed 465°F
should be rotated in such a manner as to alleviate the (240°C). (Hand-held equipment is typically used for this
condition. There is no restriction on criss-cross rotation, “HOT BRANDING.”)
including directional steer tires that have worn 50% or a. Brand Temperature/Maximum Depth
more of the original tread. 570°F (300°C) 1/64 inch (0.4 mm)
When rotating tires, the following points should be 480°F (250°C) 1/32 inch (0.8 mm)
taken into consideration: b. Only brand in the “BRAND TIRE HERE” area.
• The load carried by a particular tire in a particular 2. For equipment capable of “COLD BRANDING,” i.e.,
position. The inside tire of a dual mounting carries more controlled temperatures below 465°F (240°C), the
load than the outside tire on the same axle. following restrictions apply:
• Adjacent dual tires should not differ more than 1/4” a. Temperature Maximum 465°F (240°C)
(6.4 mm) diameter (4/32” (3 mm) tread wear). If there b. Contact pressure Maximum 100 psi
is a difference in tread wear, fit the least worn tire in the c. Time of contact Maximum 1 minute
outside position. d. Character Height Maximum 1 inch
• Curbing on dual applications often damages tire e. Character Depth Maximum 0.040 inch (1.0 mm)
sidewalls. If so, rotate the wheel and tire to the inner f. Location:
wheel position. Circumferentially — in the “BRAND TIRE HERE”
• Often it is beneficial to rotate the tires so that irregularly area.
worn tires are moved to a position where they are Radially — in the “BRAND TIRE HERE” area with no
turning in a direction opposite the original position. portion of any character extending more than
1 inch above the outline of the area.
Rotation procedures such as those recommended by
vehicle manufacturers and those included in TMC RP 642,
Total Vehicle Alignment Recommendations for Maximizing
Tire and Alignment Related Component Life may be
followed.
Note Directional Tires: When mounting any new
directional tire, ensure directional arrow points toward
the direction of travel during the original 50% of tread life.
Directional casings that have been removed from service
and retreaded should be considered non-directional tires.

Section Four: Extending Tire Life 63

 MAINTAINING THE VEHICLE
Many tire problems can be traced to mechanical • Alignments should be performed carefully using best
conditions in the vehicle. Therefore, to obtain maximized alignment practices. (For example, ensuring that
tire performance, vehicles must be properly maintained. the suspension is at the correct ride height and that
the suspension has been settled out by being moved
MAJOR VEHICLE FACTORS WHICH AFFECT forwards/backwards, etc.)
TIRE LIFE: • Alignments should be conducted in the most
representative loading condition and ride height for the
expected usage.
ALIGNMENT
Alignment refers not only to the various angles of the We therefore recommend referring to TMC RP 642,
steer axle geometry, but also to the tracking of all axles Total Vehicle Alignment Recommendations for Maximizing
on a vehicle, including the trailer. The dual purpose Tire and Alignment Related Component Life, which has
of proper alignment is to minimize tire wear and to established industry recommended target values for the
maximize predictable vehicle handling and driver control. alignment of vehicles.
Toe misalignment is the number one cause of steer tire
irregular wear, followed by rear axle skew (parallelism STEER AXLE GEOMETRY
or thrust). One of the challenges of meeting this goal Since very few vehicles continue to use Center Point
is that alignments are typically performed on a static, Steering, the following recommendations are based on the
unloaded vehicle sitting on a level floor. The vehicle then more common Inclined Kingpin Steer Axle Geometry.
operates over varying contoured surfaces, under loaded
conditions, with dynamic forces acting upon it. Predicting
the amount of change between static/unloaded/
level - versus – dynamic/loaded/contoured is difficult
because many variables affect the amount of change.
Variables such as Steering System Compliance (i.e.,
“play”) must be considered in making alignment setting
recommendations. Inclined Kingpin
All these misalignment conditions may exist alone or
(more likely) in combination with another misalignment
conditions. Sometimes it is these interactions that produce
the outcomes that are especially undesirable. As an
example, a tire running at slightly negative camber may
perform especially badly if it is also subjected to tandem TOE
thrust misalignment. The conceptual understanding for Toe is typically the most critical alignment condition
this phenomenon is that because of the camber issue, the affecting steer axle tire wear. The purpose of setting toe at a
wear burden imposed by the thrust misalignment is not given specification is to allow the tire to run straight during
being shared equally by the entire tread surface. Further, normal operating conditions. Too much toe-in results in
a tire that is being operated in a misaligned condition scrubbing from the outside inward on both tires, and too
may well transmit forces into the suspension from its much toe-out results in scrubbing from the inside outward
interaction with the road. Some suspension systems on both tires.
manage those forces favorably. Others react in a way that Total toe is the angle formed by two horizontal lines
imposes motions in the tire that are very unfavorable to through the planes of two wheels. Toe-in is when the
the tire’s ability to yield a favorable wear outcome. horizontal lines intersect in front of the wheels, or the
• Tires that are not operated at a normal (perpendicular) wheels are closer together in front than in back. Toe-out is
angle to the road surface typically produce uneven when the horizontal lines intersect behind the wheels, or
tire wear. Tires that are fighting each other (because the wheels are closer together in back than in front. Toe-in
of conflicting alignment operating angles) produce is commonly designated as positive and toe-out as negative.
unfavorable and sometimes irregular tire wear. Tires Steer axle toe is adjustable to reduce wear to the leading
that are fighting each other due to highly compliant edge of the tire and to avoid road wander. Toe is adjusted
suspension components (compression/extension in the in a static, unloaded condition so that the tires will run in
bushings or joints, or deflection of solid parts) will likely a straight line under a dynamic, loaded condition.
produce irregular wear forms.

64 Section Four: Extending Tire Life

 The toe measurement will probably change from TANDEM AXLE PARALLELISM
unloaded to loaded condition. The amount of change (SKEW - THRUST)
will vary with axle manufacturer, axle rating, and steering Tandem axle parallelism is critical because it can have
arm geometry; but it is still predictable. Front axles on a detrimental effect on all ten tires on the tractor. Non-
most popular Class 8 long haul tractors will change in the parallel drive axles tend to push the tractor into a turn
direction of toe-out about 1/32” (0.8 mm or 0.05 degree) in the direction that the axle ends are closest. For the
for each 1000 pounds (454 kg) of load increase on the steer vehicle to go straight, the driver must correct by steering
axle. Cabover tractors with set-back-front-axles typically in the opposite direction. The vehicle can then go straight,
experience less steer axle change in load from bobtail to but all ten tires are at an angle to the direction of travel,
loaded than do other configurations. Wheelbase and fifth causing scrubbing. Excessive tandem axle non-parallelism
wheel location are also major factors affecting how much is usually detected in steer tire wear. If one steer tire is
load change the steer axle will experience. scrubbing from the outside inward and the other steer tire
is scrubbing from the inside outward, then tandem axle
Toe-in alignment is suspect. A similar pattern can be generated
by the driver’s compensation for a non-lubricated 5th
wheel or from a dog tracking trailer. This should not be
confused with a light level of toe-in on the right front and
lighter toe-out wear on the left front that may be the result
of secondary highway road crown.

Note: Additional consideration would be effects of air

ride suspension systems, rack and pinion systems, and
disc air brakes on steer tire wear. Tandem Scrub Angle

THRUST ANGLE (TRACKING)

The relationship of the geometric centerline of the
vehicle and the direction that the axle points generate a
thrust angle. Ideally this relationship would result in a
0-degree value when the axle centerline is perpendicular
to the geometric centerline. However, any deviation from
this setting will increasingly cause the vehicle to travel
away from the straight line, causing the tires to “dog track”
and scrub. Tracking to the right generates a positive thrust
angle; tracking to the left creates a negative thrust angle.

A misaligned (dog-tracking) trailer may also be the

cause of steer tire wear.

See Section Ten, Appendix under Conversion Table

on Page 159 for conversion of fractions in inches to
millimeters and degrees. See Section Nine, Appendix
under Alignment on Pages 162-163 for a field method
for verification.
Thrust Angle
(Tracking)

Section Four: Extending Tire Life 65

 CAMBER Drive position: Generally, camber is not a major
Camber is the angle formed by the inward or outward contributor to drive axle irregular wear, although
tilt of the wheel referenced to a vertical line. Ideal camber combined with dual position toe-in or toe-out may cause
may vary in different applications and in different axle the onset of a wear pattern.
positions as affected by load distribution (i.e., front axle Trailer position: Trailer axles are typically fabricated
variance of 6,000 to 12,000 pounds (2,700 to 5,400 kg), from steel tubing with spindles welded to the ends. They
drive axle range of 8,000 to 17,000 pounds (3,600 to 7,700 are usually built straight, so there will be some negative
kg), and trailer axle range of 4,000 to 20,000 pounds (1,800 camber induced when installed under a trailer. Additional
to 9,000 kg).) loading of the trailer will cause additional negative camber.
• Camber is positive when the wheel is tilted outward at Most trailer axles deflect to about -0.5 degree camber at
the top. 17,000 pounds (7,700 kg) per axle loading.
• Camber is negative when the wheel is tilted inward Camber can accelerate shoulder wear on dual or single
at the top. tires. Higher degrees of negative camber will show up
• Excessive positive camber may cause smooth wear on on the inner shoulder, and positive camber on the outer
the outer half of the tire tread. shoulder. Wide single tires seem more susceptible to
• Excessive negative camber may cause wear on the inner camber induced wear.
half of the tread. Camber correction by bending axles is NOT
• Camber only causes a noticeable “pull” if on the steer RECOMMENDED by axle manufactures, nor endorsed
axle the right and left wheel camber angles are not very by Michelin. Consult the axle manufacturer if camber is
close in magnitude (greater than 1/2 degree). found to be incorrect (outside manufacturer specification).
• Negative camber can also be a cause of inside shoulder
wear on trailer axle in dual or single configuration. CASTER
• A free-rolling tire is more sensitive to camber than a tire Positive (+) caster is the backward tilt at the top of the
twisting or turning under the effect of torque. kingpin when viewed from the side. Negative (-) caster is
• A wide tire with a relatively low aspect ratio is more the forward tilt at the top of the kingpin when viewed from
sensitive to camber than a narrow high aspect ratio tire. the side.
• Generally, the vehicle will pull to the side with the most The purpose of caster is to provide self-aligning forces
amount of positive camber. on the steer tires to stabilize the vehicle when driving
Camber is often a contributor to wear occurring on the straight down the road under braking, free wheeling, and
interior ribs/blocks of the inner dual drive tires and can power conditions.
sometimes affect the interior ribs/blocks of the outer dual Insufficient caster reduces stability and can cause
as well. wander. Excessive caster increases steering effort and can
Steer position: Steer axles (which are generally, but not cause shimmy. Either of these conditions may also have
always, a forged axle) are designed with static unloaded a detrimental effect on tire wear. Excessive caster beyond
positive camber and tend to produce better tire wear the vehicle manufacturer’s specification may result in
when provided with slightly negative camber because of induced camber causing excessive tire wear, particularly
cornering forces, load transfer, and steering Ackerman fleets that are in local and regional operations. Caster
geometry, which tend to stress and produce outside is adjustable with shims. Adjusting only one side is not
shoulder wear during turning maneuvers. In the interest of recommended. Caster on both sides should be equal or
more even overall wear, it is therefore advantageous to let not more than 1/2 degree difference. Generally, the vehicle
the wear be biased toward the inside shoulder (via slightly will pull to the side with the least amount of positive
negative camber) during straight ahead driving. caster.

Positive Camber

Positive Caster + - Negative Caster

0ϒ

66 Section Four: Extending Tire Life

 STEER AXLE SETBACK TMC RECOMMENDED ALIGNMENT
(STEER AXLE SKEW) TARGETS
Any measured deviation left (negative) or right (positive) (Value representing industry-established midpoint.)
away from perpendicular to the centerline of the vehicle is For more information refer to TMC RP 642, Total Vehicle
called the setback. Alignment: Recommendations for Maximizing Tire and
Alignment-Related Component Life.

Alignment
Target Value (2)
Specification (1)
Steer Axle
+1/16 inches (0.08 degrees, 0.06 inches,
Total Toe
1.5 mm)
Camber Less than 1/4 degree (3)
Caster Left: +3.5 degrees; Right: +4.0 degrees
Steer Axle Setback Setback 0 degrees / 0 inches
(Steer Axle Skew)
Drive, Trailer, and Dolly Axles
Thrust (Square) 0 degrees / 0 inches
Scrub (Parallelism) 0 degrees / 0 inches
Lateral Offset 0 inches
(1) All specifications are measured with vehicle in static, unladen condition.
(2) All specifications are stated in inches or degrees (where applicable).
TOE-OUT-ON-TURNS (3) Camber angle changes normally involve bending the axle beam, which may
(TURNING RADIUS) void the axle manufacturer’s warranty. If the measurement exceeds this value
consult the vehicle, axle, and/or alignment equipment manufacturer.
Toe-out-on-turns is the difference in the arcs described
by the steering tires in a turn. The purpose is to prevent
the inside tire from scrubbing around a turn since the
PERIODIC ALIGNMENT CHECKS
An aggressive alignment preventative maintenance
outside tire (loaded tire) determines the turning radius of
program should include the following periodic checks:
the steer axle. This is the Ackerman Principle. Improper
1. Upon delivery of new vehicles. Even though OEMs
geometry results in wheel scrub in turns, which generally
make a concerted effort to properly align vehicles at the
appears as toe wear on the tire. More specifically,
factory, shifting and settling can occur during delivery.
Ackerman wear shows itself as a rounded edge radial
Camber and caster may not change much, but toe and
feather wear across the tread area of the tire. This angle is
tandem axle parallelism may change sufficiently to set
more important on a city vehicle with its many turns than
up undesirable tire wear patterns if not corrected upon
on a line haul unit.
receipt.
Ackerman geometry is dependent upon the steering
2. At the first maintenance check. Post break-in
axle track-width and wheelbase of a vehicle. When the
alignment checks should be done between 15,000-30,000
turning angle or wheelbase changes from the original
miles (24,000 - 48,000 kilometers), but no later than 90
specification, Ackerman is affected.
days after the first in-service date. If shifting and settling
Steering Arms did not occur during delivery, it may occur during the first
few thousand miles of operation. Many OEMs recommend
verification of torque on suspension/frame components
Basic Ackerman Steering Diagram after a few thousand miles of operation. A thorough
alignment check should be made during this inspection
(after torque verification). Consideration should be given
to different torque requirements on metric and standard
Chassis

bolts.
Cross Bar
(Tie Rod) 3. When new steer tires are installed, or front-end
components are replaced. The steer tires coming out of
Wheelbase
service can tell a story of good or bad alignment. With this
feedback, an alignment program can continue to improve.
Without feedback, the best an alignment program can do
is stay at its current level.
Rear Axle 4. When tire wear indicates a concern. “Reading” tire
Center of Rotation
wear can help identify alignment issues. Unfortunately,
correcting the alignment does not necessarily correct the
tire wear pattern once an undesirable wear pattern has
been established.

Section Four: Extending Tire Life 67

 ALIGNMENT EQUIPMENT the steer tires are down, bounce the truck to make sure
Alignment equipment exists that ranges from simple the suspension is relaxed, and verify that the wheels are
and inexpensive to sophisticated and costly. One factor pointing straight ahead. Then measure from side to side
that is common to all types of alignment equipment is that between the scribed lines, first rear, then front, with a tape
the person using it is extremely important to the resulting measure or a fine-lined toe gauge to determine relative
tire and vehicle performance! Calibration is another toe. Subtract front from rear: positive result indicates toe-
critical factor in maintaining the accuracy of the system – in, negative is toe-out. See Section Nine, Appendix under
follow manufacturers’ recommendations. Some fleets have Alignment – Field Method (Pages 162-163) for complete
obtained excellent results with a good “scribe and trammel procedures.
bar” and paying strict attention to toe and axle parallelism.
Other fleets establish permanent records, adjust more
easily, have more information for trouble-shooting
and obtain excellent results with the more expensive
equipment. The common ground is that the person using
the equipment understands it, uses it properly, and follows
the procedures consistently.
Heavy truck alignment has evolved to a precise science.
The “field check” techniques below may be used to detect
a problem condition but are not recommended for making
adjustments/corrections. Proper alignment equipment
should be used if a decision is made to complete this
service.

FIELD CHECK TECHNIQUES

TOE: This wear on the tread occurs due to the shearing
action created by side forces resulting from excessive
toe-in or toe-out. If the toe is properly set, the steer tires
will feel even and smooth when you move your hand
across the tread surface. If the front tires have excessive
toe-in, a feathering wear will be created. This can be felt
very easily with your hand. The tread will feel smooth
when you move your hand in across the tire, but you will
feel a drag or resistance when you move your hand back
out across the tread. If the front tires have excessive toe-
out, the opposite will be evidenced. The resistance will be
Toe-in
felt going across the tread, with no resistance felt while
being withdrawn. A simple Rule of Thumb to remember
when analyzing steering tire wear is “Smooth In” means
Toe-In; “Smooth Out” means Toe-Out.
A quick field check procedure is done on elevated, dry
tires, and with a can of spray paint or marker, highlight
a section of the tread area around the tire. With a sharp
pointed scribe, mark a thin line in the highlighted area
while rotating the tire. Repeat this process on the other
steer tire. Lower the vehicle on folded plastic bags. Once

68 Section Four: Extending Tire Life

 Parallelism: On a tractor with tandem drive axles, AXLE PARALLELISM AND TRACKING
the two axles should be parallel to one another. Any In the straight-ahead position, the rear wheels of a vehicle
deviation from this parallel position will create a should follow the front wheels in a parallel manner. Wheels
tandem skew or scrub angle. This angle should be no that are out-of-track can cause excessive tire wear. Failure of
larger than one tenth of a degree. An easy method of the wheel to track is usually due to the following causes:
checking this angle is to measure the distance between – Master spring-leaf broken
the ends of the axle hubs on each side of the tractor. – Incorrect air spring (bag) height
The difference between these two measurements – Worn springs
should be no larger than 1/8 inch (3 mm) for a tandem – Auxiliary leaves broken
tractor/truck and no larger than 1/16 inch (1.5 mm) on – Loose “U” bolts
a tandem axle trailer. The easiest way of accomplishing – Incorrect or reverse springs
this measurement is by using a trammel bar. The – Bent frame
pointers on the trammel bar must fit in the axles’ – Locating rods or torque rods improperly adjusted
centering holes on both sides of the vehicle. – Locating rod or torque rod bushings worn excessively
For example, if the ends of the drive axles on the left Failure of the wheels to track is usually quite visible when
side of the vehicle are closer together than the axle ends one follows the vehicle on the highway. It is possible that,
on the right side, this will cause the vehicle to pull or due to one of the above causes, no uneven wear manifests
drift to the left. itself on the rear tires, but an uneven wear pattern may show
itself on the front tires. This is because rear tires may push
the vehicle off course and give some toe-out-on-turns in the
straight-ahead position to the front tires. Hence, the driver
makes a correction to offset the steering action caused by the
rear wheels.
If the rear axle of a vehicle is not at right angles to the
chassis centerline, the front tires are affected, showing
misaligned wear. In the diagram below, the position of
the rear axle of the vehicle has been altered because of a
weakened left side spring – so that the rear axle on the left
side is further from the front axle than the rear axle on the
right side.
In this illustration of a 4x2 configuration, the angle of the
rear axle causes its wheels to point to the left side so that
the rear end of the vehicle is, in fact, self-steered in that
direction. The vehicle would then steer itself to the right –
unless the driver takes corrective action. If the driver wishes
to travel straight ahead, he will naturally compensate by
turning his steering wheel. This action introduces a turning
moment as if the vehicle were making a turn although it
is moving in a straight line due to the toe-like posture of
the front wheels. It is more difficult to identify this concept
Tandem Scrub Angle
with additional drive axles and the placement of movable
5th wheels. For this reason, the onset of misalignment wear
patterns on the front tires may be apparent, even though the
lateral forces may be slight, and the front wheel alignment
settings may be correct.

Top View

Inside
Wear

Springs Springs

Outside
Wear
Vehicle Pulls to Right

Section Four: Extending Tire Life 69

 HOW TO CHECK AXLE PARALLELISM AND TRACKING:
With the vehicle on a flat surface and with the suspension in a relaxed position, select two points on the front and rear
axles. These two points on each axle must be equal distance from the chassis center (e.g., at the point where the springs meet
the axles). Using a plumb line, mark four points on the ground, move the vehicle away, and measure the distance between
the marks as shown on the diagram.
A more detailed field type procedure is recommended by Michelin and can be found in the See Section Nine, Appendix
under Alignment – Field Method (Pages 162-163).

For Truck/Tractor: The Technology and Maintenance For Trailers: The Truck Trailer Manufacturers
Council recommends no more than 1/8 inch (3 mm) Association (TTMA) recommends no more than
between axle ends. If AD = BC and DE = CF, the axles are 1/16 inch (1.5 mm) between axle ends and 1/8 inch
parallel. If X = X’ and Y = Y’, the wheels are symmetrical (3 mm) maximum from the trailer kingpin to the lead axle
or tracking. ends. If AD = BC and CE = DE, the axles are parallel and
symmetrical. (Reference: TTMA RP No. 71 Trailer Axle
Alignment.)

X'

X
X'

Y'
Y'

70 Section Four: Extending Tire Life

TIRE WEAR PATTERNS DUE TO MISALIGNMENT
It should be noted that some wear patterns might be from multiple causes. Additional information may be obtained in
the TMC RP 216/219, Radial Tire Conditions Analysis Guide and https://www.youtube.com/c/MichelintruckNA/playlists
about the “Fundamentals of Tire Wear” and “Scrap Tire Analysis.”

Toe Wear – The typical wear pattern that develops from Free Rolling Wear – Wear at the edge of a rib
excessive toe is a feather edged scuff across the crown. circumferentially, which may or may not affect the entire
Excessive toe is usually seen on both steer tires. rib widths. Intermittent side forces due to wheel assembly
instability cause contact pressure variations, resulting in
this type of wear. Generally, due to excessive looseness
in the suspension and/or steering components, this is
also found in slow wearing positions at high mileage.
Insufficient caster and excessive lateral tire/wheel runout
also are contributing factors.

Toe Wear

Free Rolling Wear

Toe Wear

Free Rolling Wear

Section Four: Extending Tire Life 71

 Camber Wear – If the axle has excessive camber, Cupping Wear – Any loose or worn component in
partial or total wear of the shoulder will occur. For static truck steering or suspension systems can cause odd
unloaded vehicles, camber readings for steer positions wear, cupping, and flat spots. Check for loose wheel
should fall within the range of 0 to 1/4 degree positive bearings, worn shock absorbers, steering gear lash, worn
(0.0 to 2.5 mm), and trailer positions should fall within the tie rod ends, and kingpins. Check for possible mismount
range of ± 1/4 from 0 degree (± 2.5 mm from 0). conditions.

Cupping Wear – Steer

Camber Wear – Steer

Camber Wear – Drive

Cupping Wear – Drive

Camber Wear – Trailer

Cupping Wear – Trailer

72 Section Four: Extending Tire Life

Flat Spotting Wear – Localized wear across the tread Diagonal Wear – Localized wear diagonally across the
width. Causes include brake lock, brake imbalance, out of tread width. Side forces imposed by a combination of
round brake drums, axle hop, or skip. A tire being parked toe and camber create diagonal stress in the footprint of
on a surface containing hydrocarbon oils, chemicals, and the tire. Localized wear patterns tend to follow this same
solvents can also cause this type of wear pattern. The direction creating diagonal wear. For steer positions,
affected area of the tread will wear more rapidly, leaving a causes include excessive toe combined with tandem
flat spot. drive axle misalignment, incorrect steering angle in turns,
worn parts, and/or excessive camber setting. For trailer
positions, causes include tandem trailer misalignment,
negative camber, and loose or worn components.

Diagonal Wear

Flat Spotting – Drive

Flat Spotting – Trailer

Diagonal Wear

Section Four: Extending Tire Life 73

 IRREGULAR TIRE WEAR

TRACTOR:

Heel-Toe

Appearance:
Drive-lugs around the tire worn high to low from the front
to back edge on tread of tire.

Probable Cause:
High torque, pickup and delivery operations (P&D) plus
mountainous terrain, high braking operations.

Analysis/Correction:
Drive tires should be rotated, front to rear; cross rotation is
permitted, but will accelerate wear and can reduce removal
Inset: Notice
mileages. With the MICHELIN® X One® tire, since there are appearance of
no dual pressure differences, heel and toe pattern should shoulder-scrub
clear itself up @ 1/3 worn. on side of tread-
blocks inner/outer
shoulders.

Center Wear

Appearance:
Tire wears more rapidly in the center of the tread, than in
the shoulders.

Probable Cause:
LTL (Less than Truckload) operation + high torque,
incorrect pressure.

Analysis/Correction:
Five tread depths should be taken in the drive position,
allowing one to recognize wear conditions.
Correction of drive-axle pressure will reduce the wear
pattern and enhance tire mileage.
13/32” 14/32” 11/32” 14/32” 13/32”

River Wear Only

Appearance:
Tire exhibits circumferential wear along the rib-edges next
to the major shoulder tread-ribs.

Probable Cause:
Characteristic of slow wear-rate of radial tires.

Analysis/Correction:
None, river wear should not be of concern.

74 Section Four: Extending Tire Life

TRAILER:

Step-Shoulder/Localized Wear
Shoulder Cupping

Appearance:
Tire exhibits step-down wear on one or both
shoulders or localized cupped out areas.

Probable Cause:
Incorrect pressure, damaged/bent trailer-axle,
incorrect camber setting, alignment issue, LTL
(Less than Truckload) operation, suspension
compliance.

Analysis/Correction:
Review tire application with tire manufacturer;
review inflation maintenance procedures.
Check trailer alignment for bent or worn parts,
or consult trailer OE. Left Front Trailer Position Left Front Trailer Position
(Original) (Rotated)
Trailer Rotation:
Irregular wear on the inside shoulder of trailer tires can be rectified by flipping the tire on the wheel, where the inner
shoulder becomes the outside shoulder. Criss-cross rotation may also be helpful depending upon 1st and 2nd trailer axle
wear-rates.

Brake Skid

Appearance:
A tire with brake drag is characterized by localized
abrasion or flat spot if severe. If left in service, it
may continue to grow across the face of the tread.

Probable Cause:
Tractor/trailer moved prior to system pressure
building up sufficiently to release parking brakes:
resulting in dragging the tires or driver over-using
hand or trailer brake.

Analysis/Correction:
Review driver tractor/trailer hook-up and departure instructions. The fleet yard mule driver can be a factor. If they are
in a hurry to move trailers, they may pull away before the pressure has built up sufficiently to release the brakes. If the
flat spotting is minor, leave the tire in service. If tire induces vibration, has exposed steel or is lower than the minimum
required tread depth, remove the tire from service. Even vehicles equipped with anti-lock brake systems (ABS) can
experience flat spotting, depending on the number and placement of sensors and modulators used.

Section Four: Extending Tire Life 75

 THE USUAL SUSPECTS
Irregular Steer Tire Wear Patterns

One Sided Wear Shoulder Step Wear Erosion/River Wear

Wear increasing from one side Partial or full depression of Circumferential worn area
Appearance
to the other. Appearance the inside or outside shoulder Appearance situated on the sides of the
tread rib. tread ribs.
Out of alignment specification
Probable This condition is common on
Cause parameters (camber, toe, axle Probable
Condition most commonly
parallelism). Cause radial tires in slow wearing Probable occurs on slow wearing radial
operations. Cause tires in steer or trailer position
Corrective Check alignment and inspect (free rolling).
Action for worn parts. Corrective
Action None Corrective
Action None
Tire Continue to run until minimum
Disposition tread depth is reached. Tire
Disposition Continue to run or rotate.
Tire
Disposition Continue to run.

Depression Wear Diagonal Wear Radial Feather Wear

(Intermediate) Manifests in the form of Feathering at the edge of the
oblique wear patches. Can Appearance
One or more interior ribs (not tread ribs.
Appearance appear singularly or repeat
Appearance center) depressed more than Usually, the result of continued
around the circumference of
adjacent ribs. exposure to lateral force, such
the tire.
Misalignment, radial and Probable as excessive toe. Can also form
Incorrect air pressure, worn Cause because of counter-steering
Probable Probable lateral runout, severe out of
Cause mechanical part, or non- Cause balance, loose wheel bearings to compensate for drive axle
uniformity such as mismount. misalignment.
or steering parts.
Corrective Check air pressure and Corrective Check for mismount and worn Corrective
Action mechanical issues. Action parts. Action Check alignment.

Tire Tire Reverse direction of tire or Tire Rotate to another position or

Disposition Rotate or retread. Disposition retread. Disposition retread.

76 Section Four: Extending Tire Life

 THE USUAL SUSPECTS
Irregular Steer Tire Wear Patterns

Multiple Flat Spotting Wear Depression Wear Depression Wear

(Shoulder) (Center)
Multiple radially worn areas
Appearance
around the tire. Localized wear patch on the Circumferential depression
Appearance
shoulder rib of the tire. This wear of the center tread rib.
Appearance
Faulty shocks, loose/worn patch can repeat around the
wheel bearings, severe balance circumference of the tire. Overloaded/underinflated,
Probable
Cause issues, mismatched pressures or Faulty shocks, lateral runout, Probable faulty shocks, loose wheel
tire diameters, excessive high Cause bearings, mismount, high
Probable loose wheel bearings,
speed empty operation. Cause mis-mount, severe balance speed empty haul conditions.
issue.
Corrective Check for mechanical issue, Corrective Check air pressures/load
Action check air pressure. Corrective
Action Check for mechanical problem.
Action weight and worn parts.

Tire Tire Continue to run, rotate or Tire Continue to run, rotate or

Disposition Continue to run or retread. Disposition retread. Disposition retread.

Section Four: Extending Tire Life 77

 THE USUAL SUSPECTS
Irregular Drive Tire Conditions

Multiple Cuts/Chunking Vehicle/Spin Damage Brake Skid Damage

Numerous small cuts to the Cuts or lines 360 degrees Localized spot of excessive wear
Appearance
tread surface with portions of around the tire. across tread face showing
Appearance Appearance
tread removed, giving a rough Contact with vehicle abrasion marks. Damage may
appearance. components (mud flap extend into casing.
Probable
Cause brackets, bumpers), or New brakes (not worn in),
Vehicle operation on rough
Probable spinning the tires on ice or Probable unbalanced brake system,
Cause surfaces (misapplication of loose road surface. Cause frozen brake lines, driver
tread compound).
Analyze cause. Ensure tire abuse.
Corrective Review tire selection and Corrective does not contact vehicle
Action operation. Action Corrective
components. Review driver Action Check brake system.
practices.
Minor damage should return Return to service if damage May be repaired or retreaded
Tire Tire
Disposition to service. Consult retreader Tire is not below base of tread Disposition if casing is undamaged;
for possible repair and retread. Disposition groove. If deeper, retread or otherwise, scrap.
scrap.

Stone Retention / Drilling Heel / Toe Wear Cupping / Scallop /

Stones or gravel imbedded Each lug around tire worn Alternate Lug Wear
Appearance between tread blocks, some- Appearance high to low from front to back Localized cupped-out areas of
times reaching steel cables. edge. fast wear around the tire.
Mismatched inflation Appearance Alternate lugs worn to
Condition is common with pressure or tire diameters in different tread depths around
Probable vehicles operating on gravel a dual assembly. High torque the tire.
Cause surfaces. Overinflation, Probable
Cause conditions, mountainous Mismatched inflation pressure
misapplication of the tire. terrains, and high inflation or tire diameters in a dual
pressures aggravate this Probable assembly. Aggravated by
Remove stones & return to condition. Cause slow rate of wear, poorly
Corrective
Action service. Maintain proper Review tire maintenance maintained suspension
inflation pressures. components.
Corrective practices. Consult tire
Continue to run unless there Action manufacturer when selecting Corrective
Action Check for mechanical problem.
Tire are multiple spots reaching tire for operation.
Disposition steel cables. Consult retreader Check for worn components,
Tire Continue to run. If severe, Tire
or tire manufacturer. Disposition change direction of rotation. Disposition inflation pressures and
matching tread depths.

78 Section Four: Extending Tire Life

 THE USUAL SUSPECTS
Irregular Trailer Tire Conditions

Depression Wear Diagonal Wear Brake Skid Damage

(Intermediate)
Localized flat spots worn
One or more interior ribs Localized spot of excessive
diagonally across the tread,
(not center) worn below Appearance wear across tread face showing
Appearance often repeating around the Appearance
adjacent ribs around the tire’s abrasion marks. Damage may
tire.
circumference. extend into casing.
Improper bearing adjustment,
Worn suspension components, misalignment, mismatched New brakes (not worn in),
mismatched dual diameter Probable dual tire diameter and/or Probable unbalanced brake system,
Probable or inflation pressures, under- Cause inflation pressure. May start Cause frozen brake lines, driver
Cause inflation, improper bearing
as brake skid. Aggravated by abuse.
adjustment. Aggravated by high speed/light loads.
high speed/light loads. Corrective
Corrective Action Check brake system.
Corrective Diagnose mechanical Action Analyze cause and correct.
Action condition and correct. May be repaired or retreaded
Reverse direction of rotation. Tire
Tire
Tire Continue to run until pull Disposition If excessive, submit for Disposition if casing is undamaged;
Disposition point, then retread. retreading. otherwise, scrap.

Depression Wear Shoulder Step Wear Cupping / Scallop Wear

(Shoulder)
Tire worn on edge of one Random areas of fast wear
Localized areas of wear in Appearance shoulder, greater than 12” Appearance around the tire. Erratic in
Appearance shoulder, generally less than in circumference. some instances.
12” in length. Mismatched inflation pressure
Improper inflation pressure Excessive camber, misaligned or tire diameters in a dual
Probable
or tire mismounted on wheel. Cause or damaged axle, improper Probable assembly. Aggravated by
Probable bearing adjustment. Cause high speeds/light loads,
Cause Can also be caused by some
other type of wheel end Diagnose misalignment and/ poorly maintained suspension
imbalance. Corrective components.
Action or mechanical condition and Check for worn components,
Corrective Review tire and wheel end correct. Corrective
Action maintenance practices. Action inflation pressures and
Reverse direction of rotation. matching tread depths.
Tire
Tire Continue to run until pull Disposition If excessive, submit for Tire Continue to run until pull
Disposition point, then retread. retreading. Disposition point, then retread.

Section Four: Extending Tire Life 79

 BRAKING SYSTEMS AND ISSUES
Air brake issues as they apply to tire wear and damages
can result from imbalance or component concerns.
Distorted, brittle, and/or discolored rubber in the bead
area are signs of the “outside to inside” breakdown of
rubber products because of seating on a wheel surface,
which is heated to a temperature beyond the limit that
the rubber products can tolerate. This damage starts at a
temperature near 250°F (120°C) range, with accelerated
damage occurring above the 300°F (150°C) range.
1. Brake imbalance can be the result of the air system,
including valves, not actuating the brakes simultaneously.
Brake Heat
This may be the result of dirt, leaks, and/or valve cracking
pressure. In a tractor/trailer combination, the more rapid
brake application time now being used (up to twice as
fast as pre FMVSS*-121 systems) can result in a brake
imbalance due to combinations of old tractors with new
trailers or new tractors with old trailers.
2. Component situations, such as out-of-round brake
drums or unevenly worn brake shoes, also result in tires
acquiring odd wear and flat spots.
3. Another source of brake imbalance is the improperly
adjusted slack adjuster. Any of these brake imbalance
situations can result in one or more wheel positions
locking up and flat spotting the tires. Brake Heat
4. Brake drums with balance weights thrown may result
in ride disturbance.
5. Brake lock (flat spots) conditions may be evidence of
deficiency in the Anti-Lock Brake System.
*FMVSS - Federal Motor Vehicle Safety Standards

SUMMARY OF TIRE ISSUES DUE

TO BRAKES

Problem Possible Causes Result

1. Overuse on
downgrades due to Brake Lock
improper gear.
Bead damage
2. Brake dragging due
to the tire
to mis-adjustment of
ranging from
wheel bearings.
simple distortion
3. Repeated stops
Brake Heat to complete
without cooling time.
unwrapping of
4. Improper adjustment
the casing from
or braking balance
the bead wire.
leads to excessive
amount of braking in
one or more wheel
positions.

1. Out-of-round brake
assembly.
Flat spots and
2. Slow release valves.
Lock Up odd wear.
3. Mis-adjustment, slack
adjusters.
4. Brake drum runout.
Brake Lock

80 Section Four: Extending Tire Life

 BRAKE HEAT OVERVIEW
Brake temperatures on trucks often reach very high
temperatures. Brake drums can reach temperatures of
600° F (315° C) or more and are in very close proximity
to the wheels. This heat can be easily transferred to the
wheels and tires. Brake drum heat is transferred to the
wheel primarily through radiation and convection. The
hot brake drum radiates heat in all directions to the wheel.
In addition, the drum heats the air between the drum and
the wheel. The heated air rises and transfers additional
heat energy to the wheel through convection. Much of the
heat is transferred to the wheel in the bead mounting area
due to its proximity to the brake drum. The wheel then
Brake Lock on Ice
directly conducts heat to the tire bead resulting in elevated
temperatures in the tire bead area.
Excessive bead heat can affect tire life in many truck
tire applications. Vehicles in urban and refuse service are
most associated with bead heat issues, but any application
that experiences hard braking can be affected.

Brake Lock on Grooved Payment

Duals – Close to Brake Drum

CASING LIFE vs BEAD TEMPERATURE

400°F / 200°C
400
Bead Temperature (F / C)

350°F / 175°C
350
Bead Temperature (F)

300°F / 150°C
300

250°F / 120°C
250

200°F / 95°C
200

150°F / 65°C
150
1 10 100 1,000 10,000
Casing Life (hr)

Section Four: Extending Tire Life 81

 Results of bead heat: The second stage occurs when the rubber in the bead
1. Immediate failure: In some cases, after periods of area starts to split or crack, indicating that the steel casing
hard braking where brake drums reach very high plies are starting to unwrap.
temperature (more than 600°F / 315°C), immediate
failure can occur. This normally occurs when a truck
is brought to a stop for a period of time with very high
brake temperatures. Often this occurs when an over the
road truck stops at a truck ramp at the bottom of a long
descent. As the heat rises from the brake drum, there
is excessive heat buildup in the portion of the tire bead
directly above the brake drum (inner bead of inside
dual). The high temperature can cause a breakdown of
the rubber products in the bead area and allow
the steel body cables to unwrap from the bead. This
could result in a rapid tire pressure loss occurrence.
This phenomenon is also common in urban and refuse
fleets when the driver stops for a break after a period of
hard braking. 2nd Stage – Bead Splitting from Heat
2. Degradation of the casing: Heat is a tire’s worst
enemy! A tire subjected to high heat conditions over The third stage is when the casing ply fully unwraps
an extended period of time will experience accelerated from the bead. In extreme cases the casing ply unwraps
degradation of the rubber products. The degradation from the bead all the way around the tire. At this point the
may result in a blowout during operation, or it may tire completely separates from the bead wire. The bead
render the casing unsuitable for retread. The graph wire can entangle itself around the axle if this type
on the previous page demonstrates how operating of separation occurs.
with bead temperatures more than 200°F (93°C) will
significantly reduce your casing life.

Bead damage as a result of brake heat is recognizable

in 3 stages of severity. In the first stage, the bead starts
to turn inward. This can be visibly identified on the tire
when it is dismounted. A straight edge placed across the
beads from one bead to the other no longer rests on the
bead point, but now rests closer to the bead bearing area.

3rd Stage – Partial Unwrapping of the Casing Ply

1st Stage – Turning of the Bead

3rd Stage – Complete Unwrapping of the Casing Ply

82 Section Four: Extending Tire Life

5TH WHEEL MAINTENANCE AND WHEEL BEARING AND HUB INSPECTION
PLACEMENT Driver pre-trip: Visually inspect each wheel end for
Placement of the 5th wheel can be determined by loose, damaged, or missing fasteners or hubcaps. Look for
the need to properly distribute the load over the drive oil and lubricant leaks and oil level and condition.
tandems and the steer axle for legal loads. It can also be Inspect in conjunction with preventative maintenance
placed to lengthen or shorten the overall length of the schedule: With axle raised and supported, remove
tractor-trailer unit. However, with sliding 5th wheels, tire and wheel assembly, check for above items. Use a
many drivers place the 5th wheel to give the smoothest magnet through the hubcap fill plug to detect any metallic
ride and easiest steering. The placement and movement materials in the lubricant.
of the 5th wheel can change the tire loading substantially, 12 month or 100,000 miles (161,000 kilometers)
causing tire overload or tire underload conditions. inspection: In addition to above items, check wheel
Insufficient lubrication of the 5th wheel is a major cause end play (should be between 0.001 and 0.005 inch). If at
of poor vehicle handling. Distortion of the 5th wheel plate 0.000 or greater than 0.005 inch, adjustment is necessary.
will cause a similar condition to lack of lubrication and Service accordingly following manufacturer recommended
dog tracking of the trailer. procedures.
5 year or 500,000 miles (805,000 kilometers) service
(frequency dependent on service application): Follow
manufactures recommended procedures for removal/
reassembly of hub assembly and service of manually
adjusted or pre-adjusted bearings and Anti-Lock Braking
System.

Insufficient Lubrication

Proper Amount of Lubrication

A 5th wheel in the most rearward position, combined

with stiff front axle springs, can cause the front tire to
periodically unload, leading to vehicle shimmy and
irregular tire wear. Vehicle manufacturers usually
recommend a 5th wheel placement that results in payload
transfer to the front axle. Improper front axle load
distribution can adversely affect braking and handling,
which can result in excessive tire wear.

Distortion of the 5th Wheel

Section Four: Extending Tire Life 83

 SUSPENSIONS AIR SUSPENSION SYSTEMS
Forming the link between the truck and the tire, the As vehicle manufacturers move away from multiple
suspension system provides a very important contribution springs, there is an increased need to dampen the effect
to tire performance. The suspension must support of road shock. Air suspension systems consist of fasteners
the load and maintain the tire in the proper operating and bushings with various components such as air
position on the road. If the suspension is in good springs, air or gas shocks, torque arms, air lines and valves
operating order, the tires will track straight and be evenly held together by nuts and bolts. Day to day operations
loaded. This promotes slow, even wear and low tire cost- generate a constant twisting movement to all these parts
per-mile. and greater awareness and maintenance diligence should
Different truck manufacturers use different suspension be paid to wear and proper torque to ensure proper
systems. Some of these are adjustable for making minor performance of the system and the effect this has on tire
changes, and some are not adjustable. All suspensions life. All torque values should be verified to manufacturer’s
have parts that move and are, therefore, subject to wear. specification, and new shock absorbers should be
Worn or broken suspension parts are one of the main considered when installing new tires to maximize tire
causes of irregular tire wear and handling concerns. (Ref. life. Shock absorbers used on air ride suspensions should
– Quick checks for system and suspension faults on Pages typically provide effective dampening control for 150,000
84-85). When observing irregular wear on a tire, first check miles of on-highway operations (100,000 miles for
for worn or broken front and rear suspension parts. vocational applications). Refer to TMC RP 643, Air-Ride
Suspension Maintenance Guidelines on air suspension
systems.
Routine inspection of trailer air suspensions should
be scheduled to inspect connectors and bushings per
manufacturer instructions. Pivot Bushing inspection
should consist of taking measurements before
disassembly to complete your inspection, complying with
warranty* procedures, and replace the bushing if cracks or
complete separation of the rubber is present.

* See warranty for details.

QUICK CHECKS FOR REAR SUSPENSION FAULTS

ISSUE POSSIBLE CAUSE
• Improperly installed mounts and/or bushings
Shock Absorbers
• Damaged or leaking shocks
• Not torqued to specification
U-Bolts
• Improperly torqued due to mismatched metric and standard bolts with different specifications
• Loose attaching bolts
• Worn bushings in shocks, spring hangers, torque rods
• Missing alignment adjusting shims
Suspension System • Excessive drive axle offset
• Excessive sway bar movement
• Worn hanger pins allowing axle movement
• Improperly functioning ride height control system
• Master or auxiliary spring-leaf broken
• Incorrectly installed springs
• Worn springs
Wheels out of Track
• Loose U-bolts
(Dog Tracking)
• Bent frame
• Torque rods improperly adjusted
• Torque rod bushings worn excessively
• Incorrect parallelism, skew, scrub
Alignment • Dual position toe-in or out (induced toe value at each drive wheel)
• Camber
• Wheel bearings loose or damaged
Miscellaneous • 5th wheel placement
• 5th wheel and chassis lubrication

84 Section Four: Extending Tire Life

QUICK CHECKS FOR FRONT SUSPENSION FAULTS
ISSUE POSSIBLE CAUSE
• Loose or worn ball joints
• Loose front suspension attaching bolts
Thumps and Knocks from Front Suspension • Missing adjusting shims
• Loose shock absorber mountings
• Check for worn or damaged spring eye bushings
• Loose attaching bolts
Groans or Creaks from Front Suspension • Bent control arm or steering knuckle
• Worn kingpins or kingpin bushings

Squeaks from Front Suspension • Coil spring rubbing on seat

• Worn tie rod ends

• Worn kingpins or kingpin bushings
• Loose suspension attaching bolts
Wander or Shimmy • Weak shock absorbers
• Weak front springs
• Incorrect front end alignment
• Steering shaft U joint
• Weak front springs
Frequent Bottoming of Suspension on Bumps
• Weak shock absorbers

Front End Sag • Weak front springs

• Incorrect front wheel alignment

• Worn kingpins or kingpin bushings
• Loose front suspension attaching bolts
• Weak shock absorbers
• Weak front springs
Irregular or Excessive Tire Wear
• Bent control arm or steering knuckle
• Worn tie rod ends
• Excessive steering system compliance
• Steering shaft U joint
• Loose wheel bearing
• Weak shock absorbers
Floating, Wallowing, and Poor Recovery from Bumps
• Weak front springs
• Worn kingpins or kingpin bushings
• Loose suspension attaching bolts
• Bent control arm or steering knuckle
Pulling to One Side While Braking • Weak front springs
• Weak shock absorbers
• Loose wheel bearing
• Brake adjustment
• Damaged shock absorbers
• Weak shock absorbers
Rough Ride and Excessive Road Shock • Weak springs
• Control arm shaft bushings need lubrication
• Worn kingpins or kingpin bushings
• Worn kingpins or kingpin bushings
• Loose suspension attaching bolts
• Worn control arm shaft bushings
Excessive Steering Play • Weak front springs
• Worn tie rod ends
• Steering shaft U joint
• Loose wheel bearing
• Worn kingpins or kingpin bushings
• Loose suspension attaching bolts
• Worn control arm shaft bushings
Pulls To One Side
• Weak front springs
• Incorrect wheel or axle alignment
• Bent control arm or steering knuckle
• Worn kingpins or kingpin bushings
Hard Steering • Incorrect front-end alignment
• Bent control arm or steering knuckle

Section Four: Extending Tire Life 85

 QUICK CHECKS FOR TRAILER SYSTEM FAULTS
QUICK CHECKS WOULD INCLUDE:

• Verify OEM alignment after 1,000-3,000 in-service miles • Alignment (induced toe value at each dual position,
• Verify rails are straight negative camber, parallelism)
• Loose or missing fasteners, look for elongated holes • Worn or loose wheel bearings
• Damaged or bent brackets • Brake imbalance
• Look for wear at U-bolts and springs – signs of movement • Slow release of trailer brake systems
• Look for signs of rust at track rod to indicate movement • Operational conditions, high scrub application
• Inspect torque arm clamp nuts and bolts for proper torque • Tire scrub/dragging at dock deliveries
(check threads to see if stripped) (commonly called Dock Walk)
• Verify spring beams are centered on hanger; if not, • Pressure maintenance (improper for operation)
check alignment • Overloaded/underinflated, high speed empty hauls
• Slider assembly movement, loose attaching bolts, • Mismatched pressure by dual position or axle
U-bolt torque
• Mismatched tread depth/tire design by dual position
• Air-ride suspension movement
• Improper tread depth for application/operation
• Insufficient lubrication
• New steer tire(s) mixed in trailer positions
• Worn shocks or springs
• Tire rotated from steer or drive with existing wear
• Bushings cracked or separated (inspect per manufacturer
procedures) • Improper tire assembly mounting
• Driving habits, improper use of trailer brakes

86 Section Four: Extending Tire Life

 SECTION FIVE
MICHELIN X One Tires ® ®

MICHELIN X One Tires ...................................... 87-120

® ®

DRIVER INFORMATION ................................................................. 88

X ONE RETROFITTING ................................................................... 89
AXLES AND WHEEL ENDS ....................................................... 90-93
Axle Identification Tags
Load Ratings
SPINDLES........................................................................................ 94
OVERALL VEHICLE TRACK AND WIDTH.................................. 95-96
Use of Outset Wheels with MICHELIN® X One® Tires
Axles Track Widths
Vehicle Track
BEARINGS ...................................................................................... 97
ENGINE COMPUTERS / FUEL ECONOMY ..................................... 98
AIR INFLATION AND PRESSURE MONITORING SYSTEMS...... 98-99
The Use of Pressure Monitoring and Inflation Systems
with MICHELIN® Truck Tires
Automated Tire Inflation Systems (ATIS) on Trailers
and Missed Nail Holes
TRUCK TYPE BY WEIGHT CLASS ......................................... 100-101
Recommendation for use of MICHELIN® X One® Tires
in 4x2 Applications
TIRE PRESSURE MAINTENANCE PRACTICES ....................... 102-103
Comparative MICHELIN® X One® Tire Sizes Wheel
MICHELIN® X One® Tire Mounting Instructions
HEAT STUDY......................................................................... 104-107
Brake Heat Overview
Brake Heat Evaluation: MICHELIN® X One® Tires vs Duals
TIME LABOR STUDY – MICHELIN X ONE TIRES VS ® ®

DUAL ASSEMBLY ......................................................... 108-109

Torque
RETREAD AND REPAIR RECOMMENDATIONS.................... 110-114
Repair Recommendations
Retread Recommendations
Chains
Gear Ratio
Footprint Comparisons to Dual Tire Fitments
OPERATION AND HANDLING .............................................. 115-120
Over-Steer
Under-Steer
Cornering Stiffness for Different Tires
Hydroplaning
Rollover Threshold
Jack-Knife
Rapid Tire Pressure Loss Procedure
Traction
Chains
Stopping Distances
Limping Home
State and Local Regulations

Section Five: MICHELIN X One Tires

® ®
87
 DRIVER INFORMATION
Pressure Maintenance
Drivers have commented that an under-inflated MICHELIN X One tire is more likely to be
® ®

detected with a simple visual inspection than dual tires. However, pressure is difficult to gauge
visually even for the most experienced driver.
▲ Do use a properly calibrated gauge when verifying
the pressure of a MICHELIN X One tire.
® ®

▲ Don’t rely on the appearance of the tire.

▲ Do remove and inspect any tire found to be 20% below
the recommended pressure.

Failure to do so may cause tire failure.

Vehicle Handling
Drivers have commented that the wide, stable footprint of the MICHELIN X One tire
® ®

can provide the feel of a much more stable truck compared to traditional dual tires.
However, while most MICHELIN X One tire fitments allow the track of the tractor and
® ®

trailer to be widened, the vehicle’s behavior in curves (on ramps or off ramps) is still subject
to roll-over at excessive speeds.
▲ Don’t let the outstanding handling of MICHELIN® X One®
tires give you a false sense of stability in curves.
▲ Do respect all posted speed limits regardless
of tire fitment.

Failure to do so may cause vehicle to tip.

Rapid Tire Pressure Loss Techniques

Extensive testing has shown that a rapid tire pressure loss on a MICHELIN X One tire will not
® ®

compromise the stability and behavior of the vehicle. However, with one tire on each axle end,
the loss of pressure will allow the wheel and axle end to drop and possibly contact the road
surface.

▲ Don’t try to “limp home” or continue to run on a flat tire.

Limping is a direct CSA (Comprehensive Safety Analysis) violation.
▲ Do down shift or use the trailer brake (when appropriate)
to avoid tire/wheel assembly lock-up.
▲ Do release the brakes intermittently as you slow down
to allow some rotation of the assembly.

Failure to do so may cause irreparable damage to the

tire, wheel, axle components, and vehicle.

88 Section Five: MICHELIN X One Tires

® ®
X ONE® RETROFITTING
Steer, Drive and Trailer axles for many OEM Vehicles can be “retrofitted” or converted from
single or dual to MICHELIN® X One® tire and vice versa.
However, since each axle design is unique, certain critical items need to be confirmed with the
OEM vehicle and or axle manufacturer before retrofitting to or from the MICHELIN® X One tire.
Step by step check list:
1. Obtain the tractor or trailer VIN.
2. If available, review the axle identification plate on the axle and obtain the information
regarding the axle.
3. Contact Vehicle OEM technical customer support and confirm:
a. Retrofit from a Low profile or Standard to MICHELIN® X One tire or vice versa will not
void warranties or is otherwise prohibited.
b. Selection of proper wheel with correct offset; 0”, 0.56”, 1” or 2” offsets are most
common. The OEM will be able to specify which wheel offset is optimal for the axle.
c. OEM axle bearings are approved for retrofitting to or from MICHELIN® X One® tire
configuration. The OEM will be able to specify which bearings are recommended for
retrofit if a change is necessary.
d. Stability control could be affected. If yes, truck dealer must make an adjustment to the
stability control system to compensate.
e. The change to or from MICHELIN® X One® tire will result in a different overall width for
the axle being retrofitted. The maximum overall width limit for CMVs in North America
and reasonable access routes is 102 inches, except for Hawaii where it is 108 inches (2.74
meters). Ensure that following the retrofit of tires that the overall width of the axle
does not exceed 102 inches. See illustration below for “overall width” measurement.

DUALS 77.5"
Track Width

0" Outset

Overall Width
101.5"

X ONE TIRES 80.5"

Track Width

2" Outset

Overall Width
97.9"

Note: Measurements are nominal values

and could vary with manufacturer.
Section Five: MICHELIN X One Tires
® ®
89
 AXLES AND WHEEL ENDS
AXLE IDENTIFICATION TAGS
There are primarily three manufacturers of drive and trailer axles for the long haul highway market.
Meritor®, DANA, and Hendrickson all supply trailer axles, while only DANA and Meritor® supply drive axles.

Meritor — DRIVE AXLE IDENTIFICATION

®

AXLE IDENTIFICATION TAG INFORMATION

Model No. __________________________

Customer No. _______________________
Serial No. __________ Plant_________
Ratio _______________________________

Identification Tag
Axle Housing
Location of the identification tag, or stamp number,
Identification Tag
for the axles. Location is determined from the left
driver side looking toward the front of the vehicle.

A — Front engine drive — Right rear, next to cover

B — Rear engine drive — Left or right rear, next to
drive unit

Axle Carrier
Identification Tag Identification Tag

Meritor — TRAILER AXLE IDENTIFICATION

®

Beam Type Beam Capacity

T = Tubular lb kg
N = 22,500 10,206
P = 22,500/25,000/30,000 10,206/11,340/13,608
Q = 25,000/30,000 11,340/13,608
R = 22,500/25,000 10,206/11,340

T N 4 6 7 0 Q 2 0 2 0

Modification Brake Width

1 = Single Wheel 1 = 10” (25 cm)
2 = Intermodal 6 = 6” (15 cm)
3 = Bolted on Brakes 7 = 7” or 7.5” (18-19 cm)
4 = Manual Bearing Adjustment 9 = 8” (20 cm)
6 = Positive Bearing Adjustment 0 = No Brakes
8 = 0.625” Nominal Wall Axle

NOTE: The graphic provided is for reference only. Axle specific questions should be directed to the axle manufacturer.

90 Section Five: MICHELIN X One Tires

® ®
DANA — DRIVE AXLE IDENTIFICATION

General Information –
Heavy- and Medium-Duty
As a world leader in innovative axle technology, Dana
provides a full line of the most efficient light-duty, medium-
duty, heavy-duty, and specialty rear axle products available
for commercial-vehicle applications. Our exclusive
combination of patented technologies and designs ensures
long service life, reduced maintenance, and more durable
axle products.

Nomenclature

Tandem Drive Axle Single Drive Axle

D 40 - 1 5 5 D 19 060 S
Options GAWR x 1000 lbs. Gearing:
D - Dual Drive Forward Axle D - Differential Lock D - Single Reduction
with Inter-axle Differential GCW x 1000 lbs.
H - Heavy Wall with Wheel Differential Lock
R - Dual Drive Rear Axle P - Optional Lube Pump H - High Performance
R - Retarder Ready S - Single Reduction
GAW Rating S - SelecTTrac® L - Limited Slip Differential
x 1000 lbs. W - Wide Track W - Wide Track
Gear Type X - Without inter-axle
differential lock
1-Standard Single Reduction
Design Level
Head Assembly Series

D S 40 4 - (P) S 23 - 1 9 0 D
(P) - Optional Lube Pump Options:
D - Forward Tandem Axle S - Single Rear Axle D - Differential Lock
with Inter-axle Differential Design Level E - High Entry
GAWR x 1000 lb
R - Rear Tandem Axles GAWR x 1000 lbs. F - Rolled Over
Gear Type: H - Heavy Wall
Gearing: 1 - Standard Single Reduction N - No Spin
S - Single Reduction 5 - Double Reduction R - Retarder Ready
D - Single Reduction W - Wide Track
with Wheel Differential Lock B - Big Box Housing
FT - Fire Truck
Design Level
Head Assembly Series

e-Drive Units and Axles

e S XXXX r
Electrified Product
Architecture:
i - Independent
Type of Product:
r - Rigid
S - System
c - Central P2
M - Motor
p - Portal/Wheel End
G - Gear Box
I - Inverter
Capacity TOT in Nm

The most current information can be found on dana.com/cv.

NOTE: The graphic provided is for reference only. Axle specific questions should be directed to the axle manufacturer.

Section Five: MICHELIN X One Tires

® ®
91
 HENDRICKSON — TRAILER AXLE IDENTIFICATION

Standard Product Offerings

The part number, a description, and a serial number are all imprinted on a tag that is attached to the axle beam center.
The part number is used to identify the axle specifications. This number should be referred to when contacting Hendrickson
to determine the appropriate service parts. The serial number is used to identify a particular axle along with all the component
parts as specified by the customer at the time of order. The axle description serves as a generic description of the axle assembly
and can be used to determine some specific axle configuration parameters.

Interpreting Trailer Axle Part Numbers

AXLE MODEL AND SPINDLE TYPE
• A45 - Tapered spindle, solid bar D22 AX 5 0 3 AXXXX
• A65 - Tapered spindle, solid bar
Axle Model and Spindle Type Application Specific
• D10 - Tapered spindle
• D22 (HN) - Tapered spindle Axle Type Wheel-End Configuration
• K22 - Tapered spindle, press-up Wall Thickness Seventh Digit
• S22 - Tapered spindle, solid bar
• K30 - Tapered spindle, press-up
• S30 - Tapered spindle, solid bar SEVENTH DIGIT NINTH DIGIT
• P22 (HP) - Proper style spindle • 0 - Standard trailer axle • A - Assemble to order options
• T24 - Drive axle / Truck spindle • 1 - iPAC suspension axle, no longer used are picked at the time of
• 2 - Advantage suspension axle placing the axle order. Options
AXLE TYPE • 5 - Nominal 1/2” wall stub axle include brake shoe lining, ABS
• AX - Straight axle • 6 - Nominal 5/8” wall stub axle sensor installation and brand
• AU - Bent-tube (drop-center) axle • 7 - Nominal 3/4” wall stub axle selection. Assemble to order
• AD - Straight axle, air disc brake • 8 - Machined from solid bar stub axle options are for double anchor
• H - 5/8” HD wall pin (DAP) axles only.
WALL THICKNESS
• 1 - Stub axle (an axle cut in half) right WHEEL-END CONFIGURATION TENTH DIGIT UP
• 2 - Stub axle (an axle cut in half) left • 0 - With spider / flanges, no brakes, hubs or drums • Axle specific - Numbers are
• 3 - Stub axle (an axle cut in half) • 1 - With brakes, hubs and drums sequential and are used to
ambidextrous • 2 - With spiders / flanges and hubs, no brake drums record the bill of material for
• 5 - 1/2” wall thickness, 5.00” OD • 3 - With brakes, no hubs or drums each axle
• 6 - 5/8” wall thickness, 5.00” OD • 4 - With hubs, no spiders / flanges or brakes
• 7 - 3/4” wall thickness, 5.00” OD • 5 - No spiders / flanges, brakes, hubs or drums
• 8 - Solid bar

Interpreting Trailer Axle Descriptors

AXLE MODEL AND SPINDLE TYPE
• A45 - Tapered spindle, solid bar D22 FC 167 W NH A
• A65 - Tapered spindle, solid bar Axle Model and Spindle Type Air Chamber
• D10 - Tapered spindle
• D22 (HN) - Tapered spindle Brake Shoe Type Wheel-End Type
• K22 - Tapered spindle, press-up Brake Size Spider Type
• S22 - Tapered spindle, solid bar
• K30 - Tapered spindle, press-up
BRAKE SIZE SPIDER TYPE
• S30 - Tapered spindle, solid bar
• 123 - 121/4” X 3” • B - Bolt-on
• P22 (HP) - Proper style spindle
• 1235 - 121/4” X 31/2” • F - Flanges only (for bolt-on)
• T24 - Drive axle / Truck spindle
• 1250 - 121/4” X 5” • W - Weld on
• 1255 - 121/4” X 51/2”
BRAKE SHOE TYPE
• 1275 - 121/4” X 71/2” WHEEL-END TYPE
• CS - Cast shoe
• 153 - 15” X 3” • NH - No hub or wheel
• FB - Fabricated, bolted lining
• 154 - 15” X 4” • W - Cast spoke wheel
• FC - Fast change fabricated
• 155 - 15” X 5” • WD - Cast spoke wheel and drum
• FCXX - Fast change Xtra Life II
• 157 - 15” X 7” • B6 - 6 stud 83/4 BC hubs
• FT - Fabricated, tapered
• 1586 - 15” X 85/8” • B8 - 8 stud 61/2 BC hubs
• N - No brakes, flanges spiders
• 165 - 161/2” X 5” • B10 - 10 stud 111/4 BC hubs
• NBW - No brakes, with spiders
• 166 - 161/2” X 6” • B13 - 10 stud 133/16 BC hubs
• NB - No brakes, with flanges
• 167 - 161/2” X 7” • B18 - 10 stud 83/4 BC hubs
• ADB - Air disc brakes
• 1680 - 161/2” X 8” • SW6 - 6 stud 83/4 BC hubs
• 1686 - 161/2” X 85/8” • SW8 - 8 stud 61/2 BC hubs
• 1610 - 161/2” X 10” • SW10 - 10 stud 111/4 BC hubs
• 187 - 18” X 7”
• 208 - 20” X 8” AIR CHAMBER
• A - Air chambers mounted on axle

NOTE: The graphic provided is for reference only. Axle specific questions should be directed to the axle manufacturer.

92 Section Five: MICHELIN X One Tires

® ®
LOAD RATINGS Prior to contacting the axle manufacturer, you should
The load/capacity rating of a given axle is determined consult the axle identification tag to obtain the following
by the axle housing strength, bearing capacity, and hub information:
capacity. For some ultra-lightweight axles, the reduced – Axle Manufacturer
axle housing thickness may be the weak link, but usually – Manufacturer’s Model #
it is the bearings or hub that will be the limiting factor. – Axle Serial Number
These axles and components are typically designed – Axle Capacity
under the assumption that the action line of the tire load Information on actual operational axle loading
is located between the two bearings. This is typically (as opposed to rated load) is crucial, since the axle
found with dual tire mounting or with single tires with manufacturer may recommend de-rating the axle below
very low outset wheels with the axle rating being similarly the vehicle manufacturer’s GAWR (Gross Axle Weight
determined. Rating).
If wheels with greater outset are used, the resulting With this data in hand, contact the axle manufacturer
cantilever loading may require lower ratings for some at the websites listed below for specific application
of the axle components. The level of de-rating and information.
the implications thereof are determined by the axle Meritor – www.meritor.com
manufacturer, so they should be consulted prior to DANA – www.dana.com
fitment of outset single wheels. Hendrickson – www.hendrickson-intl.com

Section Five: MICHELIN X One Tires

® ®
93
 SPINDLES
There are three main spindle types you will encounter The best way to determine what type of spindle may be
when retrofitting MICHELIN® X One® tires: “N”, “P”, and “R”. fitted to a given axle is to reference the axle ID data plate
affixed to the axle or the suspension ID tag as described
N-TYPE SPINDLES (TAPERED)
on Pages 90-93. The following photos display actual tag
N-type spindles are tapered to the outboard end and
placements.
utilize a smaller outboard bearing and a larger inboard
bearing.

Outer bearing smaller than inner bearing.

Tag Placement

P-TYPE SPINDLES (STRAIGHT)

P-type is a parallel spindle design (straight shaft) and
utilizes the same sized bearings inboard and outboard. Tag Placement
This is generally a heavier duty axle end.

Outer and inner bearings the same size. A quick rule of thumb is to measure the hub cap.
N-type is usually ~4.5” and the P-type is usually ~6.0”.

R-TYPE SPINDLES
R-type is a drive axle spindle configuration. The R-type N-Type Spindle
spindle for drive axles is typically straight with bearings of
nearly the same size.

P-Type Spindle

94 Section Five: MICHELIN X One Tires

® ®
 OVERALL VEHICLE TRACK AND WIDTH
Vehicle track width is determined by taking the axle This method also works well for determining the track
track width and adding or subtracting the left and right width on dual tires.
wheel outsets or insets respectively. Without changing the width of your axle, your track
width can change depending on your wheel outset or inset.
Outset: The lateral distance from the wheel centerline
to the mounting surface of the disc.
Outset places the wheel centerline outboard of the
mounting (hub face) surface.
Inset places the wheel centerline inboard of the
mounting (hub face) surface or over the axle.
An easy way to measure this yourself is to start on the
left side of the axle, hooking your tape on the outside
edge of the tread. Stretch the tape to the right side of the If 2” outset wheels are mounted backwards,
axle and measure to the inside edge of the tread. this will significantly reduce track width and
could affect vehicle stability possibly leading
to an accident, injury, or death.

Disc Face

Outboard Inboard

Take the measurement where the tape measure crosses

the left edge of the right-side tire’s tread.
The measurement you have just taken is your vehicle’s
track width. Simply put, it is the center-to-center distance OUTSET
of your tires.

Overall width of axle assembly is determined by

77.5" measuring the outer tire sidewall to outer tire sidewall.
77.5" This measurement is taken at the top of the tire’s sidewall
to avoid measuring the sidewall deflection. The Federal
DOT (Department of Transportation) maximum allowed
is 102”.
For a close approximation, clip the end of the tape
Dual Tires
measure on the left tires outside sidewall and pull the
tape to the outer sidewall of the outer tire on the opposite
side. If your measurement is close to 102”, then a more
precise method will be required.

80.5"
80.5"

MICHELIN® X One® Tires

Section Five: MICHELIN X One Tires

® ®
95
 USE OF OUTSET WHEELS WITH AXLES TRACK WIDTHS
MICHELIN® X ONE® TIRES Three standard trailer axle track widths are available.
The MICHELIN X One tires (445/50R22.5 and
® ® They are 71.5”, 77.5”, and 83.5”. A typical tandem drive
455/55R22.5) require the use of 14.00 x 22.5” wheels. axle track width is approximately 72”. Check with the axle
The majority view of the wheels currently offered today manufacturers for other sized options.
have a 2” outset.
Some axle and hub manufacturers have clarified and Axle width is measured from spindle end to spindle end
confirmed their position concerning the use of such (the two widest points).
wheels with their respective components. While the Axle track is a center-to-center distance between the dual
position of the component manufacturers is not totally or center of single tire to center of single tire.
consistent, the majority view of the wheel currently
offered have a 2” outset. 71.5” is a standard axle track width found on bulk and
Truck and trailer manufacturers may have different liquid tankers.
specifications. For optimum track width, stability, and 77.5” is a standard axle track width for 102” wide trailers.
payload, end-users should talk to their trailer suppliers 83.5” is the newer wider track axle intended for use with
about the use of 83.5” axles with zero outset wheels. wide singles and 0” outset wheels for increased track
A trailer specified with 83.5” inch axles is intended for width, stability, and payload.
single tire use. Switching to dual tire configuration could
exceed the legal maximum overall width of 102”. VEHICLE TRACK
End-users that have retrofitted vehicles with 2” outset With a standard length axle and 2” outset wheels,
wheels should contact their respective vehicle, axle, the resulting variation in track width is an increase of
or component manufacturers for specific application approximately 1.5” per side (3” total) as compared to
approvals or maintenance recommendations. a dual tire configuration.
End-users that have retrofitted vehicles with 2” outset
Actual Track Width
wheels should contact their respective vehicle, axle,
or component manufacturers for specific application
approvals or maintenance recommendations.
Measurements are rounded.

Duals
Wheel Wheel
Outset Inset
77.5"
Track Width

0" Outset

101.5"

Actual Track Width X One Tires

80.5"
Track Width

2" Outset

Wheel
Outset
97.9"

Note: Measurements are nominal values

and could vary with manufacturer.

96 Section Five: MICHELIN X One Tires

® ®
 BEARINGS
Wheel-end bearings for trucks and trailers are typically TMC recommends all axle ends be checked annually or
the tapered roller type with either grease, semi-fluid grease, at 100,000 miles. For more information, refer to TMC RP
or oil level lubrication. Anticipated bearing life is compared 631B, Recommendations for Wheel End Lubrication.
by running an ANSI (American National Standards Institute) Using standard bearings with a 2” wheel outset on a
L10a test to statistically determine the fatigue life. The test N-type spindle arrangement does reduce the L10a bearing
variables are wheel end loading (amount and location), life expectancy. Bearing manufacturers offer enhanced
bearing end-play, tire and wheel weight, tire static loaded bearings for trailer and drive axle applications that
radius, and duty cycle (vehicle speed and turn frequency provide L10a life with 2” outset single wheels near that of
and lateral g loading). The output is L10a Weighted Bearing conventional bearings with dual wheels.
System Life in miles. These bearings have an extra roller with a slightly
The common belief among fleet maintenance technicians different contact geometry between the cup and cone and
is that bearings do not fail or wear out in normal service are machined to tighter tolerances and a smoother surface
unless subjected to loss of lubricant, excessive endplay, or finish.
excessive preload. Timken’s 454-Series™ wheel bearings*:
However, due to increased variances in the quality • One bearing for Dual and Wide Singles
of bearings in the marketplace, proper inspection/ – Specially designed to handle the 2” outset loads
maintenance practices should be employed to ensure – Allows consistency within fleet
preventing premature failures and extending the life of the – Provides flexibility of wheel arrangements
bearing. • Compatible with industry standard components
– Use with popular axle and hub designs
Poor Quality Bearings – Can retrofit onto existing equipment
• New bearings show pitting on the rollers
• Bearing failure mode is spalling across the entire roller *For more information on the Timken 454-Series™ wheel
®

• Bearing cage failures also occurs bearings, visit The Timken Company at www.timken.com.

IMPORTANT: Some wheel bearing assemblies have

warranties that may be voided when the wheel ends
are disassembled. Contact your axle and/or suspension
component supplier before removing any wheel end
components.
“New” Bearings Old Bearings

Good Quality Bearings

• New bearings show a perfect clean finish Cone Cup
MileMate
Set*
• Bearings fail in an expected failure mode, light spalling
on the loaded edge N Trailer Outer NP454049 NP454011 Set 440

N Trailer Inner NP454248 NP454210 Set 441

R Drive Outer NP454580 NP454572 Set 442

R Drive Inner NP454594 NP454592 Set 443

P Trailer Inner & Outer NP454445 NP454410 Set 444

*454-Series is a trademark of The Timken Company. Timken and MileMate are
™ ® ®

New Bearings Old Bearings the registered trademarks of The Timken Company.
See www.timken.com for Limited Warranty information.

Section Five: MICHELIN X One Tires

® ®
97
 ENGINE COMPUTERS / FUEL ECONOMY
Tire revolutions and axle ratio are inputs to the Engine To accurately determine fuel efficiency gains from
Control Module (ECM) to manage road speed. Changing switching to MICHELIN® X One® tires, it is recommended
from dual to MICHELIN® X One® tires may require that SAE (Society of Automotive Engineers) J1321
changing the Tire Revolutions per Mile (Tire Revs./Mile) (revision) - Type II Fuel Test be conducted to verify the
value in the ECM to ensure speed, distance, and fuel values determined by the engine computer.
economy are accurate per indications. Reference the New EGR (Exhaust Gas Recirculation) engines may
MICHELIN® Truck Tire Data Book (MWL40731) for proper use diesel fuel to clean the DPF (Diesel Particulate
Tire Revs./Mile values for the MICHELIN® X One® tires Filter). When checking fuel usage please be aware of the
you chose. additional fuel used during regeneration of the DPF.

AIR INFLATION AND PRESSURE MONITORING SYSTEMS

Proper inflation pressure is critical to the overall Tire manufacturers, through the U.S. Tire
performance of all tires on the road today. Manufacturers Association (USTMA), have agreed that
Today’s radial truck tires will lose less than one psi per a tire must be considered flat if the inflation pressure
month due to air migration through the casing. Faster is 20% or more below the pressure recommended for
loss of inflation can only occur in conjunction with some that tire. A flat tire must be removed from the wheel,
sort of leak in the wheel, valve stem, or tire structure. thoroughly examined, and properly repaired prior to
Whatever the source of the leak, it must be identified and re-inflation and use.
corrected to avoid further damage to that component, Some systems provide inflation pressure information
possibly leading to a compromise in safety. at the sensor site only, so the driver must walk around
the vehicle to gather/view either the pressure reading
Never drive on an overloaded or low pressure warning. Other systems transmit the
or underinflated tire. information to the cab where it may be viewed by the
driver, and/or sent to a central facility if the vehicle is
AVAILABLE SYSTEMS tracked by satellite.
Tire Pressure Monitoring Systems (TPMS)
have been legislated for all vehicles by the TREAD Act
(Transportation Recall Enhancement, Accountability,
Automated Tire Inflation Systems (ATIS) are
and Documentation). The implementation schedule is in not guarantees against low pressure situations.
place for vehicles with gross vehicle weight (GVW) below All vehicles should still be subject to pre-trip
10,000 lb but is yet to be determined for heavier vehicles. inspections, and systems operation should be
The existing systems “read” the pressure in the tire via a verified routinely.
sensor mounted on the valve stem, wheel, or inside the
tire. Sensors that are not physically inside the tire and Automated Tire Inflation Systems (ATIS)
wheel cavity cannot accurately measure the internal air are designed to add air to maintain a preset pressure,
temperature. Use of these sensors can still be beneficial but most do not have the ability to reduce the pressure
showing an increase or decrease in tire temperature as should a tire be over inflated. These systems can account
long as the user understands the readings do not reflect for slower leaks (determined by the air delivery capacity
the true internal temperature. Monitoring systems may of the system) and provide some warning to the driver
provide either pressure data or a low pressure warning. when the system is energized (adding air) or when it
The pressure data may be “hot” or “cold” pressure, so cannot keep up with the leak. Almost all inflation-only
it is necessary that the person viewing that data fully systems use air from the vehicle air brake system, so they
understands which pressure is reported and what it will be limited in max pressure and available volumetric
means. Low pressure alarm systems only alert the driver flow. In addition, these systems are usually only applied
when the pressure in a particular tire (or pair of dual tires to trailer axles where plumbing the air supply line is
if linked together) is below some fleet-chosen minimum. easier.
This value may be preset by the sensor supplier or may be
programmable by the fleet.

98 Section Five: MICHELIN X One Tires

® ®
 Even with the inflation system in place, routine manual AUTOMATED TIRE INFLATION SYSTEMS
inflation pressure checks are still required. (ATIS) ON TRAILERS AND MISSED NAIL
Tire inflation systems may add air to tires determined
HOLES
to be below some fleet chosen pressure. Some Automated
Automated Tire Inflation Systems (ATIS) on trailers
Tire Inflation Systems (ATIS) will also allow pressure
can sometimes make slow leaks caused by nails or other
reduction on any tire on the vehicle to maintain some
small objects penetrating the crown area of the tire
given pressure level. Such systems are rather expensive
undetectable. A slow leak can be compensated for by the
and more often used only on specialty vehicles (Military,
air inflation system. The warning light of the ATIS system
emergency response, National parks, etc.).
will only come on if the pressure in the tire drops below
A key factor in any monitoring or inflation system is
a certain percent (usually 10%) of the regulated preset
determining whether the target or set pressure is a “hot”
pressure. Even when the pressure drops below this point,
pressure or a “cold” one. This should be discussed with
the light will go off if the system is able to restore and
your tire manufacturer’s representative.
maintain the preset pressure.
The tires on trailers with ATIS systems should be
THE USE OF PRESSURE MONITORING visually inspected before and after use and any imbedded
AND INFLATION SYSTEMS WITH objects removed and the tire repaired. An undetected
MICHELIN® TRUCK TIRES imbedded object remaining in the tire can allow air
In view of the increasing visibility and promotion for infiltration and consequently a possible catastrophic
the use of pressure monitoring and/or inflation systems, failure of the sidewall.
Michelin takes the following position:
• Michelin has not and cannot test every system that
is being marketed/manufactured for effectiveness,
performance, and durability.
• The use of these systems does not nullify the
MICHELIN® truck tire warranty unless it is determined
that the system somehow contributed to the failure or
reduced performance of the tire.
• Proper pressure maintenance is important for the
optimal performance of the tires, so it is important to
make sure the system can maintain the pressures needed
and/or can detect accurately when the pressures are
outside of the normal operating range(s) for the loads
being carried.
• It is the responsibility of the system manufacturer to
ensure that the tires are inflated as rapidly as possible
to the optimal operating pressure to prevent internal
damage to the tires.
• Michelin strongly urges the customer to put the
responsibility on the system’s manufacturer to prove
and support their claims.

In addition to the foregoing, please refer to the

MICHELIN® Truck Tire Warranty Manual (MWE40021) for
a general discussion of what is and is not covered by the
warranty.

Section Five: MICHELIN X One Tires

® ®
99
 TRUCK TYPE BY WEIGHT CLASS FOR USE WITH X ONE® TIRES
CLASS 6 CLASS 7 CLASS 8 TRAILER NOTES
19,501 to 26,000 lbs. 26,001 to 33,000 lbs. 33,001 lbs. and over Weight: Not specified
GVW GVW

Recommended
Applications
TOW HOME FUEL FUEL DRY VAN

Contact
Michelin
FURNITURE TRASH DUMP DOUBLES

For information
on the MICHELIN ®

STAKE FIRE ENGINE CEMENT LIQUID TANK X One tire for the 4x2
®

application, refer to the

next page.

GVW – Gross Vehicle

COE VAN SIGHTSEEING/COACH REEFER DRY BULK Weight
The total weight of the
loaded vehicle includes
chassis, body, and
payload.
SINGLE AXLE VAN TRANSIT BUS TANDEM AXLE VAN LOGGER
GCW – Gross
Combination Weight
Total weight of
INTERCITY BUS PLATFORM loaded tractor-trailer
BOTTLER
combination includes
tractor-trailer and
payloads.

LOW PROFILE COE TANDEM REFUSE SPREAD AXLE GAWR – Gross Axle
Weight Rating
Maximum allowable
load weight for a
DROP FRAME specific spindle, axle,
GCW TO 65,000 GCW TO 80,000 and wheel combination.

Identical vehicles may

appear in different
vehicle weight classes.
LOW PROFILE DUMP This is because of
HIGH PROFILE COE TANDEM COE a difference in the
components installed
in each vehicle such as
engines, transmissions,
REEFER rear axles, and even
MEDIUM HEAVY CONVENTIONAL tires that are not readily
CONVENTIONAL discernible in the
external appearance
of those vehicles.
DEEP DROP
HEAVY TANDEM
CONVENTIONAL

AUTO TRANSPORTER
HEAVY TANDEM
CONVENTIONAL
SLEEPER
DOLLY

100 Section Five: MICHELIN X One Tires

® ®
RECOMMENDATION FOR USE OF MICHELIN® X ONE® TIRES IN 4x2 APPLICATIONS
4x2 Articulated Vehicles Michelin still maintains that all types of motor vehicles
Handling studies have indicated that for certain can be controlled in the event of a rapid tire pressure
types of commercial single axle (4x2) tractors pulling loss under normal, legal driving conditions. Vehicle
trailers, handling may be degraded in the event of a control in a rapid tire pressure loss situation is a matter
rapid tire pressure loss when fitted with single tires. of driver education and training. To assist with this
Michelin recommends that single axle tractors fitted with training, Michelin has produced a video entitled “Rapid
MICHELIN® X One® tires on the driven axle always be Air Loss, Truck – The Critical Factor: Tire Handling Tips”
equipped with an Electronic Stability Program (ESP). to instruct drivers on how to handle a rapid tire pressure
loss situation.
4x2 Straight Chassis Vehicles To view the video - “Rapid Air Loss, Truck – The
Testing has indicated that handling of 4x2 straight Critical Factor: Tire Handling Tips” - please visit Michelin
chassis vehicles fitted with single tires on the drive axle Truck Tires at https://www.youtube.com/watch?v=T
may be degraded in the event of a rapid tire pressure loss, QOB22EN7Ow&list=PLi9QbmuM-MDE9sZ-EUm0O_
especially when coupled with panic braking. Class 6 and 7 qDnVd6BLidP&index=21.
straight trucks fitted with MICHELIN® X One® tires should
also be equipped with anti-lock brake system (ABS) and/ For additional information, please contact your local
or ESP. Such degradation in handling has been observed Michelin sales representative, or contact Michelin using
both in curve, lane change, and straight-line driving. the website business.michelinman.com.

Section Five: MICHELIN X One Tires

® ®
101
 TIRE PRESSURE MAINTENANCE PRACTICES
Below is tire pressure maintenance advice for users appropriate pressure is 100 psi (cold).
of the MICHELIN® X One® wide single truck tires For trailers equipped with a pressure monitoring
(445/50R22.5 LRL and 455/55R22.5 LRL). system, system pressure should be regulated based on
Proper pressure maintenance is critical to obtain the maximum load the axle will carry and be at the cold
optimized performance from these tires. Due to the equivalent for this load.
unique casing design of the MICHELIN® X One® tire, When an aluminum wheel is used in the outset position,
traditional pressure adjustment practices for dual tires the new TR553E valve should be used. It is recommended
may not apply to MICHELIN® X One® tires. that you verify air valve stem torque on all wheels put into
Cold inflation pressure should be based on maximum service. When installed, they should have correct torque,
axle load in daily operation. Cold inflation pressures must using the proper tool at 80 to 125 in./lbs. (7 to 11 ft./lbs.)
not be lower than indicated in the tables below for actual for aluminum wheels and 35 to 55 in./lbs. (3 to 5 ft./lbs.) for
axle loads. For additional information, please consult the steel wheels. To check for slow leaks at the valve stem, use
MICHELIN® Truck Tire Data Book (MWL40731). either a torque wrench by hand or spray a soapy solution on
For example, load range L (20 ply) tires like the the valve to see if it is loose. To prevent galvanic corrosion
445/50R22.5 MICHELIN® X ONE® LINE ENERGY D tires on aluminum wheels, lubricate the threads and O-ring of
have a maximum pressure of 120 psi (cold) with a weight the valve stem with a non-water based lubricant before
carrying capacity of 20,400 lbs. per axle. If the tire is installation.
mounted on a vehicle carrying 17,480 lbs. per axle, the

Wheel Diameter PSI 75 80 85 90 95 100 105 110 115 120 125 130 MAXIMUM LOAD AND

22.5” kPa 520 550 590 620 660 690 720 760 790 830 860 900 PRESSURE ON SIDEWALL

445/50R22.5 LRL
LBS SINGLE 13880 14620 15360 16060 16780 17480 18180 18740 19560 20400 S 10200 LBS at 120 PSI
X ONE LINE ENERGY D2
X ONE LINE ENERGY T2
X ONE MULTI ENERGY T
X ONE MULTI T KG SINGLE 6300 6640 6960 7280 7620 7940 8240 8500 8860 9250 S 4625 KG at 830 kPa
X ONE LINE GRIP D

LBS SINGLE 15000 15800 16580 17360 18120 18880 19640 20400 21200 22000 S 11000 LBS at 120 PSI
455/55R22.5 LRL

X ONE LINE GRIP D

X ONE MULTI ENERGY T KG SINGLE 6800 7160 7520 7880 8220 8560 8900 9250 9580 10000 S 5000 KG at 830 kPa

LBS SINGLE 16580 17360 18120 18880 19640 20400 21200 22000 22600 23400 S 11700 LBS at 130 PSI
455/55R22.5 LRM

X ONE XZU S
X ONE XZY3 KG SINGLE 7520 7880 8220 8560 8900 9250 9580 10000 10240 10600 S 5300 KG at 900 kPa

* Single configuration, or 2 tires per axle.

102 Section Five: MICHELIN X One Tires

® ®
COMPARATIVE MICHELIN® X ONE® TIRE MICHELIN® X ONE® TIRE MOUNTING
SIZES WHEELS INSTRUCTIONS
The MICHELIN® X One® tire must be mounted on
MICHELIN ®
MICHELIN X One
® ®
Dual
Dual Size 22.5 x 14.00” size wheels. Both steel and aluminum are
X One Tire Size
®
Tire Revs./Mile Tire Revs./Mile
available in Hub (Uni Mount) piloted, and currently
515
445/50R22.5 (X One ®
275/80R22.5
511 aluminum is available in Stud (Ball Seat) configuration.
(XDN 2) ®

LINE GRIP D) Supplemental parts will be required with ‘Stud-Piloted’

wheels; i.e., front and rear outer cap nuts to replace
492
11R22.5 or 495 inner and outer nuts used for mounting traditional stud-
455/55R22.5 (X One ®

275/80R24.5 (XDN 2) ®

LINE GRIP D piloted dual assembly. Wheel specific questions should

be directed to the wheel manufacturer. To ensure proper
The MICHELIN® X One® tire requires the use of stud length, there should be 4 threads visible from the
22.5 x 14.00” wheels. Both steel and aluminum wheels are nut. There are no differences in mount or dismount
currently available in 0”, 0.56”, 1” and 2” outsets. Most of procedures other than when mounting the MICHELIN®
the wheels currently offered have a 2” outset. Outset: The X One® tire onto a vehicle, position the tire so that the
lateral distance from the wheel centerline to the mounting tire sits on the outbound side of the wheel similar to
surface of the disc. Outset places the wheel centerline where the outer dual would normally be positioned.
outboard of the mounting (hub face) surface. Inset places Additionally, this will offer exceptional lateral clearance.
the wheel centerline inboard of the mounting (hub face) Select a valve stem that can be accessed for pressure
surface or over the axle. Thus, a wheel with a 2” outset has checks and is installed facing outward.
the centerline of the wheelbase 2” outboard from the hub
Incorrect Lateral Clearance
mounting surface.
Some axle and hub manufacturers have recently NOTE: Safety cages,
clarified and confirmed their position concerning the portable and/or permanent,
use of such wheels with their respective components. are also available and
While the position of the component manufacturers is required for inflation of the
not totally consistent, the majority’s view concerning MICHELIN® X One® tire
the retrofit of duals with MICHELIN® X One® tires can be assemblies.
summarized as follows:

Axle Type* Spindle Type Wheel Recommendation

Drive axles “R” 0” to 2” outset wheels**

Trailer axles “P” 2” outset wheels

Check with component

Trailer axles “N”
manufacturer. Correct Lateral Clearance

* Many other axle and spindle combinations exist. Contact axle manufacturer.
** Contact axle manufacturer before retrofitting 2” outset wheels.

NOTE: Use of outset wheels may change Gross Axle

Weight Rating (GAWR). Consult vehicle and component
manufacturers.

Section Five: MICHELIN X One Tires

® ®
103
 HEAT STUDY
BRAKE HEAT OVERVIEW Excessive bead heat can affect tire life in many truck tire
Truck brake often reach very high temperatures. Brake applications. Vehicles in urban and refuse service are most
drums can reach temperatures of 600°F (315°C) or more and associated with bead heat issues, but any application that
are in very close proximity to the wheels. This heat can be experiences hard braking can be affected.
easily transferred to the wheels and tires. Brake drum heat
is transferred to the wheel primarily through radiation and Results of bead heat:
convection. The hot brake drum radiates heat in all directions 1. Immediate Failure: In some cases, after periods of
to the wheel. In addition, the drum heats the air between hard braking where brake drums reach very high
the drum and the wheel. The heated air rises and transfers temperatures (more than of 600°F / 315°C), immediate
additional heat energy to the wheel through convection. failure can occur. This normally occurs when a truck
Much of the heat is transferred to the wheel in the bead is brought to a stop for a period of time with very high
mounting area due to its proximity to the brake drum. The brake temperatures. Often this occurs when an over-the-
wheel then directly conducts heat to the tire bead resulting in road truck stops at a truck stop at the bottom of a long
elevated temperatures in the tire bead area. descent. As the heat rises from the brake drum, there
is excessive heat buildup in the portion of the tire bead
directly above the brake drum (inner bead of inside
dual). The high temperature can cause a breakdown
of the rubber products in the bead area and allow the
steel body cables to unwrap from the bead. This process
results in rapid tire pressure loss. This phenomenon is
also common in urban and refuse fleets when the driver
stops for a break after a period of hard braking.
2. Degradation of the carcass: Heat is a tire’s worst
enemy! A tire subjected to high heat conditions over
an extended period of time will experience accelerated
aging of the rubber products. The degradation
may result in a rapid air loss during operation, or
it may render the casing unsuitable for retread.
The graph below demonstrates how operating with
bead temperatures in more than 200°F (95°C) will
significantly reduce your casing life.

Duals – Close to Brake Drum

CASING LIFE vs BEAD TEMPERATURE

400°F / 200°C
Bead Temperature (F / C)

350°F / 175°C

300°F / 150°C

250°F / 120°C
200°F / 95°C
200°F / 95°C

150°F / 65°C
1,000 10,000 100,000 1,000,000 10,000,000s
Casing Life (hr)

104 Section Five: MICHELIN X One Tires ® ®

 Bead damage as a result of brake heat is recognizable The third stage is when the casing ply fully unwraps
in 3 stages of severity. In the first stage, the bead starts from the bead. In extreme cases, the casing ply unwraps
to turn inward. This can be visibly identified on the tire from the bead all the way around the tire. At this point
when it is dismounted. A straight edge placed across the the tire completely separates from the bead wire. The
beads from one bead to the other no longer rests on the bead wire can entangle itself around the axle if this type of
bead point, but now rests closer to the bead bearing area. separation occurs.

3rd Stage – Partial Unwrapping of the Casing Ply

1st Stage – Turning of the Bead

The second stage occurs when the rubber in the bead

area starts to split or crack indicating that the steel casing
plies are starting to unwrap.

3rd Stage – Complete Unwrapping of the Casing Ply

2nd Stage – Bead Splitting from Heat

Section Five: MICHELIN X One Tires

® ®
105
 BRAKE HEAT EVALUATION: This effect was demonstrated on a closed course at
MICHELIN® X ONE® TIRES VS DUALS the Laurens Proving Grounds, Michelin’s 3,000 acre test
MICHELIN® X One® tire fitments have greater facility.
clearance between the brake drum and the bead of
the tire compared to a dual assembly. In addition, the The Test
common 2” outset wheel for the MICHELIN® X One® tires A 4x2 straight truck outfitted with a temperature logging
exposes more brake drum, which provides greater air flow device was loaded to maximum legal limits and operated
around the drum. These characteristics reduce the heat on a closed course with almost continuous starting and
transfer from the brakes to the tire and allow the brakes to stopping cycles. The truck was brought up to 30 mph
run cooler. (48 kph) and then stopped repeatedly for 45 minutes.
The temperature logging device recorded brake drum
and wheel temperatures (in the bead area) every 10
seconds. The test was run on both MICHELIN® X One®
tires and duals at similar track temperatures and weather
conditions.

Exposed Brake Drum

After 45 minutes, when the brakes were at their peak temperature, the temperatures from the data loggers were compared.
The brake drums fitted with MICHELIN® X One® tires were over 100°F (38°C) cooler and the wheels were over 30°F/-1.1°C
cooler in the bead area than when equipped with Duals!

BRAKE TEMPERATURE WHEEL TEMPERATURE

Degrees
MICHELIN® X ONE® TIRES Degrees MICHELIN® X ONE® TIRES
°F / °C
°F / °C vs DUALS vs DUALS
700°F/371°C 210°F/99°C

200°F/93°C
600°F/315°C
180°F/82°C
500°F/260°C
160°F/71°C
400°F/204°C
140°F/60°C
300°F/149°C
120°F/49°C
200°F/93°C 100°F/38°C

100°F/38°C 80°F/26°C

Dual
Source: Recent evaluations at a Michelin facility in South Carolina.
MICHELIN X One Tire
® ®

106 Section Five: MICHELIN X One Tires

® ®
Thermal Imaging
The thermal image photos were captured after the temperatures on MICHELIN® X One® tire equipped
repeated stopping test followed by 30 minutes of driving vehicles will be significantly cooler than brakes on trucks
without braking. A brake drum temperature advantage running conventional duals. This effect will be most
for the MICHELIN® X One® tire of 90°F (30°C) was still pronounced during periods of heavy braking but will
apparent even after the cool down period. persist for some time after braking has ended.
It is safe to say that for any given truck, brake

Dual Tires MICHELIN X One Tire

® ®

Max temp ~ 215°F (101°C) Max temp ~ 180°F (82°C)

Source: Recent evaluations at a Michelin facility in South Carolina.

Section Five: MICHELIN X One Tires

® ®
107
 TIME LABOR STUDY – MICHELIN® X ONE® TIRE VS DUAL ASSEMBLY
MICHELIN® X ONE® TIRE ASSEMBLY DUALS ASSEMBLY
• One tire and wheel: deflating, demounting, • Two tires and wheels: deflating, demounting,
re-mounting, and re-inflating. re-mounting, and re-inflating.
• Average time for one assembly is around 13-14 minutes. • One inflation line.
• Average time for two assemblies is around 18-19
minutes.

Lubricating Beads for Dismount

Demounting Dual

Demounting MICHELIN X One Tire ® ®

Re-mounting Dual

Having a second inflation line will cut down the time by

about one third. With multiple inflation lines, the time is
similar to the MICHELIN® X One® tire.

Re-mounting MICHELIN X One Tire ® ®

AFTER YOU MOUNT THE TIRE ON THE

WHEEL, YOU MUST CAGE IT!
Re-inflating MICHELIN X One Tire
® ®

108 Section Five: MICHELIN X One Tires

® ®
MOUNTING ON VEHICLE – MOUNTING ON VEHICLE –
MICHELIN® X ONE® TIRE DUALS

Mounting MICHELIN X One Tire on the Vehicle

® ®
Mounting Dual on the Vehicle

HUB PILOTED SINGLE HUB PILOTED DUAL

1 assembly 2 assemblies
10 flange nuts (Either side) 10 flange nuts (Either side)

STUD PILOTED SINGLE STUD PILOTED DUAL

2 assemblies 4 assemblies
10 Cap nuts (Left side) 10 inner cap nuts (Left side)
10 Cap nuts (Right side) 10 inner cap nuts (Right side)
10 outer cap nuts (Left side)
10 outer cap nuts (Right side)

(22 Parts) (44 Parts)

In addition, dual wheels must be clocked for valve

stem access through the hand holes.

Mounting on hub-centered axles for the MICHELIN® X One® tire or Dual should take ~ 2 minutes for each axle end.
While mounting Dual on axles with stud-centered hubs, additional time is required due to the installation of an inner
and outer nut for each stud and having to line up hand holes.

TORQUE
Once the tire and wheel assembly is mounted onto
the axle end using an air gun, the final torque of each
wheel nut must be applied using a calibrated torque
wrench to 450-500 foot-pounds. This is a safety
procedure that will help prevent loose and broken
components and potential wheel-offs.

Torque Wrench

Section Five: MICHELIN X One Tires

® ®
109
 RETREAD AND REPAIR RECOMMENDATIONS
MICHELIN® X ONE® TIRE RETREAD AND USING BUFFING TEMPLATES
REPAIR RECOMMENDATIONS Check buff radius with the template after removing
The MICHELIN X One tire may require some special
® ® the tire from the buffer. A 2 mm gap is acceptable in the
equipment to handle the wider tread and casing, it does center of buffed surface when checking with the template.
not require any special procedure to be repaired or NOTE: 1700 mm Buffing Template as available from
retreaded. As with any tire, special care should be given to TECH INTERNATIONAL (1-800-433-TECH/1-800-433-
respect the recommendations and guidelines associated 8342) See Pictures 1 and 2.
with the specific product to ensure optimum performance.

INITIAL INSPECTION
Inspect the MICHELIN® X One® casings as defined
by your retread process manufacturer or industry Picture 1 - Buffing Template

recommended practices using appropriate equipment.

When using an electronic liner inspection device (such
as the Hawkinson NDT), a new wide base probe of at least
275 mm / 10.9 inches is required to insure sufficient and
consistent cable contact with the shoulder/upper sidewall
area. (Hawkinson part # PROBE ASSEMBLY 009).
It is recommended to slow the rotation speed or make
several additional cycles to catch as many small punctures Picture 2 - Buffing Template
as possible.
Recommended tread width ranges are given on Page
SHEAROGRAPHY 112 and may vary depending on the type and condition of
If using laser shearography inspection adjust and or the MICHELIN® X One® casing. The MICHELIN® X One®
modify to insure complete imaging shoulder to shoulder, casing’s finished buffed measured width should follow
per equipment manufacturer. Also make sure the correct the same standards as other casings: tread width + 8 mm/-0
vacuum level is applied. mm.

BUFFING AFTER BUFF INSPECTION

An expandable rim width of 14.5 inches is required. If after buffing, circumferential cracks or splits remain
Buffing on a narrower rim can result in excess under-tread in one or both shoulders of the tire in the vicinity of the
on the shoulder, thereby increasing the operating belt edge outside tread groove (Picture 3), the crack or split should
temperature. The beads of the casing should be lubricated be probed. If the probing penetrates steel or feels soft/
with a fast-drying tire lubricant. Runs of MICHELIN® loose material, the casing should be rejected. This should
X One® tires should start with new blades which should not be confused with a 360-degree product interface line
be changed as soon as the buff texture starts to degrade. that sometimes is visible after buff (Picture 4). If this line
Buffing should not start before the casing reaches target is visible, it should be probed and if found to be loose
pressure in the expandable rim as defined by your retread material, reject the casing. If it is tight, continue the
process manufacturer. Recommended minimum inflation retread process.
pressure is 1.2 bars or 18 psi, maximum inflation pressure
is 1.5 bars or 22 psi. Recommended buffing radius for pre-
cure flat treads (w/o wings) is 1700 mm ± 50 mm or 67
inches ± 2 inches.

Picture 3 Picture 4

110 Section Five: MICHELIN X One Tires

® ®
BUILDER Principal Components
Expandable rim width of 14.5 inches is required. Shoulder
Tread table rollers should be completely cleaned before Crown
and/or after each build series. The base of the wider
MICHELIN® X One® tread will come in contact with the
roller’s outer edges, so care should be taken to prevent
contamination by cleaning the rollers at frequent intervals.
Tread building should not begin until tire pressure has
reached the target inflation pressures in the expandable Crown Plies
Body Ply
rim as defined by your retread process manufacturer.
For cushion to casing extruded bonding gum application, Inner Liner
recommended minimum inflation pressure is 0.8 bar or Sidewall
12 psi. Bonding gum thickness should not exceed 1.5 mm
(2/32 inch) in the crown and 2.5 mm (3/32 inch) in the
shoulders. A A’
Note: For non-Michelin wing tread products, contact 75 mm
MRT at 1-888-678-5470, then press 3 for Technical Support. C
10 mm 75 mm
ENVELOPING Bead B
Contact your envelope supplier for the recommended
B
size envelopes to be used.
Note: For truck sizes, point B is considered the “toe” of
CURING the bead. Point A is found 75 mm from point B towards
Cure the MICHELIN® X One® casing according to the interior of the casing and point A’ is also 75 mm from
cure law for the tread design per the retread process point B but is located on the exterior of the casing. Point
manufacturer. C is located 10 mm from point B (measured as shown).
Any repair patch material must be positioned >10 mm
FINAL INSPECTION from the toe of the bead (point B).
Perform a final inspection of the MICHELIN® X One®
casing according to the retread process manufacturer work
method and specification. Damage Guidelines
Note: The retreader is still responsible for determining
if the MICHELIN® X One® casing is capable of being W
retreaded; the same as would be done for any other tire in L
the inspection process. W L

Sidewall Damage Crown Damage

W

L L

W
L
Bead Damage Interior Damage

Section Five: MICHELIN X One Tires

® ®
111
 REPAIR RECOMMENDATIONS
Type of Repair Application Quantity Limits Size Limits

Long Haul, Pickup &

Max 10 per sidewall No limit
Delivery (P&D)
Spot Repair
(no body ply affected)
Severe Service Max 20 per sidewall No limit

Max width: 150 mm (6 in)

All Max 4 per bead
Min distance between repairs: 75 mm (3 in)
Bead Repairs
(rubber damage only)
Severe Service L = 2 mm x W = 50 mm (1⁄16 in. x 2 in)
No limit
(bead toe repair only) Min distance between repairs: 75 mm (3 in)

Bead Repairs L = 25 mm x W = 55 mm (1 in. x 2 in)

All Max 4 per bead
(chafer strip) Min distance between repairs: 75 mm (3 in)

If blister diameter is less than 5 mm (3⁄16 in), leave intact.

Repair between 5 mm (3⁄16 in) and 20 mm (3⁄4 in)
Liner Repairs All No limit
If blister diameter is more than 20 mm (3⁄4 in),
reject casing

Max diameter: 40 mm (1.6 in)

Long Haul, P&D Max 15 per tire
Buzzouts Max surface: 1600 mm2 (2.5 in2)
(protector ply of
3rd working ply) Max diameter: 40 mm (1.6 in)
Severe Service Max 60 per tire
Max surface: 1600 mm2 (2.5 in2)

Max diameter: 30 mm (1.2 in)

Long Haul, P&D Max 3 per tire
Buzzouts Max surface: 900 mm2 (1.4 in2)
(2nd working ply;
Infini-Coil®) Max diameter: 30 mm (1.2 in)
Severe Service Max 20 per tire
Max surface: 900 mm2 (1.4 in2)

Nail Hole Repairs All Max 5 per tire Max diameter: 10 mm (0.4 in)

Crown
Max diameter: 25 mm (1.0 in)

Section Repairs All Max 2 per tire Sidewall

L 70 mm x W 25 mm (2.8 in x 1.0 in)
L 90 mm x W 20 mm (3.8 in x 0.8 in)
L 120 mm x W 15 mm (4.7 in x 0.6 in)

For 6 and 10 mm nail hole repairs in the shoulder area, the repair unit must be upsized to CT-22, CT-24 or CT-26 and offset to keep the end of
the patch unit as far away from the maximum flex zone area as possible.

RETREAD RECOMMENDATIONS
Tread Width
Casing Size Buff Radius (1) Circumference
Tread Type Min Max

1700 mm (± 50 mm) 3070 mm Flat Tread 380 mm 390 mm

445/50R22.5 or or
67 inches (± 2 inches) 121 inches Wing Tread (2) 375/420 mm 385/430 mm

1700 mm (± 50 mm) 3225 mm Flat Tread 390 mm 400 mm

455/55R22.5 or or
67 inches (± 2 inches) 127 inches Wing Tread (2) 385/430 mm 395/440 mm

1. For MRT Custom Mold Retread the buff radius should be 2200 mm (87 in).
2. For non-Michelin wing tread sizes contact MRT Technical Support at 1-888-678-5470, Option 3.

112 Section Five: MICHELIN X One Tires

® ®
CHAINS* GEAR RATIO
Depending on the state in which you are traveling, A change in tire dimension will result in a change in
chains may or may not be required. If chains are engine RPM at a set cruise speed** that will result in a
required, several companies have chains available for the change in speed and fuel economy. The effect of tire size
MICHELIN® X One® tire. The thing to remember when change on gear ratio should be considered in individual
purchasing chains for your MICHELIN® X One® tire is the operations.
tire size, as the 445/50R22.5 chains don’t fit the 455/55R22.5 A decrease in tire radius will increase tractive torque
and vice versa. For more information, consult your local and increase indicated top speed. An increase in tire
dealer or go to www.tirechains.com. radius will reduce tractive torque and decrease indicated
speed.
Tire Revs./Mile – Speed – Size: These factors can affect
engine RPM if corresponding changes are not made to
engine ratios.

Example: Going from larger diameter tire to smaller

diameter tire.
If you currently run a 275/80R22.5 MICHELIN® XDN®2
tire (511 Tire Revs./Mile) and change to a 445/50R22.5
MICHELIN® X ONE® LINE GRIP D tire (515 Tire Revs./
Mile), the speedometer will indicate a slightly higher
speed than the actual speed the vehicle is traveling.

Final Tire Revs./Mile – Initial Tire Revs./Mile =

Initial Tire Revs./Mile
515 - 511 = 0.0078 or 0.78% (< 1% change)
511
So, when your actual speed is 60 mph, your speedometer
will read 60.47 mph.

** Exceeding the legal speed limit is neither recommended nor endorsed.

MICHELIN X One Tire

® ®

MICHELIN X One Tire Size

® ®

Tire Revs./Mile

445/50R22.5 515 (X One Line Grip D)

Dual Size Dual Tire Revs./Mile

275/80R22.5 511 (XDN2)

MICHELIN X One Tire

® ®

MICHELIN X One Tire Size

® ®

Tire Revs./Mile
* The information provided is for reference only.
Chain-specific questions should be directed to the chain’s 455/55R22.5 491 (X One Line Grip D)
manufacturer.
Dual Size Dual Tire Revs./Mile

11R22.5 or 275/80R24.5 496 (XDN2)

Section Five: MICHELIN X One Tires

® ®
113
 FOOTPRINT COMPARISONS TO DUAL TIRE FITMENTS
MICHELIN® X ONE® TIRE – 445/50R22.5 versus MICHELIN® DUAL TIRE – 275/80R22.5

Take notice that switching to single tire fitments causes support the loads your fleet encounters as defined in
a slight reduction in footprint area when compared the MICHELIN® Truck Tire Data Book (MWL40731).
to dual. This will not have a negative impact on your Overinflation of the MICHELIN® X One® tires will
traction. not only reduce the footprint but can adversely affect
The MICHELIN® X One® tire footprint will be dependent handling, wear, and ride characteristics. Overinflating
on pressure recommendations and vehicle loads. One tires may also result in exceeding the wheel’s maximum
should always select a pressure that will adequately pressure.

445/50R22.5 MICHELIN® X ONE® AT 100 PSI

120 PSI FOOTPRINT OVERLAID ON 100 PSI FOOTPRINT

The photo below demonstrates what occurs to the footprint when you overinflate the same tire to
120 psi. The overinflated footprint’s length and width are reduced (black footprint) when compared
to 100 psi footprint (gray footprint).

Shoulder: -22 mm Center: -12 mm

114 Section Five: MICHELIN X One Tires

® ®
 OPERATION AND HANDLING
OVER-STEER UNDER-STEER
Over-steer is when the rear wheels are carving a larger Under-steer is when the front wheels are carving a
arc than the front wheels or the intended line of the turn. larger arc than the rear wheels or the intended line of a
This is often described as a “loose” condition, as the truck turn. This is often described as “push” or “pushing,” as the
feels like the rear end is coming around. front end feels like it is plowing off of a corner.

Over-steer: Very Difficult to Correct Under-steer: Very Easy to Correct

Over-steer is dangerous because once the rear end comes around, the vehicle
is uncontrollable and may enter a spin. Braking only makes this condition worse.
Under-steer is the more desirable condition because you have direct control over
the front tires, and deceleration usually corrects the condition.
The MICHELIN® X One® tire has a higher cornering stiffness and can generate
more lateral force than standard dual drive tires. Increasing cornering stiffness of
the rear tires promotes under-steer. Additionally, it will take more force to jack-
knife the vehicle.

CORNERING STIFFNESS FOR DIFFERENT TIRES

7,000

6,000
Cornering Stiffness (N/Deg)

5,000

4,000

3,000

2,000

MICHELIN X One Tire

® ®

1,000
Two Dual

0 Conventional Wide-Base
0 5,000 10,000 15,000 20,000 25,000 30,000 40,000 45,000 50,000
Normal Force (N)

Source: Recent evaluations at a Michelin facility in South Carolina.

Section Five: MICHELIN X One Tires

® ®
115
 HYDROPLANING A tire’s contact pressure can reduce your chance of
Hydroplaning occurs when the tire loses contact with hydroplaning. The MICHELIN® X One® tire has higher
the road. This can happen when the water pressure contact pressure at the edge of the tread, which provides a
exceeds the contact pressure between the tire and the wider “sweet spot” than dual tires. In the graph below, you
road. can see that the contact pressure is slightly higher in the
center and significantly higher at the shoulders over dual
fitments. Note the drop in contact pressure for dual tires
on the graph below.
For example, the contact pressure of a dual tire is about
90 psi compared to 116 psi for a MICHELIN® X One® tire.
This will result in the dual tire losing contact with the
road at lower speed than the MICHELIN® X One® tire.
This means if hydroplaning occurs at 60 mph for the
MICHELIN® X One® tire, it will occur at 53 mph on the
dual.

Factors that increase likelihood of hydroplaning: Contact Pressure Ratio =  (90/116) = 88%
– Excess water or
– Excessive speed 60 mph x 0.88 = 53 mph
– Low tread depth
– High tire pressure
– Light loads or bob-tailing

In other words, if rain is pouring down and water is

pooling, the truck’s speed needs to decrease to avoid
hydroplaning.

1,000

900

800

700
Contact Pressure

600

500

400

300

200 Dual Tire 1

100 MICHELIN X One Tire

® ®

0 Dual Tire 2
1 3 5 7 9 11
Rib Number

Source: Recent evaluations at a Michelin facility in South Carolina.

116 Section Five: MICHELIN X One Tires

® ®
ROLLOVER THRESHOLD
There are two things you can change to make DUALS 77.5"
a vehicle more resistant to rollover: Track Width
– Lower the center of gravity
– Increase your track width
0" Outset

The MICHELIN X One tire does both.

® ®

First, the loaded radius of the 445/50R22.5 Overall Width

101.5"
MICHELIN® X ONE® LINE GRIP D tire is 18.7”.
A 275/80R22.5 MICHELIN® XDN®2 tire (dual
equivalent) loaded radius is 18.9”. See chart below.
For every inch you lower the Center of Gravity, you
X ONE TIRES 80.5"
gain 3 mph additional safety factor about rollover
Track Width
threshold.
Second, the track width is measured at the center
of where the load is distributed on the ground. 2" Outset
For dual, this would be measured at the center of the
space between the dual. For the MICHELIN® X One® Overall Width
tire, it is simply measured from the center of the left 97.9"
side tire to the center of the right-side tire.

As you can see, even though the overall width Note: Measurements are nominal values
and could vary with manufacturer.
has reduced, the track width has increased on the
MICHELIN® X One® tire.
ROLLOVER THRESHOLD WITH TIRE SIZE
In summary, the MICHELIN® X One® tire 0.42
improves rollover threshold by increasing
cornering stiffness, increasing track width, and 0.40
Rollover Threshold (g)

reducing the center of gravity.

0.38
These improvements have been validated with:
1) Computer simulation where the whole
0.36
vehicle is characterized mathematically.
2) Track testing at our internal proving grounds.
0.34
3) OE vehicle manufacturers in their independent
testing, including tilt table testing.
0.32
275/80R22.5 385/65R22.5 425/65R22.5 445/65R22.5 445/50R22.5

Source: Recent evaluations at a Michelin facility in South Carolina.

SPECIFICATIONS FOR TREAD DESIGN: MICHELIN® X ONE® LINE GRIP D

Tread Max. Load and Pressure
Max. Speed (*) Loaded Radius Overall Diameter Overall Width (‡)
Load Catalog Depth Approved Revs Single
Size Range Number Wheel Per Mile
32nds mph kph in. mm in. mm in. mm lbs. psi kg. kPa

445/50R22.5 L 71140 27 75 120 18.7 474 40.4 1026 17.1 435 14.00 515 10200 120 4625 830

SPECIFICATIONS FOR TREAD DESIGN: XDN®2

Tread Max. Speed Loaded Overall Overall Width Approved Min. Dual Revs Max. Load and Pressure Max. Load and Pressure
Load Catalog Depth (*) Radius Diameter (‡) Wheels Spacing (‡) Single Dual
Size Per
Range Number (Measuring wheel
32nds mph kph in. mm in. mm in. mm listed first.) in mm Mile lbs. psi kg. kPa lbs. psi kg. kPa
275/80R22.5 G 63465 27 75 120 18.9 481 40.6 1030 11.0 279 8.25, 7.50 12.2 311 511 6175 110 2800 760 5675 110 2575 760

(*) Exceeding the lawful speed limit is neither recommended nor endorsed.
(‡) Overall width will change 0.1 inch (2.5 mm) for each 1/4 inch change in wheel width. Minimum dual spacing should be adjusted accordingly.
MICHELIN® tires and tubes are subject to a continuous development program. Michelin North America, Inc. reserves the right to change product specifications at any time without notice or obligations.
MNA, Inc. continually updates its product information to reflect any changes in Industry Standards. Printed material may not reflect the current Load and Inflation information. Please visit business.
michelinman.com for the latest product information. The actual load and inflation pressure used must not exceed the wheel manufacturer’s maximum conditions. Never exceed a wheel manufacturer’s
limits without permission from the component manufacturer.

Section Five: MICHELIN X One Tires

® ®
117
 JACK-KNIFE
When you put the tractor and trailer into an extreme
turn or “jack-knife” situation, the trailer is very vulnerable
to rollover.
Normally, traction has a positive influence on the
handling of the truck. This is no longer true when you put
a truck in a jack-knife condition. Whether dual or single
configuration, you are forcing the tires to stop rolling and
slide sideways. As the photo below clearly demonstrates,
the trailer is twisting because the tires are holding their
position on the road. This can lead to rollover!
This is especially true for spread axle trailers and high
center of gravity loads. Look at the lateral stress placed
on the tires from the jack-knife situation. Turning angles
should be minimized to avoid rollover threshold whether
operating with duals or MICHELIN® X One® tires.
Turning angles should be minimized to avoid rollover
threshold whether operating with duals or MICHELIN®
X One® tires.

118 Section Five: MICHELIN X One Tires

® ®
 NEVER exceed vehicle limitations because of improved This can be simplified by remembering the following:
handling.
A tire with a wider footprint is going to provide
DROP
ROLL
increased lateral stability when cornering. As a result of
this increased lateral stability, the truck will tend to lean
less in turns. The increased lateral stability should not
equate to increased speed. Always obey posted speed
and STOP
limits on the highways and curves.
In other words, the vehicle lean or DROP may be the
A good rule of thumb for vehicles with high rollover
first indication of a rapid tire pressure loss. Don’t jam on
thresholds (i.e., tankers, concrete mixers) is to take the
the brakes! Pumping the brakes will allow the damaged
curves at the posted limit less 10 mph.
wheel end to ROLL to a STOP without lock-up.
There are many MICHELIN® X One® tire training videos
RAPID TIRE PRESSURE LOSS PROCEDURE including rapid tire pressure loss handling, and specific
Even though the MICHELIN® X One® tire is an application demonstrations. To obtain one of these,
innovative product, it still requires proper pressure contact your local Michelin dealer or the Michelin sales
maintenance and visual inspection practices. Tire failure representative in your area.
can and will occur.
Below you will find a handy reference of the procedure
TRACTION
to bring the vehicle to a safe stop following a rapid tire
Traction is dependent on the following variables:
pressure loss event:
– speed
– tread depth
Indications: – conditions (dry or wet, depth of water)
(Some or all the following may apply.) – tread design
– No change in handling – tread rubber compound
– Slight lean (depending on wheel position) – road surface (concrete, asphalt)
– Vibrations
– Audible noise when rapid tire pressure loss occurs
CHAINS*
Depending on the state in which you are traveling,
Immediate Actions:
chains may or may not be required. If chains are
– Accelerate enough to maintain lane position.
required, several companies have chains available for
(DO NOT apply brakes immediately.)
the MICHELIN® X One® tire. The thing to remember
– Do not apply maximum brake pressure to bring the
when purchasing chains for your MICHELIN® X One®
vehicle to a stop. This stop should be gradual by
tire is the tire size, as the 445/50R22.5 chains don’t fit the
pumping the brakes.
455/55R22.5 and vice versa. For more information, consult
– Creating assembly lock-up can cause irreparable
your local dealer or go to www.tirechains.com.
damage to tire, wheel, axle components, and vehicle.
– Pull the vehicle to a safe area.
– Do not attempt to limp further down the road.

Secondary Actions:
– Turn on flashers
– Deploy safety triangles
– Inspect vehicle for damage
– Call for assistance

* The information provided is for

reference only. Chains-specific
questions should be directed to
the chain’s manufacturer.

Section Five: MICHELIN X One Tires

® ®
119
 STOPPING DISTANCES The following provides the top ten reasons not to limp home on
Stopping distance with the MICHELIN® X One® any tire.

10
tire is similar to that of a vehicle in dual
configuration. A general rule typically mentioned
in Commercial Driver’s License (CDL) manuals is
TOP REASONS
to allow one vehicle length or one second between
NOT TO LIMP HOME
your vehicle and the one you are following for 10. Pavement Damage: when the tire is run to destruction,
every 10 mph of your velocity. For example: if you the wheel contact damages the road.
9. Wheel Damage: $$$ hundreds of dollars.
are driving at 65 mph (105 kph), allow 6.5 seconds 8. Destroyed Casing: it may have otherwise been repairable.
between your vehicle and the one in front of you. $$$ hundreds of dollars.
7. Cargo Damage: load shifts, collisions, roll-overs or fires.
A good way to practice this is to mark a spot, such
6. Collateral Truck Damage: fairings, tanks, hoses, brakes,
as a bridge, road sign, etc., that the vehicle you’re hoods, mudflaps, etc.
following has just passed and count one-one 5. Wheel and/or Tire Detachment: if the tire/wheel become
detached, they become a projectile.
thousand, two-one thousand, etc., to see how long
4. Adverse Handling Conditions: mishandled, a run flat could
it takes you to reach the same point. If you count lead to a jack-knife or even a roll-over.
to only four-one thousand, then increase your 3. Direct DOT Violation: fines/downtime/out-of-service.
2. Creating assembly lock-up can cause irreparable damage
following distance. to tire, wheel, axle components, and vehicle.
In wet and/or icy conditions, do not assume that 1. Endangers Other Vehicles and People: heavy duty truck
because you have better traction you will be able to accidents can be fatal.
stop quicker. It is always the best practice to increase
following distances and reduce driving speeds when
traveling in adverse weather conditions.
STATE AND LOCAL REGULATIONS
Some states have enacted “Load Per Inch Width” regulations for
the purpose of governing axle weight on (primarily) the steering
LIMPING HOME
axle of commercial vehicles. These regulations provide a carrying
Limping on the MICHELIN® X One® tire can cause
capacity of a certain number of pounds per each cross-sectional
damage to the wheel and casing. Although the tire
inch across the tire’s width. The determination of the tire’s width
is down, it’s possible that it is repairable unless it
can vary from state to state, but presumably would be based
was run flat. Limping home is never recommended
upon either the tire manufacturer’s published technical data for
even on dual tires. Limping is a direct CSA
overall width, or the width as marked on the sidewall of the tire
(Comprehensive Safety Analysis) violation.
(which may require conversion from Metric to English units). It is
DOT (Department of Transportation) Regulation
recommended to contact your state’s DOT office to confirm the
393.75 Tires states:
current “Load Per Inch Width” law.
For example, if a state allows for 550 pounds per inch width, a
Subpart G – Miscellaneous Parts tire marked 445/50R22.5 could carry up to 9,636 pounds (17.52 x
and accessories 550) or a total of 19,272 pounds on the drive axle (2 x 9636). Another
way to look at it is to take the total weight carried and divide by the
$393.75 Tires stated “Load Per Inch Width” law to determine the appropriate size
(a) No motor vehicle shall be operated on any tire. If a truck needs to carry 16,000 pounds an axle in a state with
tire that— a 500 pound per inch width limit (16000/500 = 32), you will need a
(1) Has body ply or belt material exposed wide single tire that is at least 16 inches wide (32/2). In this case a
through the tread or sidewall, 445/50R22.5 could legally carry the load (445 mm/25.4 mm per inch
(2) Has any tread or sidewall separation, = 17.5 inches Metric to English conversion).
(3) Is flat or has an audible leak, or
(4) Has a cut to the extent that the ply or belt The two formulas are:
material is exposed.
Load Per Inch Width Law x Tire Section Width x Number of Tires
= Gross Axle Weight Limit
Gross Axle Weight/Inch Width Law/Number Of Tires =
Minimum Tire Section Width Needed
State laws and regulations frequently can and do change, so it is
recommended that you consult your local State or Province DOT
and where you will be traveling to be sure there are no restrictions
on the use of the MICHELIN® X One® tire for your operation,
equipment, and weight.

120 Section Five: MICHELIN X One Tires

® ®
 SECTION SIX
Repairs and Retread
Repairs and Retread ........................................... 121-126
REPAIRS ................................................................................ 122-126
Two-Piece Radial Truck Nail Hole Repair Method Instructions
MICHELIN X One Tires Nail Hole Repair Method Instructions
® ®

Blue Identification Triangle

RETREAD ...................................................................................... 126

Section Six: Repairs and Retread 121

 REPAIRS
TWO-PIECE RADIAL TRUCK TIRE NAIL HOLE REPAIR METHOD INSTRUCTIONS
Please follow the instructions closely so you can put Always follow correct procedures when demounting
your customer back on the road with a quality tire and mounting tires and wheels.
repair! When inflating an assembly after a repair, be sure
to follow all procedures outlined by the tire and wheel
industry.
Do not return to service or drive on an Inspect sidewall area for any signs of ‘zipper’ damage,
improperly repaired tire. such as bulges, and listen for popping sounds. If any
of these are present, deflate the tire immediately by
Please follow the exact step-by-step procedures disconnecting the inflation line at the quick connect,
contained in this manual to attain a safe and quality deflate completely, then remove from the cage/restraining
repair. Only qualified and trained personnel should do device, and scrap the tire.
tire repairs. Proper inspection prior to repair requires the
tire to be removed from the wheel to fully assess internal
and external damage. The goal is to return the repaired Safety First
tire to service and provide the customer with a sound and Use safety glasses,
safe product. and keep repair area,
Repair products and materials used should be from the tools, and materials
clean and in good
same manufacturer to ensure compatibility in the curing working order.
process.
Check the tire for signs of underinflation/run-flat and NOTE: Always place
other damages such as bulges, bead damage, bad repairs, the mounted tire in
a safety cage or an
anything that would require the tire to be inspected by a
OSHA*-approved
professional retread and repair facility. restraining device
Never inflate a tire that has signs of heat damage or with the valve core
with indications of running underinflated. still removed!
Remember, if there are any concerns or questions
regarding the safety and integrity of the tire, err on the
side of caution, and forward the tire to a professional * Occupational Safety and Health Administration
retread and repair facility.

CROWN AREA – 3⁄8" or 10 mm, Repair Unit: CT20

T T S
Repairable Area
SHOULDER AREA – 1-1⁄2" or 40 mm
Nail Hole Limitations
Chart

Maximum repairable
nail hole diameter is SIDEWALL AREA –
3/8 inch or 10 mm Consult your MICHELIN
Dealer or your MICHELIN
(T-T area). Representative.

All injuries larger than

3/8 inch or 10 mm
or outside the specified T-T
area, must be treated as
a section repair.
Non Repairable Area
for Body Ply Damage.

122 Section Six: Repairs and Retread

 Locate and mark the injury on the outside and REMOVE the object from the tire. Inspect the injury
1 2 to determine the location, size, and angle of
inside of the tire.
penetration. Probe into the injury and make sure that no
air infiltration exists, or excessive rust has formed. Refer to
the Nail Hole Limitations Chart on Page 122 to determine
repairability and to select the proper repair material. Use
Injury Sizing Tool if available. Make sure to measure the
injury to assure the damage does not exceed 3/8” (10
mm).

Apply rubber cleaner to the inner liner at the Prepare the injury with the proper size carbide
3 injured area. While the area is still moist, use a
4 cutter on a low rpm drill (max. 1200 rpm).
rubber scraper to remove contaminating substances. Following the direction of the injury, drill from the inside
out. Repeat this process three times. Repeat this
procedure from the outside of the tire to ensure damaged
steel and rubber are removed (be careful when drilling;
you do not want to make the injury any larger than
necessary).

Using a Spiral Cement Tool, cement the injury from Place the wire puller in the middle of the black
5 the inside of the tire with Chemical Vulcanizing
6 exposed portion of the stem. Remove the
Fluid. Turn the tool in a clockwise direction both into and protective poly from the stem and brush a light coat of
out of the tire. This step should be repeated 3 to 5 times. Chemical Vulcanizing Fluid (cement) on this area. For
Leave the tool in the injury as you go to the next step. lubrication, apply a coat of cement to the wire puller
where it contacts the stem.

Section Six: Repairs and Retread 123

 Remove spiral cement tool from the injury and Grasp the wire puller from the outside of the tire
7 feed the small end of the wire puller through the 8 and begin pulling the stem into place. If the wire
injury from inside of the tire. puller comes off, grasp the stem with a pair of pliers and
pull the stem until it fills the injury, exposing
approximately 1/2 inch (13 mm) of the gray cushion
bonding gum above the face of the tread.

On the inside of the tire, center the appropriate Remove the template and cut off the stem 1/8 inch
9 10 (3 mm) above the inner liner on the inside of the
repair unit template over the stem, make sure to
correctly align the template in relationship to the tire tire. NOTE: If you do not have a repair template, go to
beads and draw a perimeter around the template. this step and cut the stem; then using the correct sized
patch and centering it correctly on the injury – arrows
towards the beads – draw your perimeter approximately
1/2 inch (12.7 mm) larger than the repair patch.

Use a low rpm (max. 5000 rpm) buffer and Vacuum all buffing dust and debris from the tire. If
11texturizing wheel to mechanically buff the stem
12 the buffed surface is touched or contaminated after
flush to the inner liner. Then buff the outlined area to cleaning the area, you must repeat Step 11 to guarantee
achieve an even RMA-1 or RMA-2 buffed texture. Use a your surface is clean for proper repair bonding.
clean, soft wire brush, remove all dust and debris from
the buffed area.

124 Section Six: Repairs and Retread

 Using Chemical Vulcanizing Fluid (cement), brush With the tire beads in a relaxed position, center the
13 14 repair unit over the filled injury. Press the repair
a thin, even coat into the clean textured area. Allow
3 to 5 minutes to dry; the vulcanizing cement should be unit down into place over the injury. Make sure the
tacky. Areas with high humidity may require a longer dry directional bead arrows on the repair unit are aligned
time. Make sure the cement used is compatible with the with the beads of the tire and press into place. Roll the
repair units you are installing. protective poly back to the outer edges of the repair unit.
This enables you to handle the repair unit without
contaminating the bonding gum layer. You are now
ready to stitch the repair.

Stitch the repair unit, firmly pressing down from Remove the rest of the poly backing. Stitch the
15 16 repair unit from the center to the outer edges.
the center toward the outer edges. This will
eliminate trapping air under the repair unit. Remove the top clear protective poly.

To cover over-buffed areas in tubeless tires, apply Cut the stem off on the outside of the tire 1/8 inch
17 18 (3 mm) above the tire’s surface. The tire is now ready
Security Sealer to the outer edge of the repair unit
and over-buffed area. If tube-type, cover the repair with to be returned to service.
Tire Talc to prevent the repair from vulcanizing to the
tube.

Section Six: Repairs and Retread 125

 MICHELIN® X ONE® TIRES NAIL HOLE BLUE IDENTIFICATION TRIANGLE
REPAIR METHOD INSTRUCTIONS Tech Identification Triangles (IDTs): Tech International
has designed a blue identification triangle for placement
adjacent to a sidewall repair for easier identification
MICHELIN® X One® Tire of acceptable bulges related to such a repair and not
• MICHELIN X One tires: There are no special
® ®

related to tire separation. Bulges 3/8” or less beyond

repair techniques or materials required when
repairing a MICHELIN X One tire. ® ® the normal sidewall profile that are associated with
sidewall repairs of radial truck tires are permitted by the
U.S. Tire Manufacturers Association (USTMA) and have
Contact your local Michelin Representative or MRT(1) been deemed acceptable by the Commercial Vehicle
Dealer if damage is beyond nail hole limits and requires a Safety Alliance (CVSA). The Tech IDT is a triangular blue
section repair. equilateral patch measuring 1.25” per side that is located
and vulcanized just above the tire rim’s flange area and
near the repair.
Acceptable Bulges 3 ⁄ 8” or Less

Blue Identification Triangle

RETREAD
Since MICHELIN radial tires are manufactured to very
®
Refer to the MICHELIN® X One® Retread and Repair
precise tolerances, it is necessary for similar standards of on Pages 110-112 for recommendations on retread
accuracy to be maintained during the retreading process. guidelines.
Suitably designed modern equipment for radial tires must Michelin Retread Technologies (MRT) Retread Designs
be provided in the retread shop. The proper tread designs, are also available in MRT(1) Retread Quick Reference
tread width, tread compound, and tread depths, must be Tread Guide (MYL44115) and/or the MICHELIN® Truck
selected according to the type of tire and its anticipated Tire Data Book (MWL40731).(2)
service. For more information, contact your local Michelin
The tire must be processed with precision to maintain Representative or MRT Dealer.
the design characteristics of the MICHELIN® radial. As
there is very little margin for error when retreading radial
(1) MRT - Michelin Retread Technologies
tires, perfection should be the only standard acceptable. (2) Documents subject to change.

126 Section Six: Repairs and Retread

 SECTION SEVEN
Diagonal (Bias or Cross)
Ply and Tube-Type
Diagonal (Bias or Cross) Ply and
Tube-Type .................................................................... 127-138
THE DIAGONAL (BIAS OR CROSS) PLY ............................... 128-130
Definitions
Tube-Type Tire
Truck Tire Size Markings
Repair and Retread
Static and Low Speed Load and Pressure Coefficients
TRA (The Tire and Rim Association, Inc.) Standards
GENERAL INSTRUCTIONS FOR TUBE-TYPE TIRE
DEMOUNTING/MOUNTING ......................................... 131-133
Selection of Proper Components and Materials
Inflation Safety Recommendations
Tire and Wheel Lubrication
Preparation of Wheels and Tires
Storage
MOUNTING TUBE-TYPE TIRES ............................................. 134-136
Mounting Tube-Type Tires Using Manual Spreaders
Mounting Tube-Type Tires Using Automatic Spreaders
Inflation of Tube-Type Tires
DEMOUNTING TUBE-TYPE TIRES......................................... 137-138

Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type 127

 THE DIAGONAL (BIAS OR CROSS) PLY TIRE
DEFINITIONS TUBE-TYPE TIRE
Diagonal (bias or cross) ply (or conventional) tires Tube Code: The proper MICHELIN® tube to be used
are made up several textile cords set on a bias (laid with MICHELIN® tube-type tires is designated by the
diagonally), criss-crossing one another. Depending on the nominal rim diameter followed by a code. Example: Tube
textile strength of the cord used (rayon, nylon, polyester), for 10.00R20 MICHELIN® tire is 20N (the R designates
and the required size of the tire, there could be from 6 radial construction).
to 20 plies in a bias-ply carcass. Without steel belts to Flap Code: When a flap is required, the proper size to
stabilize the tread, the sidewall and tread work as one use with MICHELIN® tires on each rim is designated by
unit resulting in distortion with deflection during each a code, the last two digits of which are the rim diameter
revolution. This abrasive force creates scrub and generates or rim width. Unless otherwise specified, the flap for the
heat, prematurely aging the components and shortening preferred rim is normally supplied with the tire.
the life of the tire. (e.g., 200-20L or 20 x 7.50)
The number of cross-plies in a tire tends to stiffen its
walls, preventing sufficient flex under heavy load. This
causes lateral tread movement that impairs road grip and
causes tread abrasion. The heat generated also stretches
the textile cords during the carcass life, allowing the casing
to grow and making it difficult to match new, used, and
retreaded tires in dual configuration.
Aspect Ratio example: 10.00-20 (dash (-) designates the
diagonal (bias or cross) construction), aspect ratio = 100. Locking Side Disc Flap
Ring Ring Wheel
Section height is the same as section width.
Tube and Valve Tire
Tube-Type (Seven Components)

Wheel and Valve Tire

Tubeless (Three Components)

128 Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type

TRUCK TIRE SIZE MARKINGS Note: A “rule-of-thumb” formula for finding equivalent
Most truck tire sizes are indicated by the section width tubeless sizes from tube-type: Take the nominal section
in inches, followed by R for radial (dash (-) designates the width and remove all figures after the decimal point.
diagonal (bias or cross) construction), followed by the Round up to next whole nominal section number and add
wheel diameter in inches: 2.5 to wheel diameter.

TUBE-TYPE TUBELESS Example:

10.00R20 11R22.5 TUBE-TYPE TUBELESS
8.25R20 = 9R22.5
10.00 = nominal section 11 = nominal section
width in inches width in inches Nominal Cross Section 8.25
R = radial R = radial Remove 0.25
Add 1 to the 8 = 9
20 = wheel diameter 22.5 = wheel diameter
in inches in inches Wheel Diameter 20
Add 2.5 to Wheel Diameter 20 + 2.5 = 22.5
Thus, we have 9R22.5 Tubeless.

Tube-Type Tubeless

20" 22.5"

COMPARATIVE SIZES – STANDARD – LOW PROFILE

TUBE-TYPE TUBELESS TYPE MICHELIN TRA*
8.25R15 9R17.5
8.25R20 9R22.5 235/80R22.5 245/75R22.5 REPAIR AND RETREAD
9.00R20 10R22.5 255/80R22.5 265/75R22.5 1. Follow proper procedures per your Michelin Retread
10.00R20 11R22.5 275/80R22.5 295/75R22.5 Technologies dealer.
11.00R20 12R22.5 2. Use bias repair units in bias tires and radial repair units
10.00R22 11R24.5 275/80R24.5 285/75R24.5 in radial tires.
3. When performing tube repairs, do not install the patch
11.00R22 12R24.5
on an inflated tube.
* The Tire and Rim Association, Inc.
4. Once the repair is complete, apply tube talc to the
patch and any exposed buffed area to prevent sticking
when re-installed inside the tire.

Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type 129

 STATIC AND LOW SPEED LOAD AND PRESSURE COEFFICIENTS

Never exceed the maximum load or pressure limits of the wheel. Exceeding the wheel limits can lead to
component failure, serious accident, injury, or death.

TRA (TIRE AND RIM ASSOCIATION, INC.) STANDARDS

These tables apply to tires only. Consult wheel manufacturer for wheel load and inflation capacities.

Load limits at various speeds for radial ply

truck-bus tires used on improved surfaces. (1)
A. METRIC AND WIDE BASE TIRES B. CONVENTIONAL TIRES
The service load and minimum (cold) inflation must The service load and minimum (cold) inflation must
comply with the following limitations unless a speed comply with the following limitations unless a speed
restriction is indicated on the tire.* restriction is indicated on the tire.*

Speed Range Inflation Speed Range Inflation

% Load Change % Load Change
(mph) Pressure Change (mph) Pressure Change
11 thru 20 +17% +15 psi 11 thru 20 +32% +15 psi
6 thru 10 +25% +20 psi 6 thru 10 (2) +60% +30 psi
2.6 thru 5 +45% +20 psi 2.6 thru 5 (2) +85% +30 psi
Creep thru 2.5 +55% +20 psi Creep thru 2.5 (2) +115% +30 psi
Creep (2) +75% +30 psi Creep (2,3) +140% +40 psi
Stationary +105% +30 psi Stationary (2) +185% +40 psi

Note: For bias ply tires please consult the TRA Year Book.

(1) These load and inflation changes are only required when exceeding the tire manufacturer’s rated load for the tire.
(2) Apply these increases to Dual Loads and Inflation Pressures.
(3) Creep – Motion for not over 200 feet in a 30-minute period.
Note 1: The inflation pressures shown in the referenced tables are minimum cold pressures for the various loads listed.
Higher pressures should be used as follows:
A. When required by the above speed/load table.
B. When higher pressures are desirable to obtain improved operating performance.
For speeds above 20 mph, the combined increases of A and B should not exceed 20 psi above the inflation specified for the maximum load of the tire.
Note 2: Load limits at various speeds for:
Tires used in highway service at restricted speed.
Mining and logging tires used in intermittent highway service
*Exceeding the legal speed limit is neither recommended nor endorsed.

130 Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type

 GENERAL INSTRUCTIONS
FOR TUBE-TYPE DEMOUNTING / MOUNTING
A tire cannot perform properly unless it is mounted properly on the correct size wheel. The following are general
instructions for demounting and mounting MICHELIN® tube-type tires. For detailed instructions on mounting and
demounting truck tires on types of wheels, refer to the instructions of the wheel manufacturer or the USTMA (U.S. Tire
Manufacturers Association) wall charts.

Do not reinflate any tires that have been run underinflated or flat without careful inspection for
damage. If run flat damage is detected, scrap the tire. A tire is considered run flat if it is found to be
less than 80% of normal recommended operating pressure. This can result in serious injury or death.
The tire may be damaged on the inside and can explode during inflation. The wheel parts may be
worn, damaged, or dislodged and can explosively separate.

TUBES AND FLAPS FOR COMMERCIAL TRUCK TIRES

CAI MSPN NEW CCID/CAD CCIE RPC CAI DESCRIPTION

554844 09037 9CF X0F NA14 CHA 8.25R16 VALVE AC3582 MI

301541 09338 9BF X0F NA14 CHA 7.50R16 VALVE AC3582 MI

961407 31587 9GA XAA, XAB NA14 FLAP 16X6.00 MI

758557 49939 9CF X0P NA14 CHA 11R20 VALVE AE7582

470853 06677 9FA XAA NA14 CHA 325/95R24 VALVE TR582 HD MI

222667 32679 9FA XAA NA14 FLAP 24/25X8.50 HD MI

444960 02418 9EA XAA,XAB NA14 FLAP 20X8.5 MI

336006 55675 9HP X0F NA14 CHAMBRE 10.00R20 VALVE AE7582 MI

817484 02236 9EA XAA NA14 FLAP 20 X 7.50 MI+

MOUNTING LUBRICANT

Product Size Product code

Tigre Grease 80 4 Kg 25817

Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type 131

 1. SELECTION OF PROPER COMPONENTS
AND MATERIALS
It is imperative to adhere to all the safety
a. All tires must be mounted with the proper
recommendations listed below. Failure to do
MICHELIN® tube and flap (if required) and wheel as so will negate the safety benefit of using an
indicated in the specification inflation cage or other restraining device and can
tables on Page 131. For complete lead to serious injury or death.
tire specifications, refer to
application specific data books. 2. INFLATION SAFETY RECOMMENDATIONS
a. Do not bolt the inflation cage to the floor or nor add any
other restraints or accessories.

Metal Insert

Tube
Flap

Rim

Valve Slot Valve

b. The inflation cage should be placed at least 3 feet from

anything, including a wall.
b. Make certain that wheel components are properly
matched and of the correct dimensions for the tire.
c. Always use a new MICHELIN® tube when mounting
a new tire. Since a tube will exhibit growth in size
through normal use, an old tube used in a new
mounting increases the possibility of tube creasing and
chafing, possibly resulting in failure.

c. Never stand over, or in front of a tire when inflating.

d. Always use a clip-on chuck and a
sufficiently long air hose between the
Pinched tube in-line gauge and the chuck to allow the
d. Always use a new MICHELIN® flap when mounting service technician to stand outside the
a new tire. A flap, through extended use, becomes trajectory zone when inflating.
Clip-on Chuck
hard and brittle. After a limited time, it will develop
a set to match the tire and wheel in which it is fitted. Trajectory zone means any potential path or route that
Therefore, it will not exactly match a new tire and a wheel component may travel during an explosive
wheel combination. separation or the sudden release of the tire pressure,
e. Always install new valve cores and metal valve caps or an area at which the blast from a single piece wheel
containing plastic or rubber seals. For tires requiring may be released. The trajectory may deviate from paths
O-rings, be sure to properly install a new silicone that are perpendicular to the assembled position of the
O-ring at every tire change. wheel at the time of separation or explosion. See Rubber
f. Always use a safety device such as an inflation cage Manufacturers Association Tire Information Service
or other restraining device that will constrain all Bulletin Volume 33, Number 4 for more information.
wheel components during an explosive separation
of a multi-piece wheel, or during the sudden release
of the contained air of a single piece wheel that is in
compliance with OSHA (Occupational Safety and Health
Administration) standards.

132 Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type

3. TIRE AND WHEEL LUBRICATION Avoid using excessive amounts of
It is essential that an approved tire mounting lubricant lubricants.
be used. Preferred lubricants for tube type tires, tubes, and
flaps are vegetable based and generally premixed and “ready
to use”. Using lubricants which are improperly diluted can
lead to contaminants being transferred to the tube and
flap interfaces which can lead to potential failure. Never
use antifreeze, silicones, or petroleum-based lubricants as
this will damage the rubber. Lubricants not mixed to the
manufacturer’s specifications may have a harmful effect on
the tire and wheel.
The lubricant serves the following three purposes:
• Helps minimize the possibility of damage to the tire beads Dry mounting should be avoided.
from the mounting tools. Use approved lubricants.

• Helps ease the insertion of the tire onto the wheel by

lubricating all contacting surfaces.
• Assists proper bead seating (tire and wheel centering) and
helps to prevent eccentric mountings.
The MICHELIN® product, Tigre Grease 80, MSPN 25817, is
specifically formulated for commercial truck tire mounting. It
can be obtained through any authorized Michelin Truck Tire
dealer or by contacting Michelin Consumer Care (1-888-622-
2306).
Apply a clean lubricant to all portions of the tire bead
area and the exposed portion of the flap using sufficient but b. Inspect wheel assemblies for cracks, distortion, and
sparing quantities of lubricant. Also, lubricate the entire deformation of flanges. Using a file and/or emery
rim surface of the wheel. Avoid using excessive amounts of cloth, smooth all burrs, welds, dents, etc. that are
lubricant, which can become trapped between the tire and present on the tire side of the wheel. Inspect the
tube and can result in tube damage and rapid tire pressure condition of bolt holes on the wheels.
loss. c. Remove rust with a wire brush and apply a rust
CAUTION: It is important that tire lubricant be clean and inhibiting paint on steel wheels. The maximum paint
free of dirt, sand, metal shavings, or other hard particles. The thickness is 0.0035” (3.5 mils) on the disc face of the
following practice is recommended: wheel.
a. Use a fresh supply of tire lubricant each day, drawing from d. Remove any accumulation of rubber or grease stuck
a clean supply source and placing the lubricant in a clean to the tire, being careful not to damage it. Wipe the
portable container. beads down with a dry rag.
b. Provide a cover for the portable container and/or other
means to prevent contamination of the lubricant when not
in use. For lubricants in solution, we suggest the following
Never weld or apply heat to a wheel on which a
method, which has proven to be successful in helping to
tire is mounted. This may lead to a destructive
minimize contamination and prevent excess lubricant increase in air pressure, tire failure, injury or
from entering the tire casing: provide a special cover death.
for the portable container that has a funnel-like device
attached. The small opening of the funnel should be sized
so that when a swab is inserted through the opening into STORAGE
the reserve of lubricant and then withdrawn, the swab is Serious problems can occur with tube-type tires
compressed, removing excess lubricant. This allows the when they are mounted with water trapped between
cover to be left in place providing added protection. A the tire and tube. Under pressurization, the liquid can
mesh false bottom in the container is a further protection pass through the inner liner and into the casing plies.
against contaminants. The tire should be mounted and This can result in casing deterioration and sudden tire
inflated promptly before lubricant dries. failure. Most failures of this nature are due to improper
storage. This is a particular problem with tube-type tires
4. PREPARATION OF WHEELS AND TIRES because of the difficulty in detecting the water, which has
a. Always wear safety goggles or face shields when buffing or collected between the tire and tube.
grinding wheels.

Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type 133

 MOUNTING TUBE-TYPE TIRE

Reassembly and inflation of mismatched parts can result in serious injury or death. Just because parts
fit together does not mean that they belong together. Check for proper matching of all wheel parts
before putting any parts together. Inspect the tire and the wheel for any damage that would require
them to be placed out of service.

Mismatching tire and wheel components is dangerous. A mismatched tire and wheel assembly
may explode and can result in serious injury or death. This warning applies to any combination of
mismatched components and wheel combinations. Never assemble a tire and wheel unless you have
positively identified and correctly matched the parts.

Insert the proper size MICHELIN® tube into the tire Insert the valve through the flap valve hole. (Make
1 and partially inflate (3 psi max) to round out the
2 sure the reinforced patch that is directly over the
tube (with larger sizes it may be necessary to use flap valve hole is facing outwards.) Then insert the
bead spreaders – see below for mounting remainder of the flap into the tire.
instructions). If installing tubes in used tires, ensure
there are no penetrations existing.

NOT TO EXCEED 3 PSI!

Check the flap wings to ensure against folding. This Inflate the tube until the flap is secured against the
3 is easily accomplished by placing your hand into
4 tire wall and the beads start to spread apart, making
one tire side, then the other, and then running your sure not to exceed 3 psi.
hand along the entire flap wing. NOTE: It is a best practice to install a valve cap to
NOTE: Applying tube talc to a new tube will help protect the threads when passing the stem through
prevent sticking and potential folds when installing. the wheel slot.

134 Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type

 Apply a proper tire lubricant to both beads, exposed Lay the rim flat on the floor with the gutter side up.
5 flap, and fully to the rim. Make sure that excess
6 Place tire, tube, and flap on the rim, taking care to
lubricant does not run down into the tire. center the valve in the slot. Once the tire is properly
positioned on the rim, install the side ring if
applicable (a two piece wheel will not have a side
ring).

Two-Piece Wheels
For two-piece wheels, place the side ring on the rim
base so that the ring split is opposite the valve stem by
placing the leading end (end without the notch) of the
ring into the groove in the rim, and progressively walk the
side ring into place. Ensure the ring is fully seated in the
gutter.

Three-Piece Wheels
For three-piece wheels, place the side ring on the
7 Three-piece rim positioned. rim base and stand on the ring to position it below the
gutter wheelbase. Snap the leading end (end without the
notch) of the lock ring into the gutter of the rim base, and
progressively walk the lock ring into place. Ensure the
ring is fully seated in the gutter.

8 Snap and walk ring into place.

Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type 135

MOUNTING OF TUBE-TYPE TIRES USING INFLATION OF TUBE-TYPE TIRES
MANUAL SPREADERS 1. An inflation line with an extension (30” minimum),
1. Follow Steps 1 through 3 of the “Mounting of Tube- in-line gauge, and a clip-on valve chuck should be used
Type Tires.” However, before inserting the flap into for inflation. Remove valve core and lay the assembly
the tire, position two bead spreaders in the following flat on the ground. Using an approved restraining
manner: device, inflate partially to seat beads to no more than 40
a. Place the first at a 90° angle to the valve. (Flap is psi. While the tire is still in the restraining device, make
positioned between the spreader and the tube.) sure all wheel components are centered and locked
b. Place the second directly opposite the first. properly. If not, the tire must be deflated, broken down,
c. Spread the beads and insert the flap. relubricated and reinflated. Do not attempt to seat the
d. Close the beads, remove spreaders. lock ring by means of a hammer.
2. Follow Steps 4 through 8 of the “Mounting of
Tube-Type Tires.”

MOUNTING OF TUBE-TYPE TIRES USING

AUTOMATIC SPREADERS
1. Spread the tire beads.
2. Inflate the tube to approximately 3 psi.
3. Insert the tube into the tire.
4. Insert the valve through the flap valve hole.
(As mentioned, the flap reinforced valve area must face
outwards.) Insert the remainder of the flap into the tire.
5. Close the beads.
6. Apply a proper tire lubricant to the inside and outside
surfaces of both beads and to that portion of the flap
that appears between the beads. Make sure that excess 2. Deflate the tire by removing the inflation line. This is to
lubricant does not run down into the tire. allow the tube to relax, thus, eliminating any wrinkles
7. Follow Steps 4 through 8 of the “Mounting of Tube- or uneven stretching that may have occurred during
Type Tires.” primary inflation.
3. With the valve core still removed, place the dual
and wheel assembly into an approved safety cage or
other approved restraining device meeting OSHA
(Occupational Safety and Health Administration)
Do not reinflate any tires that have been standards, and reinflate the tire to the pressure shown
run underinflated or flat without careful on the sidewall to ensure proper bead seating. Then
inspection for damage. Unseen internal adjust the tire to the proper operating pressure. Never
damage may lead to failure, injury, or death. stand over a tire or in front of a tire when inflating.
Always use a clip-on valve chuck with an in-line valve
If run flat damage is detected, scrap the tire.
A tire is considered run flat if it is found to with a pressure gauge or a presettable regulator and
be less than 80% of normal recommended a sufficient length of hose between the clip-on chuck
operating pressure. and in-line valve (if one is used) to allow the employee
to stand outside the trajectory path when inflating.
USTMA (U.S. Tire Manufacturers Association) requires
that all steel sidewall radial tires are inflated without a
valve core.
AFTER YOU MOUNT THE TIRE ON THE
4. Reinspect the assembly for proper positioning and
WHEEL, YOU MUST CAGE IT! seating of all components.
5. Check for leaks, and install a suitable valve cap.

136 Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type

 DEMOUNTING TUBE-TYPE TIRES

Any inflated tire mounted on a wheel contains explosive energy. The use of damaged, mismatched, or
improperly assembled tire and wheel parts can cause the assembly to burst apart with explosive force.
If you are struck by an exploding tire, wheel part, or the blast, you can be seriously injured or killed. Do
not attempt to dismount the tire while the assembly is still installed on the vehicle. Use proper tools
to demount or mount wheel parts. Never use a steel hammer to seat wheel parts – use only rubber,
plastic, or brass-tipped mallets. Striking a wheel assembly with a hammer of any type can damage the
tire or wheel and endanger the installer. Use a steel duck bill hammer only as a wedge. Do not strike
the head of a hammer with another hard-faced hammer – use a rubber mallet.

Rim Tools

Before loosening any nuts securing the tire and wheel

1 assembly to the vehicle, remove the valve core and
deflate completely. If working on a dual assembly,
completely deflate both tires. Run a wire or pipe
Remove the tire and wheel assembly from the
cleaner through the valve stem to ensure complete 2 vehicle and place on the floor with the side ring up.
deflation. This is to prevent a possible accident.

Run a wire or pipe cleaner through the valve stem Apply lubricant to all surfaces of the bead area of
3 to clear the valve stem.
4 the tire. Use the duck bill hammer, with the rubber
mallet as a wedge, or a slide hammer.

Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type 137

 For two-piece wheels, remove the side ring by For three-piece wheels,
5 pushing the tire bead down. Insert the tapered end
6 remove the lock ring by
of the rim tool into the notch and pry the side ring pushing the side rings and
out of the gutter. Pry progressively around the tire the tire bead down. Insert
until the side ring is free of the gutter. the tapered end of the rim tool into the notch near
the split in the lock ring, push the tool downward,
and pry the lock ring outward to remove the gutter
from the base. Use the hooked end of the rim tool
progressively around the tire to complete the
removal, then lift off the side ring.

7 Install a rim stand if available. This greatly facilitates removal of the tire from the rim.
Once installed, turn the assembly over.

8 Unseat the remaining tire bead from the rim. Help feed the stem out of the slot as they can hang up.
Then lift the rim from the tire and remove the tube and flap.

138 Section Seven: Diagonal (Bias or Cross) Ply and Tube-Type

 SECTION EIGHT
Tire Damage
EFFECT & CAUSE
All scrap tire failures are cause and effect related. In the
most of the situations, it is the effect that we first see when
we look at the tire damage. However, tire condition “effects”
may have many causes. Often a pattern can be found that may
point to changes needed to avoid future scrap failures of this
nature. Most tubeless commercial scrap conditions are found
in the following damage categories:

Tire Damage .............................................................. 139-154

EFFECT AND CAUSES .................................................................. 139
TIRE INSPECTION .................................................................. 140-141
RUN FLAT.............................................................................. 142-143
AIR INFILTRATION ................................................................ 144-147
The Use of Internal Balancing Materials and/or
Coolants in MICHELIN® Truck Tires
PINCH SHOCK .............................................................................. 148
MINIMUM DUAL SPACING ......................................................... 148
IMPACT DAMAGE ....................................................................... 149
FATIGUE RELATED DAMAGE...................................................... 150
BEAD DAMAGE ........................................................................... 151
ADDITIONAL CAUSES: REPAIRS AND
RETREADING CONDITIONS .......................................... 152-153
SCRAP INSPECTION FORM .......................................................... 154

Section Eight: Tire Damage 139

 TIRE INSPECTION
TIRE INSPECTION
Any tire that is determined or suspected to be run flat,
should be inspected thoroughly prior to returning to service.
Tire inspection should always include a thorough inspection
of both sidewalls and inner liner, as this may reveal any
potential damage condition that would cause the tire to
become scrap. Inner liner examination for creases, wrinkling,
discoloration, or insufficient repairs, and exterior examination
for signs of bumps or undulations, as well as broken cords,
could be potential out of service causes.
Look for wrinkling, discoloration, cracking, and/or
degradation of the inner liner. Any breach to the inner liner
Inner Liner Damages
can result in the introduction of moisture to the casing and
subsequent corrosion. If any signs of run flat exist to the inner
liner, the tire should be made unusable and scrapped.
Abrasion marks on the sidewall due to road contact and/
or creases in the sidewall are another indicator of run flat.
Feel for soft spots in the sidewall flex area. Using an indirect
light source helps identify sidewall irregularities by producing
shadows at the ripples and bulges. Look for protruding wire
filaments indicating broken sidewall cords.
All repair patches should be inspected for lifting, cracks,
splits, and general condition.
Proper OSHA (Occupational Safety and Health
Administration) regulations must be followed when putting Abrasion Marks on the Sidewall
any tire and wheel back in service. After the tire has been
inflated to 20 psi in a safety cage, it should undergo another
sidewall inspection for distortions, undulations, or popping
noise indicating a breaking of the steel cords. If this is the
case, immediately deflate the tire and scrap. If no damage is
detected, continue to inflate to the maximum pressure marked
on the sidewall. Inspect the sidewall from a distance looking for
distortions and/or undulations and listen for a popping noise.
If none exist, then insert valve core and return tire to service
after adjusting the pressure.

Ripples or Bulges in the Sidewall Flex Area

Potential Zipper Rupture

Patch Lifting

140 Section Eight: Tire Damage

 If none of these conditions exist, the U.S. Tire
Manufacturers Association (USTMA) suggests the following
procedure for returning the tire to service.

1. Place the tire and wheel assembly in an approved

inflation safety cage*. Remain outside of the tire’s
trajectory. Do not place hands in the safety cage while
inspecting the tire or place head close to the safety cage.
After properly seating the beads, with the valve core
removed, adjust the tire to 20 psi, using a clip-on air
chuck with a pressure regulator and an extension hose.

Patch Cracking 2. Inspect the mounted tire inflated to 20 psi for

distortions or undulations (ripples and/or bulges).
Listen for popping sounds. IF ANY OF THESE
CONDITIONS ARE PRESENT, THE TIRE SHOULD BE
Remove and repair all penetrating objects and check
MADE UNUSABLE AND SCRAPPED. If none of these
the beads for damage that may have occurred during
conditions are present, proceed to the next step.
removal.

3. If beads are not seated at 40 psi, STOP. Deflate tire

completely, remove from cage, and determine problem.

4. With the valve core still removed, inflate the tire

to 20 psi over the normal recommended operating
pressure. During this step, if any of above conditions
appear, immediately stop inflation. DO NOT EXCEED
MAXIMUM PRESSURE SPECIFICATION FOR THE
WHEEL.

5. Before removing the tire and wheel assembly from

the safety cage, reduce the inflation pressure to the
Penetrating Objects
recommended normal operating pressure. Remain
outside of the tire’s trajectory zone.

* Occupational Safety and Health Administration Standard

1910.177 requires all tubeless and tube-type medium and large
truck tires be inflated using a restraining device or barrier (e.g.,
safety cage that conforms to OSHA standards), and using a clip-on
chuck with a pressure regulator and an extension hose.

Bead Damage Caused by Mounting/Dismounting

Section Eight: Tire Damage 141

 RUN FLAT
RUN FLAT AND ZIPPER RUPTURES Occasionally, a tire will be flat when it arrives at the
repair facility and there will be no external signs of a
Run Flat: Any tire that is known or suspected to have run rupture. Note the X-ray photo below on the right reveals
at less than 80% of normal recommended operating tire the broken casing ply cords.
pressure. If re-inflated, this tire will experience a rapid loss of tire
Normal Operating Pressure: The cold inflation pressure pressure with explosive force.
required to support a given load as recommended by the
tire manufacturer’s data book.
Zipper Rupture: This condition is circumferential Tires operated below the recommended tire
rupture in the flex zone of the sidewall. This damage is pressure (run flat) are susceptible to zipper
ruptures, particularly during the re-inflation
associated with underinflation and/or overloading. Any
process. Zipper ruptures pose a serious risk to
moisture that is permitted to reach ply cords will cause personnel and must be well understood.
corrosion, which can also result in a zipper rupture.

Circumferential Rupture of Casing Ply or “Zipper X-ray Photo of Broken

Rupture” Cords on Unruptured Casing

EFFECT: Inner Liner Marbling – Creasing EFFECT: Inner Liner Cracking

CAUSE: Underinflation CAUSE: Underinflation

EFFECT: Leaking Valve, Grommet, or Wheel EFFECT: Crack in the Repair Unit
CAUSE: Improper Installation – Torque, Lubrication, CAUSE: Improper Repair or Improper Repair Procedures
Corrosion

142 Section Eight: Tire Damage

EFFECT: Discoloration, Blistering, and/or Separations of EFFECT: Crack Around Nail Hole Plug
the Inner Liner CAUSE: Improper Repair or Improper Repair Procedures
CAUSE: Continued Operation After Loss of Tire
Pressure

EFFECT: Crown/ Sidewall Injury Resulting in Tire Pressure

Loss
CAUSE: Nail Hole Bolt/ Debris Penetrating the Liner

EFFECT: Sidewall Separation Due to Air Infiltration

Resulting from Bead Damage
CAUSE: Due to Mount/Dismount

EFFECT: Run Flat

CAUSE: Crown Perforation/Penetration

Section Eight: Tire Damage 143

 AIR INFILTRATION
Air infiltration is an “inside-out” damage. The air inside Just as the MICHELIN® X One® tire reacts differently to
the tire is much higher (80-120 psi) than atmospheric pressure settings, it also reacts differently to air infiltration.
pressure. Modern tubeless tires have a major advantage The usual effect of air infiltration on a MICHELIN® X One®
over a tube-type tire. When a tube-type tire is punctured, tire can be seen between the top or protector ply and the
it only takes seconds to become flat. A tubeless tire may tread rubber. Air infiltration always results in removing the
take weeks or months for the air to escape – this is because tire from service (dual or wide single); however, not having
the inner-liner (airtight lining) is integral to the tire. One belt separation or large sidewall ruptures could prevent
issue with tubeless tires is that even though they may take rapid tire pressure loss events.
a long time to go flat, the air is still trying to get out. As the
high-pressure air makes its way back through the puncture
channel, it can separate products within the tire.

The cause of air infiltration can be from:

• nail or another puncture
• objects left in the tire
• bad repair
• bead damage from mounting/dismounting
• anything that has caused the inner liner to become
damaged

A dual tire can show this effect on the upper sidewall,

bead area, or between crown belts. Nine times out of ten,
though, it will be in the upper sidewall and manifest itself
as a flap or “smiley face.”
A more severe form of air infiltration on dual tires results
in belt separation and subsequent rapid tire pressure loss.

144 Section Eight: Tire Damage

 AIR INFILTRATIONS ARE AVOIDABLE.
Never use a duckbill hammer to mount tubeless truck Remove and repair nails, screws, and other penetrations
tires, as this is the number one cause of bead damages. promptly, BEFORE they can cause air infiltration.
Use proper repair techniques and inspect all repairs
prior to returning tire to service.

Do not use hammers of any type. Striking a

wheel assembly with a hammer can damage
both the tire and the wheel and is a direct
OSHA* violation.

NEVER leave service items inside the tire like repair parts,
valves, caps, etc. NEVER intentionally place items like golf
balls inside the tire to “act” as a balancing agent, as this can
lead to inner-liner damage.

* Occupational Safety and Health Administration

Any object that cuts the inner liner

can lead to air infiltration!

THE USE OF INTERNAL BALANCING and/ or coolant manufacturer as being safe for use in
MATERIALS AND/OR COOLANTS IN tires. Water/moisture content testing should be included
in the certification process. Any product with a water or
MICHELIN® TRUCK TIRES
moisture content greater than 3% as measured by the Karl
The use of internal balancing materials and/or
Fisher Method (ASTM D6304) will automatically void any
coolants (such as powders, liquids, gels and/or beads) in
mileage, number of retreads and/or time warranty.
MICHELIN® Truck Tires does not automatically affect the
In addition to the forgoing, please refer to the
tire warranty unless the internal balancing material and/
MICHELIN® Truck Tire Operator’s Manual and Limited
or coolant has a high water/moisture content or that it is
Warranty (MWE40021) for a general discussion of what is
determined that the internal balancing material and/or
and is not covered by the warranty.
coolant has adversely affected the inner liner, casing plies,
NOTE: Please consult Michelin prior to using internal
or the performance of the tires. Prior to using any type
balancing materials and/or coolants in any MICHELIN®
of internal balancing material and/ or coolant, Michelin
tires that have sensors in them. The internal balancing
strongly recommends that the customer make sure the
materials and/or coolants may adversely affect the
internal balancing material and/ or coolant has been
performance of the sensors.
tested and certified by the internal balancing material

Section Eight: Tire Damage 145

 Any damage that opens the inner liner and allows air under pressure to migrate within the steel and rubber products.

EFFECT: Bead Area or Inner Liner Damage

CAUSE: Improper Demounting Procedure,
Lack of Lubricant

EFFECT: Premature Failure of Repair EFFECT: Object that Penetrates into the Tire and
CAUSE: Object that Penetrates into the Tire and Through the Inner Liner
Through the Inner Liner CAUSE: Nail, Bolt, Screw, etc.

EFFECT: Radial Liner Split EFFECT: Missed Nail Hole

CAUSE: Due to Impact CAUSE: Repaired from the Outside Resulting in Missed
Damage

146 Section Eight: Tire Damage

EFFECT: Inner Liner Cut EFFECT: Inner Liner Burn
CAUSE: Shipping or Mounting Damage CAUSE: Electrical Discharge Damage

EFFECT: Sidewall Separation Due to Air Infiltration

CAUSE: Improper Repair

Section Eight: Tire Damage 147

 PINCH SHOCK
Crown/sidewall impact, crushing the tire and creating internal damage to the rubber products due to severe crushing.
• Impact with a curb, pothole, road debris, etc.
• Severe impact with any blunt object

EFFECT: External Rubber Damage EFFECT: Internal Creasing

CAUSE: Severe Impact CAUSE: Severe Impact

EFFECT: Small Bulge Sidewall Rupture Shock

CAUSE Impact with a Curb, Pothole, Road Debris, etc.

MINIMUM DUAL SPACING – KISSING DUALS

EFFECT: Friction Severely Weakens the Casing

CAUSE: Improper Minimum Dual Spacing

148 Section Eight: Tire Damage

 IMPACT DAMAGE
• With or without a rupture – zipper
• Crown, shoulder, or sidewall
• Impact with a sharp cutting object (A rupture usually indicates a rather severe impact.)

EFFECT: Break in Tire Interior Surface, Pulled or Loose EFFECT: Impact Damage
Cords CAUSE: Severe Impact with Any Blunt Object
CAUSE: Severe Impact with Any Blunt Object

EFFECT: Sidewall Damage EFFECT: Impact Damage

CAUSE: Object Wedged Between Dual Assembly CAUSE: Sidewall Rupture from Shock

EFFECT: Inner Liner Split EFFECT: Impact Damage

CAUSE: Sidewall Impact CAUSE: Sidewall Rupture from Shock
Section Eight: Tire Damage 149
 FATIGUE RELATED DAMAGE
• With or without a rupture – zipper*
• Any damage that will allow the casing to oxidize or the casing plies to weaken or break
• Run flat tires (mainly dual positions)
• Impacts to steel (not filled or repaired)
• Improper repair or improper repair procedures (premature failure of repair)

EFFECT: Exposed Steel Cord EFFECT: Any Damage That Will Allow the Casing to
CAUSE: Detachment of Repair Product Oxidize
CAUSE: Moisture

*ZIPPER
A fatigue related damage, with or without a rupture, occurs in the sidewall flex area of steel radial light and medium truck
tires when it is subjected to excessive flexing or heat. This zipper rupture is a spontaneous burst of compressed air, and the
resulting rupture can range in length anywhere from 12 inches to 3 feet circumferentially around the tire. This is caused by
the damage and weakening of the radial steel cables as a result of underinflation and the tire running flat. Eventually, the
pressure becomes too great for the cables to hold, and the area ruptures with tremendous force.

EFFECT: Zipper Rupture

CAUSE: Damage/Weakening of Radial Steel Cables as
a Result of Underinflation and Running the
Tire Flat

MRT X-Ray Image of Fatigue-Related Damage without a

Rupture

150 Section Eight: Tire Damage

 BEAD DAMAGE
Bead turning, cracking/splitting, unwrapping.
• Heavy brake heat generating operations
• Mechanical brake system out of specification
• Incorrect wheel width
• Excessive flex from overload/underinflation
• Mounting/Demounting (insufficient lubrication, improper tool use, aggravated by heat (beads become brittle))

EFFECT: Heating and Deformation of the Bead Rubber EFFECT: Bead Turning, Cracking/Splitting, Unwrapping
CAUSE: Excessive Heat from Heat
CAUSE: Excessive Heat

EFFECT: Bead Tearing from Mounting/Demounting EFFECT: Bead Turning, Cracking/Splitting, Unwrapping
CAUSE: Insufficient Lubrication, Improper Tools from Heat
CAUSE: Excessive Heat

Section Eight: Tire Damage 151

 ADDITIONAL CAUSES: REPAIRS & RETREADING CONDITIONS

Improperly Aligned Repair (Note that the arrows on Rupture on Improperly Aligned Repair (Note that the
the patch do not point toward the beads.) arrows on the patch do not point toward the beads.)

Bad Sidewall Spot Repair Bad Bead Repair

Tread Edge Lifting Porosity

152 Section Eight: Tire Damage

EFFECT: Improper Repair or Improper Repair Procedures Improper Repair, Tube Repair Patch in Radial Tire, and
CAUSE: Premature Failure of Repair Bead Damage from Demounting

Open Splice Joint EFFECT: Improper/Incomplete Repair

CAUSE: Internal Sidewall Damage from Penetrating
Object Not Repaired

Improper Repair, Bias Ply Patch in a Radial Tire, Bridged Repair (Rupture, Split, or Cracking of the
Note Also the Misalignment Repair Material)

Section Eight: Tire Damage 153

 SCRAP INSPECTION FORM
EXAMPLE
Fleet:__________________________________________________ Date:_________________

MFR. DOT TREAD RETREAD INFO CONDITIONS

SIZE TYPE MFR. COMMENT
PL WK YR DEPTH # WHO WK/YR EFFECT CAUSE

445/50R22.5 XONE LED MX B6 29 20 24/32

275/80R22.5 XLEZ MX B6 49 20 19/32

275/80R22.5 XZE2 MX M5 02 20 22/32

445/50R22.5 XONE LET MX M5 22 20 12/32

Fleet:__________________________________________________ Date:_________________

MFR. DOT TREAD RETREAD INFO CONDITIONS

SIZE TYPE MFR. COMMENT
PL WK YR DEPTH # WHO WK/YR EFFECT CAUSE

Tire Condition Index: Effect and Cause

154 Section Eight: Tire Damage

 SECTION NINE
Appendix
Appendix ...................................................................... 155-183
GENERAL INFORMATION..................................................... 156-159
Units of Measurement
Pressure Unit Conversion Table
Load Range/Ply Rating
Approximate Weight of Materials
Load Index
Conversion Table (Standard – Metric – Degrees)
Speed Symbol
RUNOUT TOLERANCES ............................................................... 160
FRONT END ALIGNMENT ............................................................ 160
Toe
Camber
Caster
AXLE ALIGNMENT ...................................................................... 161
Tandem Scrub Angle or Skew
Thrust Angle Deviation
Steering Axle Offset
Drive Axle Offset
Steering Axle Skew
ALIGNMENT - FIELD METHOD............................................. 162-164
CASING MANAGEMENT....................................................... 164-165
COLD CLIMATE PRESSURE CORRECTION DATA ........................ 165
COST ANALYSIS .......................................................................... 166
FUEL SAVINGS ............................................................................. 167
MOUNTING PROCEDURES FOR 16.00R20 AND 24R21.............. 168
TIRE REVOLUTIONS PER MILE CALCULATION ........................... 169
OUT-OF-SERVICE CONDITIONS............................................ 170-171
RUNOUT AND VIBRATION DIAGNOSIS............................... 172-174
SERVICING MULTI-PIECE AND SINGLE PIECE
RIM/WHEELS (OSHA 1910.177) ................................... 175-177
REGROOVING ....................................................................... 178-179
TRANSIT APPLICATIONS IN URBAN CONDITIONS..................... 180
THE CRITICAL 6 - FACTORS THAT COST FLEETS MONEY ......... 180

PUBLICATIONS, VIDEOS, AND WEBSITES ........................... 182-183

INDEX .......................................................................................... 184

Section Nine: Appendix 155

 GENERAL INFORMATION
UNITS OF MEASUREMENT PRESSURE UNIT CONVERSION TABLE
Quantity S.I. Units Other Units kPa bar lb/in2* kg/cm2*

100 1.0 15 1.0

1 inch (“) = 0.0254 m or 25.4 mm
m 150 1.5 22 1.5
Length 1 mile = 1609 m (1.609 km)
(meter)
1 kilometer = 0.621 mile
200 2.0 29 2.0

250 2.5 36 2.5

kg 1 pound (lb.) = 0.4536 kg 300 3.0 44 3.1

Mass (kilogram) 1 kilogram (kg) = 2.205 lbs.
350 3.5 51 3.6

400 4.0 58 4.1

1 bar* = 100 kPa 450 4.5 65 4.6
kPa 1 psi = 6.895 kPa
Pressure (Pascal) 1 pound per square inch 500 5.0 73 5.1
1 kg/cm2 - 98.066 kPa
550 5.5 80 5.6

1 kilometer per hour (kph)* = 600 6.0 87 6.1

m/s 0.27778 m/s
Speed (meter per 650 6.5 94 6.6
second) 1 mile per hour (mph) =
0.4470 m/s (or 1.60935 kph) 700 7.0 102 7.1

* Non S.I. unit to be retained for use in specialized fields. 750 7.5 109 7.7

800 8.0 116 8.2

850 8.5 123 8.7

900 9.0 131 9.2

950 9.5 138 9.7

LOAD RANGE/PLY RATING 1000 10.0 145 10.2

1050 10.5 152 10.7

B – 4
* Values in psi and kg/cm2 rounded to the nearest practical unit.
C – 6

D – 8

E – 10

F – 12

G – 14

H – 16

J – 18

L – 20

M – 22

N – 24

156 Section Nine: Appendix

APPROXIMATE WEIGHT OF MATERIALS
Most materials and commodities vary in weight – the following weights should be used only for approximation
purposes. Exact weights should be obtained from local sources when making recommendations for truck or
tractor-trailer equipment.

Lbs. per Cu. Ft. No. of Pounds Per:

Beans, dry 60 Bushel

Cement, Portland — 94 Bag

Clay and Gravel, dry 100 2700 Cu. Yd.

Clay and Gravel, wet 65 1755 Cu. Yd.

Coal, Hard or Anthracite, broken 52-57 1400-1540 Cu. Yd.

Coal, Soft or Bituminous, solid 79-84 2134-2270 Cu. Yd.

Concrete 120-155 3200-4185 Cu. Yd.

Corn, in ear — 70 Bushel

Corn, shelled —- 56 Bushel

Corn Syrup 86 11.5 Gallon

Crude Oil 52 700 100 Gal.

Fuel Oil 52-74 695-795 100 Gal.

Gasoline 45 600 100 Gal.

Gravel 100-120 2700-3240 Cu. Yd.

Gravel and Sand, dry, loose 90-100 2430-2862 Cu. Yd.

Gravel and Sand, dry, packed 110 2970 Cu. Yd.

Gravel and Sand, wet 120 3240 Cu. Yd.

Milk —- 845-865 100 Gal.

Paper, average weight 58

Oats —- 32 Bushel

Potatoes, White or Irish — 60 Bushel

Petroleum — 800 100 Gal.

Sand, dry, loose 90-106 2430-2860 Cu. Yd.

Sand, moist, loose 120 3240 Cu. Yd.

Soybeans —- 60 Bushel

Water 62.4 835 100 Gal.

Wheat —- 60 Bushel

Section Nine: Appendix 157

 LOAD INDEX
The ISO* LOAD INDEX is a numerical code associated with the maximum load a tire can carry at the speed
indicated by its SPEED** SYMBOL under service conditions specified by the tire manufacturer. (1 kg = 2.205 lb.)

Load Index kg lb. Load Index kg lb. Load Index kg lb.

70 335 739 114 1,180 2,600 158 4,250 9,370
71 345 761 115 1,215 2,680 159 4,375 9,650
72 355 783 116 1,250 2,755 160 4,500 9,920
73 365 805 117 1,285 2,835 161 4,625 10,200
74 375 827 118 1,320 2,910 162 4,750 10,500
75 387 853 119 1,360 3,000 163 4,875 10,700
76 400 882 120 1,400 3,085 164 5,000 11,000
77 412 908 121 1,450 3,195 165 5,150 11,400
78 425 937 122 1,500 3,305 166 5,300 11,700
79 437 963 123 1,550 3,415 167 5,450 12,000
80 450 992 124 1,600 3,525 168 5,600 12,300
81 462 1,019 125 1,650 3,640 169 5,800 12,800
82 475 1,047 126 1,700 3,750 170 6,000 13,200
83 487 1,074 127 1,750 3,860 171 6,150 13,600
84 500 1,102 128 1,800 3,970 172 6,300 13,900
85 515 1,135 129 1,850 4,080 173 6,500 14,300
86 530 1,168 130 1,900 4,190 174 6,700 14,800
87 545 1,201 131 1,950 4,300 175 6,900 15,200
88 560 1,235 132 2,000 4,410 176 7,100 15,700
90 600 1,323 133 2,060 4,540 177 7,300 16,100
89 580 1,279 134 2,120 4,675 178 7,500 16,500
91 615 1,356 135 2,180 4,805 179 7,750 17,100
92 630 1,389 136 2,240 4,940 180 8,000 17,600
93 650 1,433 137 2,300 5,070 181 8,250 18,195
94 670 1,477 138 2,360 5,205 182 8,500 18,745
95 690 1,521 139 2,430 5,355 183 8,750 19,295
96 710 1,565 140 2,500 5,510 184 9,000 19,845
97 730 1,609 141 2,575 5,675 185 9,250 20,400
98 750 1,653 142 2,650 5,840 186 9,500 21,000
99 775 1,709 143 2,725 6,005 187 9,750 21,500
100 800 1,765 144 2,800 6,175 188 10,000 22,050
101 825 1,820 145 2,900 6,395 189 10,300 22,720
102 850 1,875 146 3,000 6,610 190 10,600 23,400
103 875 1,930 147 3,075 6,780 191 10,900 24,040
104 900 1,985 148 3,150 6,940 192 11,200 24,700
105 925 2,040 149 3,250 7,160 193 11,500 25,360
106 950 2,095 150 3,350 7,390 194 11,800 26,020
107 975 2,150 151 3,450 7,610 195 12,150 26,800
108 1,000 2,205 152 3,550 7,830 196 12,500 27,565
109 1,030 2,270 153 3,650 8,050 197 12,850 28,355
110 1,060 2,335 154 3,750 8,270 198 13,200 29,110
111 1,090 2,405 155 3,875 8,540 199 13,600 30,000
112 1,120 2470 156 4,000 8,820 200 14,000 30,870
113 1,150 2,535 157 4,125 9,090 201 14,500 31,980

* International Standardization Organization

** Exceeding the legal speed limit is neither recommended nor endorsed.

158 Section Nine: Appendix

SPEED SYMBOL** CONVERSION TABLE
The ISO* SPEED SYMBOL indicates the
speed at which the tire can carry a load Size: 275/80R22.5
corresponding to its Load Index under Overall Diameter: 40.1
service conditions specified by the tire
Inches Inches
manufacturer. Millimeters Degrees
(decimal) (fraction)

0.03125 1⁄ 32 0.8 0.04

Speed**
Speed Symbol
mph kph 0.06250 1⁄ 16 1.6 0.09
A1 2.5 5 0.09375 3⁄ 32 2.4 0.13
A2 5 10 0.12500 1⁄ 8 3.2 0.18
A3 10 15 0.15625 5⁄ 32 4.0 0.22
A4 12.5 20 0.18750 3⁄ 16 4.8 0.27
A5 15 25 0.21875 7⁄ 32 5.6 0.31
A6 20 30 0.25000 1⁄ 4 6.4 0.36
A7 22.5 35
0.28125 9⁄ 32 7.1 0.40
A8 25 40
0.31250 5⁄ 16 7.9 0.45
B 30 50
0.34375 11⁄ 32 8.7 0.49
C 35 60
0.37500 3⁄ 8 9.5 0.54
D 40 65
0.40625 13⁄ 32 10.3 0.58
E 43 70
0.43750 7⁄ 16 11.1 0.63
F 50 80
0.46875 15⁄ 32 11.9 0.67
G 55 90
0.50000 1⁄ 2 12.7 0.71
J 62 100
K 68 110
L 75 120
M 81 130
N 87 140
P 93 150
Q 99 160
R 106 170
S 112 180
* International Standardization Organization
T 118 190 ** Exceeding the legal speed limit is neither recommended nor endorsed.

U 124 200 ***When Z-speed rated tires were first introduced, they were thought to reflect the
highest tire speed rating that would ever be required, more than of 240 km/h or 149 mph.
H 130 210 While Z-speed rated tires are capable of speeds more than 149 mph, how far above 149
mph was not identified. That ultimately caused the automotive industry to add W- and
V 149 240 Y-speed ratings to identify the tires that meet the needs of vehicles that have extremely
high top-speed capabilities.
W 168 270
While a Z-speed rating still often appears in the tire size designation of these tires, such
Y 186 300 as 225/50ZR16 91W, the Z in the size signifies a maximum speed capability more than 149
mph, 240 km/h; the W in the service description indicates the tire’s 168 mph, 270 km/h
Z*** 149+ 240+ maximum speed.

Section Nine: Appendix 159

 RUNOUT TOLERANCES (LATERAL AND RADIAL)
TMC Tire / Wheel Assembly Specifications TMC Rim/Wheel Specifications
0.080” 0.070” (STEEL) 0.030” (ALUMINUM)
Note: Vibration can be felt on some vehicles with values lower than the stated specifications.
For best results, maintain radial and lateral runout less than .060” for the Tire/Wheel Assembly when possible.

FRONT END ALIGNMENT

TOE
I
Target: Steer: +1/16” (+1.5 mm)

Target: Drive & Trailer: 0

Measurement: J–I

Symptoms: Feathered Wear J

CAMBER
Steer Loaded: 0° to 1/4°
Target: POSITIVE
or 0 to 2.5 mm CAMBER
Drive & Trailer: ±1/4°
Target:
or ±0 to 2.5 mm L
Measurement: K–L

Shoulder Wear
K
Pulling (Large variation left/right)
Symptoms:
Pulls to side with most positive camber

CASTER
Target: Steer Only: Left +3.5° Right +4.0°
POSITIVE
CASTER
Measurement: Alignment Machine

Wander (Caster too low)

Slow or no return to center
Shimmy or harsh ride (Caster too high)
Rapid return to center
Symptoms:
Pull to side with least positive caster
These settings allow for ease of
FRONT
steering and assist in counteracting
road crown

160 Section Nine: Appendix

AXLE ALIGNMENT
TANDEM SCRUB ANGLE OR SKEW
Target: 0 A
Tolerance: ±1/8” or ±3 mm
THRUST
Measurement: A±B ANGLE A
THRUST
Steer tire shoulder wear ANGLE
and/or feathered wear B
Symptoms: Excessive drive tire wear
Pulling, driver counter steers
Tandem Hop B
THRUST ANGLE DEVIATION
Target: 0
Tolerance: Based on wheelbase: THRUST
ANGLE A C
15 mm < 150”, 20 mm
150-200”, 25 mm > 200” THRUST
ANGLE
Measurement: C±D B

Steer tire shoulder wear D

Symptoms:
Pulling slightly to significant

STEERING AXLE OFFSET

Target: 0 STEERING AXLE OFFSET
Tolerance: ±3/16” or ±5 mm E
Measurement: (E ± F)/2

Steer tire shoulder wear

Symptoms: F
Pulling slightly
DRIVE AXLE OFFSET
Target: 0 G G
Tolerance: ±3/16” or ±5 mm

Measurement: (G ± H)/2
H H
Symptoms: Pulling slightly
DRIVE AXLE OFFSET

STEERING AXLE SKEW

Target: 0
Tolerance: ±3/16” or ±5 mm

Measurement: Alignment Machine

Pulling. Steer tire wear could

Symptoms:
be significant STEERING AXLE SKEW
Section Nine: Appendix 161
 ALIGNMENT - FIELD METHOD
ATTACC PLUS SYSTEM (Axle, Thrust, Toe, 4. Steering Stops: Ensure they are in place on left and right
Ackerman, Camber, Caster Parts, Labor, User Saves) sides, and measure length. Stops control the angle of the
• Simple vehicle measurement system turn and may be a consideration if abnormal steer tire
• Quick, low cost, yet effective method wear is present.
• Determine if poor alignment conditions exist 5. Check front end components and toe by jacking up
• Minimum tools required front end after placing wheel chocks on the rear tires.
For more information about ATTACC PLUS refer to Place the floor jack under the axle for support, use the
Michelin Vehicle Alignment: ATTACC Plus Video at T-45A tire iron by inserting into the wheel assembly at
business.michelinman.com the 6 o’clock position and place your other hand at the 12
o’clock position. With a rocking type motion try to move
SET-UP INSTRUCTION PROCEDURES the tire assembly up with the lower bar and out towards
TOOLS:
you with your left hand. If play is felt, it is probably the
• Chalk Line (no chalk) • Metric Tape Measure
result of loose wheel bearings or worn kingpin bushings. If
• 2 Cans of White Spray Paint • 1 pair of Jack Stands
you observe the brake chamber moving, it can be isolated
• 2 Large Heavy Duty Plastic Bags • Toe-Scribe
to the kingpin bushing. If it does not move, it is likely the
• Vehicle Jack (10 Tons) • Flashlight
wheel bearings.
• Line Level and Wheel Chocks • 1 T-45A Tire Iron
With your hands placed at the 3 o’clock and at the
SURFACE: Inspection site should be fairly level; use Line
9 o’clock positions on the tire, try to move the tire in a
Level if necessary to determine slope.
rapid “left turn – right turn” type of motion. Feel and listen
STEER/DRIVE TIRES: Note tread design, DOT, tread
for any play. Play in this area would indicate either loose
depth, psi, tire conditions and mileage, and all normal
or worn tie rod ends, steering arms, drag link ends, or
pertinent vehicle information.
steering box play. Any play in this area should be further
inspected to ensure it is within the vehicle and/or part
VEHICLE POSITIONING manufacturer’s specifications.
1. Drive vehicle straight into inspection site, at least 3 full Two additional parts that can cause tire wear need to
vehicle lengths, to ensure its straight into site. Driving be checked. First, see if the brake drum has a balance
into and backing out of the work area several times will weight and second, look for wear on the spring shackle
ensure the vehicle’s suspension components are relaxed to assembly. This check is more difficult to make, and there
achieve proper measurements. are various ways to inspect for this wear. Consult the part
2. Allow vehicle to roll to a stop, shut-off the engine, and manufacture for the proper way to inspect.
let up on the clutch. On a dry tire, with a can of spray paint, marker, or chalk
3. Let vehicle fully stop by transmission, no brakes. (dusting with any coating material suitable for marking
4. Engage tractor parking brakes and take out of gear, a section of tread), “highlight” a section of the tread area
place wheel chocks on the drive tires. around the tire. With a sharp pointed scribe, mark a thin
line in the highlighted area while rotating the tire. (Note:
MEASUREMENTS At this point observe the amount of radial and lateral
Record all measurements.
runout by referencing this line to the rotating tire. Any
runout greater than 3/32” should be further investigated
Front of Vehicle
for improper tire bead seating, improper tire and wheel
1. Measure steering axle skew from the front of the outside
runout and/or improper wheel torque procedure during
U-bolt to the Zerk fitting (Grease fitting) on the front
installation.)
spring pin perch. Tolerance is ± 3/16” or 5 mm side to side.
Repeat this process on the other steer tire. Check for
2. Measure for straight ahead steering from the inner
steer ahead by referencing the mark on the steering wheel
wheel flange to edge of the leaf spring (if newer style
column (or measure as in Paragraph 2 above) and lower
tapered frame) or frame on both sides of the vehicle to
the vehicle on the folded plastic bags. Plastic should be
ensure the steer tires are straight ahead (tolerance is
folded to just larger than the tire footprint so that no part
1/32” or 1 mm side to side). Adjust the steering wheels
of the steer tires will contact with the ground. Prior to
as necessary to come within tolerance. Mark the steering
measuring, you should “joust” the vehicle by standing on
wheel column with a crayon for future reference.
the step and shaking the unit with your body weight. This
3. Measure for steering axle offset from the frame rail to
will further relax the front suspension, giving you a correct
the vertical center line on the tire on both sides. Tolerance
toe reading. Once the steer tires are down, measure from
is ± 3/16” or 5 mm from centerline of vehicle.

162 Section Nine: Appendix

side to side between the scribed lines, first rear, then front, 3. Measure for tandem axle skew by measuring between
with a tape measure or a fine lined toe gauge to determine the rim flanges. Kneel between the outside of the tires.
relative toe. Do this with the paint cans on the ground, Hook the metric tape measure at hub-height on one,
centered on the scribe line, and measure the distance and by using a swinging arc on the other, determine
between the lines on the left and right tire at the paint can the shortest distance between them. Take a similar
height. Subtract front from rear: positive result indicates measurement on the other side of the vehicle (tolerance is
toe-in, negative is toe-out. At this paint can height: total 1/8 inch or 3 mm between axle ends).
toe-in should be positive +1 mm so that the tires will 4. Measure for drive axle thrust by using the string from
run in a straight line under a dynamic, loaded condition. the front drive axle to the steer position. Attach the string
Recommended toe setting is +1/16” (1.5 mm). to the drive tire at hub-height, bring it across the rear
6. If checking for camber, with wheels straight ahead, drop sidewall, move to the steering axle, bring the string in
a plumb line off the front fender over the tire assembly toward the front wheel until it touches the drive tire’s front
center and measure the distance, using millimeters, sidewall, and measure the distance between the string and
between the string and rim flange at the top and bottom. disc face of the wheel (just below the dust cap). Repeat this
Divide your difference by 10 to convert millimeters to method on the other side.
degrees. Use the paint can to extend out from the fender With all data recorded, review measurement of drive
if necessary. Repeat the procedure on the other steer axle offset. Any significant drive axle offset, if found (±
position. Consider any floor slope, mismatched inflation 3/16” or ± 5 mm), must be factored into the readings
pressures, or mismatched tread depths. of drive axle thrust as determined above by adding or
subtracting the offset from the appropriate side (string to
Rear of Vehicle front wheel flange measurement ± offset).
1. Measure for drive axle offset by measuring, at each drive Draw a picture of the steer and drive axle orientation
axle wheel position, from the inner wheel flange to the using recorded axle skew measurements.
inside of the frame rail (tolerance: 3/16” or 5 mm side to Drive axle skew tolerance is based on wheelbase:
side). 19/32” or 15 mm < 150 inch
2. Check ride height by measuring the distance from the 3/4” or 20 mm 150-200 inch
lower part of the frame rail to the bottom of the air spring 1” or 25 mm > 200 inch
(bag) housing. Verify manufacturer’s recommendation for
vehicle type.

ATTACC PLUS WORKSHEET

Front Tandem Axle Skew
String to Wheel
for Drive Axle Thrust
Spring to Flange

Drive Axle Offset Steer Offset

Grease Zerk
Drive Axle Offset to U-Bolt

Drive Axle Offset Grease Zerk

to U-Bolt
Drive Axle Offset Steer Offset

Spring to Flange
String to Wheel
for Drive Axle Thrust
Front Tandem Axle Skew
Section Nine: Appendix 163
 CASING MANAGEMENT
TIRE MANAGEMENT All these changes lead to the casing arriving at the
The goal of every truck operator is to achieve the retread stage with a higher level of fatigue. To utilize these
lowest possible operating cost, taking advantage of the casings to their maximum, casing management should be
performance built into each high-tech MICHELIN® radial employed in the selection of the retread.
truck tire. Tire maintenance, proper inflation pressures,
repairs, vehicle alignment, and retreading, are all keys to CASING MANAGEMENT IN THE PAST
help ensure maximized performance and extended casing Highway fleets typically employ the casing management
life. pattern below:
Position of
Over the past 10 years, several operational and product Tire First Position of First Subsequent
changes have occurred that should be considered when Used On Retread Use Retread Use
establishing tire use patterns. The single most important Steer » Drive or Trailer » Drive or Trailer
point of any program is “Know Your Customer.” Drive » Drive » Drive or Trailer
Trailer » Trailer » Trailer
TIRE CHANGES
1. New Tires: Today’s wider treads and deeper tread CASING FATIGUE
depths provide more original tread miles. The tire arrives In terms of casing fatigue, the severity of use is as follows:
at the retreader with more time in service, more miles, and • Drive Axle – most fatigue. New drive tires (lug type)
exposure to road conditions. often can accumulate twice as many miles (or more)
2. Retread Changes: Wider treads, new tread designs, and before retreading than new steer or trailer tires can. The
new compounds have increased retread mileages. same is true for drive axle lug type retreads. The tires also
run hotter (deeper tread) and with more torque.
VEHICLE CHANGES • Steer Axle – moderate fatigue. Steer axle tires operate at
1. Longer Trailers: There has been a move from 40’ to 48’ higher average loads than drive or trailer tires (20 to 40%
and 53’ trailers as standards in the contract and private higher). However, they wear out sooner than drive tires
carriage business. and are moved to lighter axles in the retread stage.
2. Wider Trailers: Widths have increased from 96” to 102”. • Trailer Axle – least fatigue. The trailer tire starts life with
The combination of longer and wider trailers increases the a shallow (cooler) tread and is usually retreaded with a
frequency of the duals being curbed. shallow retread. Annual miles are low. The trailer tire
3. Setback Front Axles: Moving the steer axle back casing usually sees more curb abuse, neglect, and old age
increases stress on steer tires and load efficiency by problems.
allowing better load distribution. The result is higher Thus, the practice of retreading new drive axle tires back
average axle loads. to the drive axle puts the most highly fatigued casing back
4. Electronic Engines: Better engine control and more onto the most highly stressed wheel position.
efficient operation improves the ability of the vehicle to
maintain higher cruise speeds.* CASING MANAGEMENT FOR THE FUTURE
The following guidelines are recommended in sorting
OPERATIONAL CHANGES casings for their next tread life. Such a sorting would allow
1. Speed limit: The national limit has continually increased the fleet and retreader to make better decisions regarding
in the past decade.* the handling and utilization of casings recovered from 6x4,
2. GVW (Gross Vehicle Weight): With the Surface 4x2, and trailer applications. Casings that are judged to be
Transportation Assistance Act of 1982, the weight limits more “highly fatigued” should be retreaded in one of two
went from 73,280 lbs. to 80,000 lbs. With setback axles, you ways:
can realistically load to 80,000 lbs. 1. A low rolling resistance/low heat retread rubber in
3. Greater Vehicle Utilization: More loaded miles mean rib and drive (consult your retread supplier).
productivity gains. 2. A shallow retread (no more than 15/32”).
These retreads will reduce the operating temperature in
the crown of the tire.
* Exceeding the legal speed limit is neither recommended nor endorsed.
Determining which tires are “highly fatigued” requires
a working knowledge of each fleet’s individual operation.
The following guidelines can be used:
1. Two or more repairs on the casing.
2. Heavy sidewall abrasion.
164 Section Nine: Appendix
TREAD SELECTION MATRIX RETREAD RECOMMENDATIONS
It would seem best to adopt the casing management 1. Follow the retread manufacturer’s recommendations.
pattern below for tires in highway service: 2. Use the preferred tread size.
Position of 3. Buff to the correct crown radius.
Tire First Position of First Subsequent 4. Use pilot skives to measure undertread; 2/32” to 3/32”
Used On Retread Use Retread Use
is all that should remain when buffing is complete.
Steer » Drive or Trailer » Trailer
Drive » Drive or Trailer » Trailer
Trailer » Drive or Trailer » Trailer
PREVIOUS SERVICE LIFE
Considering all these conditions and recommendations,
the purchaser of casings for retreading should proceed
with caution. Use the tread selection matrix when
previous service life is unknown.

COLD CLIMATE PRESSURE CORRECTION DATA

Because the pressure inside a tire will decrease when left column of the table to the right. Going across to the
the vehicle is taken from a warm environment to a cold relevant outside ambient temperature you will find the
one, some adjustments may be necessary when adjusting corrected inflation pressure to be used.
the tire pressures of a vehicle to be operated in very cold For example:
temperatures. • A log truck in Alaska has a front axle loaded weight
These adjustments are only necessary if the pressures of 12,000 lbs.
are verified and adjusted inside a heated garage with an • The truck is equipped with 11R24.5 MICHELIN®
air supply that is also at the higher room temperature. (No XZY®3 tires.
adjustment necessary if done outside.) • The recommended pressure for this fitment is 105.
In extreme cases, the following table should be used to • The truck is parked overnight in a heated garage.
ensure that the operating pressure and deflection of tires • The outside high forecasted for today is -20ºF.
are adequate at the outside ambient temperature. • The tire pressures are checked and adjusted prior to
Using the load and pressure charts below, determine leaving the heated garage.
the appropriate “Recommended Pressure” required for According to the chart below, the tires should be adjusted
the axle load. Then find the same pressure down the to 128.

Adjusted Inflation Pressure (psi) when inflating indoors at 65°F [18°C]

Recommended Outside Ambient Temperature

Pressure F° 50° 40° 30° 20° 10° 0° -10° -20° -30° -40° -50°
(psi) C° 10° 4° -1° -7° -12° -18° -23° -29° -34° -40° -46°
75 78 80 81 83 86 88 90 92 95 98 100
80 83 85 87 89 91 93 96 98 101 104 107
85 88 90 92 94 97 99 102 104 107 110 113
90 93 95 98 100 102 105 108 110 113 116 119
95 98 101 103 105 108 111 113 116 119 123 126
100 103 106 108 111 113 116 119 122 125 129 132
105 109 111 114 116 119 122 125 128 132 135 139
110 114 116 119 122 125 128 131 134 138 141 145
115 119 122 124 127 130 133 137 140 144 148 151
120 124 127 130 133 136 139 143 146 150 154 158
125 129 132 135 138 141 145 148 152 156 160 164
130 134 137 140 144 147 150 154 158 162 166 171

Do not drive on improperly inflated tires. Doing so may lead to excessive heat build up, tire
failure, injury, or death.

Section Nine: Appendix 165

 COST ANALYSIS
Each fleet operation is different, but there is one An estimate of the CPM obtained by different tires in
consistent goal and that is to achieve the best possible different wheel positions is shown in the examples below.
operating cost. This section is designed to provide a guide STEER AXLE
to determining a Cost Per Mile (CPM). a. MICHELIN® X® LINE ENERGY Z
The simplest CPM is found by dividing the price of the New Tire Price (estimated) $616.00
tire and any retread by the total mileage. While this is an b. Residual Casing Value (estimated) - $60.00
easy calculation, it is very misleading by ignoring many c. Total Miles (estimated) ÷ 120,000.00
of the added benefits of the tire or the transfer of residual d. CPM = per mile $ 0.00463
casing value from one life to another.
Determining CPM by wheel position could provide DRIVE AXLE
an important gauge for performance since each wheel a. MICHELIN® X® LINE ENERGY D
position is a very special case with unique operating New Tire Price (estimated) $670.00
requirements. Here are some of the key elements that b. Residual Casing Value (estimated) - $60.00
need to be considered in any analysis: c. Total Miles (estimated) ÷ 250,000.00
1. Total mileage (considers new and retread mileage for d. CPM = per mile $ 0.00508
steer, drive, and trailer) YOUR OPERATION
2. Residual casing values or casing resale values a. New Tire Price $
3. Requirements of the specific wheel position (steer, b. Residual Casing Value -
drive, and trailer) c. Total Miles ÷
4. Repairability (dollars spent on additional mounts and d. CPM = per mile
dismounts, repair time and labor)
5. Retreadability (additional casing purchases)
6. Fuel efficiency (see section below)
7. Total expected casing life
8. Labor (scheduled and unscheduled)
9. Road call (by shop personnel as well as Emergency
calls)
10. Disposal fees
11. Liability Insurance

166 Section Nine: Appendix

 FUEL SAVINGS
Tires are a major component in the operating efficiency on a circular route of 30 miles, utilizing two vehicles of
of the vehicle because of their rolling resistance. Rolling similar design and load with fuel supplied by portable
resistance is defined as how much effort it takes to roll tanks. While using the same steer, drive, and trailer tires,
a tire with a given load and pressure. This tire rolling a 2% ratio of both circuit time and of fuel weight
resistance is approximately 1/3 of the total vehicle consumed must be established. All other variables will
resistance in 6x4 and 6x2 applications and as such, a have been minimized by the constraints of the test
change of 3% in rolling resistance equals a 1% change in procedures. Once the baseline has been established,
fuel consumption. Wind resistance and drive line friction the test tires will be placed on the test vehicle, and the
account for the balance of the resistance. difference in fuel consumption can be determined based
The MICHELIN® tires with Advanced Technology on the completion of 3-5 runs falling within the 2% ratio.
compound are built to maximize energy conservation.
And the MICHELIN® X One® tire in drive and trailer
positions can even provide an increase over these
Advanced Technology tires.
A change in rubber compound can provide a large
reduction in rolling resistance, although it is unacceptable
to sacrifice durability and wet traction to achieve
this result. The Advanced Technology compound is
a sophisticated mix of tread design, complex rubber
chemistry, and advanced casing design all used while
maintaining mileage, wet traction, and durability.
As fuel costs continue to increase, fuel expenditures
become even more critical than tire expenditures. The ratio
of fuel to tire costs will range from 8:1 to 15:1 based on the
fleet operation in regional and long haul applications.

To calculate potential fuel savings:

A. Cost of Fuel/Gal. $ ________________________
B. Annual Miles ________________________
C. MPG of the Vehicle ____________________MPG
D. Total Estimated Fuel
B ÷ C = gallon ________________________
E. % Fuel Savings % ________________________
F. Estimated Fuel Savings
(E x D) = gallon ________________________
(F x A) = $ ________________________

For a more in-depth calculation, consideration should

be given to looking at the rolling resistance factors for
the specific tires you are considering and ask for the
assistance of your Michelin Representative in determining
the savings. The next step would be to conduct an SAE
(Society of Automotive Engineers) Type J1376 Type II fuel
test and eliminate all the variables. Again, refer to your
Michelin Representative for assistance.
The SAE Type J1376 Fuel Test is a standard test
procedure for evaluating the relative fuel economy of
given vehicles. Test cycles are conducted over 2 to 3 days

Section Nine: Appendix 167

 MOUNTING PROCEDURES FOR 16.00R20 AND 24R21
MOUNTING PROCEDURES FOR 16.00R20 O-RING SEAL
AND 24R21 MICHELIN® XZL™ OR XZL+™ The most important part of tubeless mounting on
TIRES multi-piece wheels is the O-ring seal under the bead
Correct procedure for mounting multi-piece wheels for seat ring. It is imperative that the correct O-ring be used
tubeless truck tires includes proper mounting and correct and properly installed. Check O-ring length and cross
pressure. section diameter for correct fit. The MICHELIN® O-ring
Three-piece wheels consist of rim base, tapered bead seal reference number is 1506 for the 24R21, which is
seat, and locking ring. Mounting tools include: large bore designated OR 6.8-21 for the 21-inch inside diameter.
valve, O-ring seal, brush or clean cloth with lubricant, The 16.00R20 uses O-ring reference number 1681,
small pallet of wooden blocks, inflation hose with a chuck designated OR 6.6-20 for the 20-inch or the corner ring,
or large bore valve, and miscellaneous tools. reference number 1443, designated A20-TYRAN. The
The first step in mounting is to properly position the corner ring has a slightly different mounting procedure
wheelbase by placing the wheel on the small pallet or – see wheel manufacturer for proper procedures. Some
blocks to raise it off the floor, facilitating the lock ring commercially available O-rings are too long. If too long, it
installation. Note that the wheel is placed on the support will push out of the groove breaking the seal and the tire
with the fixed flange side down. Using the large bore will lose tire pressure. Do not lubricate the O-ring prior to
valve, lightly lubricate the rubber grommet on the valve installation on the wheel. The lubricant tends to push the
base; insert and secure with the hex nut of both sides. O-ring out of the groove breaking the seal. Make sure both
Always use a large bore valve and not a standard truck the O-ring and the groove are free of debris. Place the
valve since the larger diameter will permit better tire O-ring in the bottom groove; it should fit tightly but not
pressure flow and better bead seating. be excessively stretched.

WHEEL LUBRICATION LUBRICATION OF THE O-RING

With a clean cloth or brush, lightly lubricate the rim The outer surface of the O-ring should be lightly, but
base completely except for the two upper grooves. well lubricated to allow the tapered bead seat to slide
Lubrication in these grooves can cause the O-ring to be easily over the seal during inflation. Remember an
rolled out of the groove by the tapered bead seat when incorrect O-ring or improper lubrication can force or
inflating the assembly. It is important to use a heavy push the O-ring out of the slot upon inflation causing tire
lubricant such as MICHELIN® Bib Grease or Murphy’s. pressure loss. Snap the lock ring in the upper rim groove.
Heavy lubricants do not dry as quickly, thus allowing Check that the ring is fully seated in the groove.
more time to seat the beads during inflation. INFLATION
LUBRICATION OF THE BEAD Place the assembly in the horizontal (preferred) or
Using a brush or clean cloth, lubricate the inside and vertical (if well lubricated) position for inflation in the
outside of each tire bead area. This procedure plus the restraining device and remove the valve core. This will
rim lubrication will allow the tapered bead seat ring to allow the beads to slide more easily into position. Inflate
be installed more easily and allow the tire beads to seat to 80 psi for complete tire bead seating. Install the valve
properly during inflation. core and then adjust pressure to that recommended for
the load and condition.
TIRE PLACEMENT ON THE WHEEL Remember the keys for good mounting are:
Place the tire on the wheelbase. This can be done 1. Correct size, type, and compatibility of components
manually or by forklift truck for easier handling. Exercise 2. Proper lubrication and mounting procedures
caution when sliding the forks below the sidewalls of 3. 80 psi initial inflation pressure for bead seating,
the tires since an impact by the forks can damage the followed by adjustment to recommended pressure.
casing cords. Lifting the tire by the beads can damage or
permanently distort the beads and should be avoided. Adherence to these simple guidelines will ensure
TAPERED BEAD SEAT RING maximized performance and minimized downtime due to
The bead seat ring should be lubricated on both sides tire mismount.
before placing it on the wheelbase. This allows it to slide If you are having difficulty in mounting or cannot get
between the tire and wheelbase more easily and later the assembly to inflate or hold tire pressure, an incorrect
over the wheelbase during inflation. Lubricating the bead component or incorrect inflation is probably the cause.
seating surface facilitates concentric seating of the beads
during inflation.

168 Section Nine: Appendix

 TIRE REVOLUTIONS PER MILE CALCULATION
MEASURED TIRE REVOLUTIONS PER MILE CALCULATED TIRE REVOLUTIONS
At Michelin, Tire Revolutions per Mile (tire RPM) are PER MILE
determined using a method based on the SAE (Society
of Automotive Engineers) Recommended Practice J1025. Michelin Equation:
The test tires are placed in a single fitment on the drive
Tire RPM = 20,168 / (O.D. - .8d)
axle of the test vehicle, loaded to the maximum dual load
O.D. = Overall Diameter
rating of the tire and set to the corresponding pressure.
The vehicle is then driven on a test track at 45 mph while d = Correction for deflection
the revolutions are counted. Since speed minimally affects Deflection - e = (O.D./2) - SLR
the results for radial tires, other speeds are allowed. Four SLR = Static Loaded Radius
runs must be completed with results that are consistent (Ref. Michelin Truck Tire Data Book)
within 1%. The tire RPM specification is calculated as the
average (mean) of the four runs. The results are verified Example: 275/80R22.5 MICHELIN X MULTI D LRG
® ®

using shorter distances that are more easily obtained. The

test tire is also compared to a known baseline tire on a road
New Tire
wheel. This latter method is very accurate and repeatable
when using a similar baseline tire with a known tire RPM. O.D. = 40.5
The SAE procedure recognizes that there will be some SLR = 19.0
variation within the test method. In fact, there are other d = (40.5/2) - 19.0
factors that cause variation in tire RPM among similar tires. Deflection - e = 1.25
Please note that although similar tires may have the same Tire RPM = 20,168 / (40.5 - (.8 x 1.25))
overall diameter, it does not necessarily mean that they will
= 20,168 / (40.5 - 1.0)
have the same tire RPM. The SAE procedure determines
= 20,168 / 39.5
the tire RPM to within ± 1.5%.
Tire RPM = 510.6 (Calculated) vs Data Book
(Measured) Tire Revs./Mile = 510
Some factors, which cause variation among tires, are:
• Load and Pressure – A difference in Load/Pressure
could alter the Tire Revs./Mile measurement by as At 50% Worn
much as 1.5%. If pressure is constant, going from an O.D. = 39.7 (13/32nd used is approximately
empty vehicle to a fully loaded vehicle can change the 0.8 inch reduction in the O.D.)
Tire Revs./Mile by 1 to 1.5%. SLR = 18.6 (13/32nd used is approximately
• Treadwear – The Tire Revs./Mile varies from a new tire a 0.4 inch reduction of SLR)
to a fully worn tire. This can affect Tire Revs./Mile by as d = (39.7/2) - 18.6
much as 3% from the rated Tire Revs./Mile. Deflection - e = 1.25
• Tread Geometry – The height and stiffness of the
Tire RPM = 20,168 / (37.9 - (.8 x 1.25))
blocks and the shape of the tread pattern can affect Tire
= 20,168 / (37.9 - 1.0)
Revs./Mile.
• Torque – The presence of driving and braking torque = 20,168 / 38.7
can affect the Tire Revs./Mile. Tire RPM = 521 (Calculated)
• Type and Condition of Pavement – Asphalt vs.
concrete, wet vs. dry can create difference in Tire Revs./
Mile.

Section Nine: Appendix 169

 OUT-OF-SERVICE CONDITIONS
DESCRIPTION
Code Key 21: New & Retread Tire Out-of-Service Conditions was developed for tire manufacturers as a means
of coding out-of-service conditions as determined by manufacturer/laboratory failure analysis. It is not meant to replace
related codes identified for use by technicians in Code Key 18: Technician Failure Code, or Code Key 82: Operator Vehicle/
Equipment Condition Report. Code Key 21 has two codes per condition, a two-character alpha code or an alternative four-
digit numeric code. Code Key 21 was introduced with the release of VMRS 2000™ Version 1.05.

NOTE: In release of VMRS that preceded VMRS 2000™, Code Key 21 was used redundantly to denote a vehicle group/
system. The information once contained in Code Key 21 was assigned to VMRS 2000™ Code Key 31 in 1997.

Code (Alpha) Code (Numeric) Description

Bead Area
FW 1101 Bead Damage from Rim Flange Wear
BO 1102 Bead Damage Due to Overload
TB 1103 Torn Beads
KB 1104 Kinked/Distorted Beads
BD 1105 Bead Deformation
BB 1106 Burned Beads
CD 1107 Bead Damage from Curbing
CS 1108 Reinforce/Chafer Separation
FC 1109 Lower Sidewall/Bead Area Flow Crack

Sidewall Area
SC 1201 Spread/Damaged Cord
SS 1202 Sidewall Separation
SI 1203 Sidewall Separation Damage Induced
ST 1204 Sidewall Separation Due to Tread Puncture
SO 1205 Sidewall Separation Due to Bead Damage
BM 1206 Branding Damage
CU 1207 Cuts and Snags
OD 1208 Damage from Object Lodged Between Duals
AB 1209 Sidewall Abrasion/Scuff Damage
WE 1210 Weathering/Ozone Cracking
RS 1211 Radial Split
SB 1212 Sidewall Bumps (Blisters)
DC 1213 Diagonal Cracking
HS 1214 Heavy Sidewall Splice
OZ 1215 Open Sidewall Splice
SP 1216 Sidewall Penetration
CW 1217 Crack at Edge of Retread Wing
CB 1218 Cracking Due to Excessive Sidewall Buff
ZP 1219 Circumferential Fatigue Rupture (Zipper)

Crown Area
BS 1301 Brake Skid Damage
WW 1302 Wild Wire
DL 1303 Delamination
LB 1304 Lug Base Cracking
CC 1305 Chipping/Flaking/Chunking Tread
DR 1306 Stone Drilling
RD 1307 Regrooving Damage
DD 1308 Dynamometer Type Damage
EX 1309 Excessive Wear
RT 1310 Rib Tearing

170 Section Nine: Appendix

Code (Alpha) Code (Numeric) Description

Crown Area (continues)

DG 1311 Defense Groove Tearing
GC 1312 Groove Cracking
SD 1313 Spin Damage
ED 1314 Electrical Discharge
PO 1315 Tread Surface Porosity
TN 1316 Tread Non-fill
BL 1317 Belt Lift/Separation
BE 1318 Belt Separation - Repair Related
TS 1319 Tread Lift/Separation
RE 1320 Retread Separation
TR 1321 Retread Separation - Repair Related
TE 1322 Retread Edge Lifting
BP 1323 Bond Line Porosity
MP 1324 Missed Puncture
SF 1325 Skive Failure
WL 1326 Wing Lift
MT 1327 Misaligned Tread
IT 1328 Improper Tread Width
TC 1329 Tread Chunking at Splice
OT 1330 Open Tread Splice
SH 1331 Short Tread Splice
BT 1332 Buckled Tread

Tire Interior
LP 1401 Inner Liner Split at Puncture
FO 1402 Foreign Object Inner Liner Damage
PS 1403 Pinch Shock
MD 1401 Tearing Mount/Demount Damage
OL 1405 Open Inner Liner Splice
LS 1406 Inner Liner Bubbles/Blisters/Separations
LC 1407 Inner Liner Cracking
PC 1408 Pulled/Loose Cords
TI 1409 Thin Inner Liner
PG 1410 Ply Gap

Improper/Failed Repairs
BA 1501 Improper Bead Repair
OW 1502 On-the-Wheel Repair
BZ 1503 Improper Spot Repair
RB 1504 Repair Related Bulge
WR 1505 Spot Repair Should Have Been a Section
IR 1506 Improper Nail Hole Repair
IA 1507 Improperly Aligned Repair
BR 1508 Bridged Repair
IS 1509 Improper Section Repair - Damage Not Removed
BI 1510 Bias Repair in Radial Tire
IP 1511 Improper Repair Unit Placement
UN 1512 Unfilled Nail Hole Repair
RC 1513 Repair Unit Cracking at Reinforcement
FL 1514 Failed Inner Liner Repair
RU 1515 Repair Failure from Underinflation

Section Nine: Appendix 171

 RUNOUT AND VIBRATION DIAGNOSIS
Rotating assembly runout can influence vehicle (Over the Road application in steer position), radial and
vibration and contribute to irregular tire wear. lateral. See Page 59 for more information on Balance and
Following these procedures for verifying the Runout.
concentricity of the guide rib area as well as ensuring If the value is between 0.001 inch and 0.060 inch,
that both radial and lateral runout measurements are the continue with procedures below. If the value is > 0.060
lowest possible will aid in reducing any tire/wheel/hub inch, remove and deflate the tire, break it loose from the
assembly contribution. wheel, lubricate, rotate the tire 180 degrees, reinflate, and
recheck runout.

Radial Runout

Tools needed:
• Tire runout gauge (or dial indicator)
• Pressure gauge
• Tread depth gauge Measuring Radial Runout on Center Rib

• Feeler gauge
• Six-inch metal ruler
• Tire marking crayon
• Jack and jack stands

The first step is to eliminate possible sources of the

disturbance (operation conditions, alignment posture,
driveline component balance and angles, frame, and
chassis concerns, fifth wheel placement, and possible
excessive stacked tolerances). Find out as much as you
can that may be related to the issue to aid in the initial
Measuring Lateral Runout on Outside Shoulder
diagnosis (maintenance file, test drive, driver interview).
Examine the assemblies for proper pressure, proper
Incorrect bead seating can occur on one or both bead
mounting, verify balance if balanced, inspect for tire and
seats. This usually results in a high radial and/or lateral
or wheel damage. Verify torque and proper component
reading. General cause is improper mounting procedures
assembly on tube-type or multi-piece assemblies. Proper
or wheel is at tolerance limits. It may require taking 3
mounting procedure will reduce runout where it starts
radial readings to detect: outside shoulder, center rib, and
during the mounting process.
inside shoulder.
Jack up the front end of the vehicle so axle is unloaded,
and place jack stands for support. Inspect front end
components, including wheel bearing and kingpin play,
suspension, and rear assemblies.
Use the tire runout gauge to check for both radial (top
photo) and lateral runout (bottom photo) for the rotating
assembly. Lateral runout need to be done on the smooth
part of the sidewall where there are not raised letters like
the outside shoulder area. Values over 0.060 inch may be Incorrect Bead Seating
a detectable cause of vibration in steer assemblies and
on recreational vehicles. Current TMC (Technology &
Maintenance Council) assembly tolerances are 0.080 inch

172 Section Nine: Appendix

 Note: The bead seating surface of the tire and wheel
do not match up as shown in previous illustration. This
incorrect seating is the result of mismount. The TMC
(Technology & Maintenance Council) specification
is 2/32nds (0.062 inch). If both wheel and tire are
lubricated and initial inflation is done with the tire flat,
then 1/32nd inch or less variance around the tire should
be obtainable.
Check for this mismount condition with the 6-inch
ruler, measuring in 4 locations around an unladen
assembly.

Check for hub to wheel clearance on hub piloted

assemblies with the feeler gauge. If the measured Verification of radial (top photo) and lateral (bottom
high spot lines up with the feeler gauge gap, rotate photo) wheel runout is another step to be considered.
the assembly so the gap is at the top, loosen the lug For more details on wheel runout limits see page 59.
nuts, and allow gravity to center the wheel on the hub.
Hand tighten the top nut, tighten all nuts in the proper PROCEDURE TO CHECK THE WHEEL FOR
sequence, recheck for runout, and retorque. RADIAL AND LATERAL RUNOUT
• Mark two studs and the wheel with a crayon.
• Remove the tire and wheel assembly from the hub.
• Mark the tire and wheel at the valve stem.
• Dismount the tire from the wheel using proper
procedures.
• Clean the wheel flange area with a wire brush. Check
the wheel for any damage.
• Identify and mark the wheel to indicate where the
radial and lateral high and low spots were found on the
tire.
• Place the wheel back on the marked hub with the
wheel matched to the marked studs. Use 3 lug nuts and
properly torque.
• Measure radial and lateral runout on the inside and
On cast spoke and outside flange.
demountable rim assemblies, • See if the readings match up to the tire.
loosen and properly retighten • Readings greater than 0.030 inch for aluminum wheels
the rim clamp nuts to the and 0.070 inch on steel wheels indicate high runout.
proper torque. Recheck for
runout.

Section Nine: Appendix 173

 VIBRATION Specifications for MICHELIN® X One® tires: See TMC RP
Tire-induced vibrations are generally the result 214E, Tire/Wheel End Balance and Runout for more details
of out-of-round assemblies. Common causes for out on radial and lateral runout readings.
o round assemblies are components such as wheels, Radial Runout < 0.125 inch
drums, and hubs and are corrected by changing the Lateral Runout < 0.125 inch
individual component. The most common cause stems
from mismount or improper mounting procedures that 14” x 22.5 Aluminum Wheels < 0.030 inch
lead to the tire not seating concentrically with the wheel. 14” x 22.5 Steel Wheels < 0.070 inch
Whether it’s an individual component part or a mounting
issue, these problems can be identified easily by checking Tools Required: Truck style runout gauge stand with dial
for radial and lateral runout. indicator.

BALANCE
The Technology Maintenance Council (TMC) has
specifications for balancing.

Specifications for MICHELIN® X One® tires: See TMC RP

214D, Tire/Wheel End Balance and Runout, Appendix B
for more details on balance.
Steer: 22 oz
Drive: 26 oz
Trailer: 26 oz

Tools Required: A static or dynamic wheel balancer and

adapters to accommodate the larger MICHELIN® X One®
tire and wheel assembly.

When troubleshooting a ride disturbance, it is standard

practice to check the balance. Due to the major impact
runout has on balance, it is recommended that radial and
lateral runout are checked prior to attempting to balance
the assembly.
Radial Runout
NOTE: A piece of duct tape wrapped around the tread
will facilitate measuring radial runout on block style
drive tread designs.

Lateral Runout

174 Section Nine: Appendix

 SERVICING MULTI-PIECE AND SINGLE PIECE RIM WHEELS
OSHA REGULATION: 1910.177 SERVICING MULTI-PIECE AND SINGLE PIECE RIM/WHEELS
https://www.osha.gov/laws-regs/regulations/standardnumber/1910/1910.177
1910.177(a) Rim manual means a publication containing instructions
Scope. from the manufacturer or other qualified organization for
correct mounting, demounting, maintenance, and safety
1910.177(a)(1) precautions peculiar to the type of wheel being serviced.
This section applies to the servicing of multi-piece and
single piece rim wheels used on large vehicles such as trucks, Rim wheel means an assemblage of tire, tube and liner
tractors, trailers, buses and off-road machines. It does not (where appropriate), and wheel components.
apply to the servicing of rim wheels used on automobiles, or Service or servicing means the mounting and demounting of
on pickup trucks and vans utilizing automobile tires or truck rim wheels, and related activities such as inflating, deflating,
tires designated “LT”. installing, removing, and handling.
1910.177(a)(2) Service area means that part of an employer’s premises used
This section does not apply to employers and places of for the servicing of rim wheels, or any other place where an
employment regulated under the Long shoring Standards, 29 employee services rim wheels.
CFR part 1918; Construction Safety Standards, 29 CFR part
Single piece rim wheel means the assemblage of single piece
1926; or Agriculture Standards, 29 CFR part 1928.
rim wheel with the tire and other components.
1910.177(a)(3)
Single piece wheel means a vehicle wheel consisting of one
All provisions of this section apply to the servicing of both
part, designed to hold the tire on the wheel when the tire is
single piece rim wheels and multi-piece rim wheels unless
inflated.
designated otherwise.
Trajectory means any potential path or route that a rim wheel
1910.177(b)
component may travel during an explosive separation, or the
Definitions.
sudden release of the pressurized air, or an area at which an
Barrier means a fence, wall or other structure or object placed airblast from a single piece rim wheel may be released. The
between a single piece rim wheel and an employee during tire trajectory may deviate from paths which are perpendicular
inflation, to contain the rim wheel components in the event to the assembled position of the rim wheel at the time of
of the sudden release of the contained air of the single piece separation or explosion. (See Appendix A for examples of
rim wheel. trajectories.)
Charts means the U.S. Department of Labor, Occupational Wheel means that portion of a rim wheel which provides the
Safety and Health Administration publications entitled method of attachment of the assembly to the axle of a vehicle
“Demounting and Mounting Procedures for Tube-Type Truck and also provides the means to contain the inflated portion of
and Bus Tires,” “Demounting and Mounting Procedures the assembly (i.e., the tire and/or tube).
for Tubeless Truck and Bus Tires,” and “Multi-Piece Rim
1910.177(c)
Matching Chart.” These charts may be in manual or poster
Employee training.
form. OSHA also will accept any other manual or poster that
provides at least the same instructions, safety precautions, 1910.177(c)(1)
and other information contained in these publications, which The employer shall provide a program to train all employees
is applicable to the types of wheels the employer is servicing. who service rim wheels in the hazards involved in servicing
those rim wheels and the safety procedures to be followed.
Installing a rim wheel means the transfer and attachment of
an assembled rim wheel onto a vehicle axle hub. “Removing” 1910.177(c)(1)(i)
means the opposite of installing. The employer shall assure that no employee services any rim
wheel unless the employee has been trained and instructed
Mounting a tire means the assembly or putting together
in correct procedures of servicing the type of wheel being
of the wheel and tire components to form a rim wheel,
serviced, and in the safe operating procedures described in
including inflation. “Demounting” means the opposite of
paragraphs (f) and (g) of this section.
mounting.
1910.177(c)(1)(ii)
Multi-piece rim wheel means the assemblage of a multi-piece
Information to be used in the training program shall include,
wheel with the tire tube and other components.
at a minimum, the applicable data contained in the charts
Multi-piece wheel means a vehicle wheel consisting of two or (rim manuals) and the contents of this standard.
more parts, one of which is a side or locking ring designed to
1910.177(c)(1)(iii)
hold the tire on the wheel by interlocking components when
Where an employer knows or has reason to believe that
the tire is inflated.
any of his employees is unable to read and understand the
Restraining device means an apparatus such as a cage, rack, charts or rim manual, the employer shall assure that the
assemblage of bars and other components that will constrain employee is instructed concerning the contents of the charts
all rim wheel components during an explosive separation of and rim manual in a manner which the employee is able to
a multi-piece rim wheel, or during the sudden release of the understand.
contained air of a single piece rim wheel.

Section Nine: Appendix 175

 1910.177(c)(2) 1910.177(d)(3)(iii)(A)
The employer shall assure that each employee demonstrates Cracks at welds;
and maintains the ability to service rim wheels safely,
1910.177(d)(3)(iii)(B)
including performance of the following tasks: Cracked or broken components;
1910.177(c)(2)(i)
1910.177(d)(3)(iii)(C)
Demounting of tires (including deflation);
Bent or sprung components caused by mishandling, abuse,
1910.177(c)(2)(ii) tire explosion or rim wheel separation;
Inspection and identification of the rim wheel components; 1910.177(d)(3)(iii)(D)
1910.177(c)(2)(iii) Pitting of components due to corrosion; or
Mounting of tires (including inflation with a restraining 1910.177(d)(3)(iii)(E)
device or other safeguard required by this section); Other structural damage which would decrease its
1910.177(c)(2)(iv) effectiveness.
Use of the restraining device or barrier, and other equipment 1910.177(d)(3)(iv)
required by this section; Restraining devices or barriers removed from service shall not
1910.177(c)(2)(v) be returned to service until they are repaired and reinspected.
Handling of rim wheels; Restraining devices or barriers requiring structural repair
such as component replacement or rewelding shall not
1910.177(c)(2)(vi)
Inflation of the tire when a single piece rim wheel is mounted be returned to service until they are certified by either the
on a vehicle; manufacturer or a Registered Professional Engineer as
meeting the strength requirements of paragraph (d)(3)(i) of
1910.177(c)(2)(vii) this section.
An understanding of the necessity of standing outside
the trajectory both during inflation of the tire and during 1910.177(d)(4)
The employer shall furnish and assure that an air line
inspection of the rim wheel following inflation; and
assembly consisting of the following components be used for
1910.177(c)(2)(viii) inflating tires:
Installation and removal of rim wheels.
1910.177(d)(4)(i)
1910.177(c)(3) A clip-on chuck;
The employer shall evaluate each employee’s ability to
1910.177(d)(4)(ii)
perform these tasks and to service rim wheels safely, and shall
An in-line valve with a pressure gauge or a presettable
provide additional training as necessary to assure that each
regulator; and
employee maintains his or her proficiency.
1910.177(d)(4)(iii)
1910.177(d)
A sufficient length of hose between the clip-on chuck and the
Tire servicing equipment.
in-line valve (if one is used) to allow the employee to stand
1910.177(d)(1) outside the trajectory.
The employer shall furnish a restraining device for inflating
1910.177(d)(5)
tires on multi-piece wheels.
Current charts or rim manuals containing instructions for the
1910.177(d)(2) type of wheels being serviced shall be available in the service
The employer shall provide a restraining device or barrier for area.
inflating tires on single piece wheels unless the rim wheel will
1910.177(d)(6)
be bolted onto a vehicle during inflation.
The employer shall furnish and assure that only tools
1910.177(d)(3) recommended in the rim manual for the type of wheel being
Restraining devices and barriers shall comply with the serviced are used to service rim wheels.
following requirements:
1910.177(e)
1910.177(d)(3)(i) Wheel component acceptability.
Each restraining device or barrier shall have the capacity to
1910.177(e)(1)
withstand the maximum force that would be transferred to it
Multi-piece wheel components shall not be interchanged
during a rim wheel separation occurring at 150 percent of the
except as provided in the charts or in the applicable rim
maximum tire specification pressure for the type of rim wheel
manual.
being serviced.
1910.177(e)(2)
1910.177(d)(3)(ii)
Multi-piece wheel components and single piece wheels
Restraining devices and barriers shall be capable of
shall be inspected prior to assembly. Any wheel or wheel
preventing the rim wheel components from being thrown
component which is bent out of shape, pitted from corrosion,
outside or beyond the device or barrier for any rim wheel
broken, or cracked shall not be used and shall be marked or
positioned within or behind the device;
tagged unserviceable and removed from the service area.
1910.177(d)(3)(iii) Damaged or leaky valves shall be replaced.
Restraining devices and barriers shall be visually inspected
1910.177(e)(3)
prior to each day’s use and after any separation of the rim
Rim flanges, rim gutters, rings, bead seating surfaces and the
wheel components or sudden release of contained air. Any
bead areas of tires shall be free of any dirt, surface rust, scale
restraining device or barrier exhibiting damage such as the
or loose or flaked rubber build-up prior to mounting and
following defects shall be immediately removed from service:
inflation.
176 Section Nine: Appendix
1910.177(e)(4) can demonstrate that performance of the servicing makes the
The size (bead diameter and tire/wheel widths) and type of employee’s presence in the trajectory necessary.
both the tire and the wheel shall be checked for compatibility
1910.177(f)(11)
prior to assembly of the rim wheel.
No heat shall be applied to a multi-piece wheel or wheel
1910.177(f) component.
Safe operating procedure - multi-piece rim wheels. The
1910.177(g)
employer shall establish a safe operating procedure for
Safe operating procedure-single piece rim wheels. The
servicing multi-piece rim wheels and shall assure that
employer shall establish a safe operating procedure for
employees are instructed in and follow that procedure. The
servicing single piece rim wheels and shall assure that
procedure shall include at least the following elements: employees are instructed in and follow that procedure. The
1910.177(f)(1) procedure shall include at least the following elements:
Tires shall be completely deflated before demounting by
1910.177(g)(1)
removal of the valve core. Tires shall be completely deflated by removal of the valve core
1910.177(f)(2) before demounting.
Tires shall be completely deflated by removing the valve core 1910.177(g)(2)
before a rim wheel is removed from the axle in either of the Mounting and demounting of the tire shall be done only
following situations: from the narrow ledge side of the wheel. Care shall be taken
1910.177(f)(2)(i) to avoid damaging the tire beads while mounting tires on
When the tire has been driven underinflated at 80% or less of wheels. Tires shall be mounted only on compatible wheels of
its recommended pressure, or matching bead diameter and width.
1910.177(f)(2)(ii) 1910.177(g)(3)
When there is obvious or suspected damage to the tire or Nonflammable rubber lubricant shall be applied to bead
wheel components. and wheel mating surfaces before assembly of the rim wheel,
unless the tire or wheel manufacturer recommends against
1910.177(f)(3)
the use of any rubber lubricant.
Rubber lubricant shall be applied to bead and rim mating
surfaces during assembly of the wheel and inflation of the 1910.177(g)(4)
tire, unless the tire or wheel manufacturer recommends If a tire changing machine is used, the tire shall be inflated
against it. only to the minimum pressure necessary to force the tire bead
1910.177(f)(4) onto the rim ledge while on the tire changing machine.
If a tire on a vehicle is underinflated but has more than 80% 1910.177(g)(5)
of the recommended pressure, the tire may be inflated while If a bead expander is used, it shall be removed before the
the rim wheel is on the vehicle provided remote control valve core is installed and as soon as the rim wheel becomes
inflation equipment is used, and no employees remain in the airtight (the tire bead slips onto the bead seat).
trajectory during inflation. 1910.177(g)(6)
1910.177(f)(5) Tires may be inflated only when contained within a
Tires shall be inflated outside a restraining device only to a restraining device, positioned behind a barrier or bolted on
pressure sufficient to force the tire bead onto the rim ledge the vehicle with the lug nuts fully tightened.
and create an airtight seal with the tire and bead. 1910.177(g)(7)
1910.177(f)(6) Tires shall not be inflated when any flat, solid surface is in the
Whenever a rim wheel is in a restraining device the employee trajectory and within one foot of the sidewall.
shall not rest or lean any part of his body or equipment on or 1910.177(g)(8)
against the restraining device. Employees shall stay out of the trajectory when inflating a
1910.177(f)(7) tire.
After tire inflation, the tire and wheel components shall be
1910.177(g)(9)
inspected while still within the restraining device to make Tires shall not be inflated to more than the inflation
sure that they are properly seated and locked. If further pressure stamped in the sidewall unless a higher pressure is
adjustment to the tire or wheel components is necessary, the recommended by the manufacturer.
tire shall be deflated by removal of the valve core before the
adjustment is made. 1910.177(g)(10)
Tires shall not be inflated above the maximum pressure
1910.177(f)(8) recommended by the manufacturer to seat the tire bead
No attempt shall be made to correct the seating of side and firmly against the rim flange.
lock rings by hammering, striking or forcing the components
while the tire is pressurized. 1910.177(g)(11)
No heat shall be applied to a single piece wheel.
1910.177(f)(9)
Cracked, broken, bent or otherwise damaged rim 1910.177(g)(12)
components shall not be reworked, welded, brazed, or Cracked, broken, bent, or otherwise damaged wheels shall
otherwise heated. not be reworked, welded, brazed, or otherwise heated.
1910.177(f)(10) [39 FR 23502, June 27, 1974, as amended at 52 FR 36026, Sept.
Whenever multi-piece rim wheels are being handled, 25, 1987; 53 FR 34736, Sept. 8, 1988; 76 FR 24698, May 2, 2011;
employees shall stay out of the trajectory unless the employer 76 FR 80739, Dec. 27, 2011].

Section Nine: Appendix 177

 REGROOVING
Only MICHELIN® truck tires that are marked One of the regulations governing regrooving tires
“REGROOVABLE” on the sidewall may be regrooved. After requires that a regrooved tire must have a minimum
regrooving, you must have at least 3/32” of under tread of 90 linear inches of tread edge per linear foot of the
covering the top ply. If steel is exposed, the tire must be circumference.
scrapped or retreaded. In addition, some tread designs The MICHELIN® XZU®2 tire has only 3 circumferential
will have a regrooving depth indicator as shown below. tread grooves. To meet the 569.7 (iii) requirement,
Do not regroove below the depth of the indicator. additional lateral grooves must be added as shown below.
Regrooving depth indicators are holes (of 4 mm depth)
situated on the treadwear indicator to indicate the
recommended regrooving depth for these tires.
New Used Regrooved
It is the responsibility of the regroover to assure that
all Federal Regulations are met. See US Code of Federal
Regulations: Title 49, Transportation; Parts 569 and
393.75.

1.6 mm

4.0 mm
Depth Indicators
1.6 mm = 2/32nds
4.0 mm = 5/32nds

178 Section Nine: Appendix

REGROOVING CODE
U. S. CODE OF FEDERAL REGULATIONS:
TITLE 49, TRANSPORTATION; PARTS 569.7 AND 393.75 (EXTRACTS)
For complete regulations, go to: https://www.ecfr.gov/

569.7 REQUIREMENTS. 393.75 TIRES.

https://www.ecfr.gov/current/title-49/subtitle-B/ https://www.ecfr.gov/current/title-49/subtitle-B/
chapter-V/part-569/section-569.7 chapter-III/subchapter-B/part-393/subpart-G/
section-393.75
(a) Regrooved tires.
(1) Except as permitted by paragraph (a)(2) of this section, (a) No motor vehicle shall be operated on any tire
no person shall sell, offer for sale, or introduce or deliver that –
for introduction into interstate commerce regrooved tires (1) Has body ply or belt material exposed through
produced by removing rubber from the surface of a worn the tread or sidewall,
tire tread to generate a new tread pattern. Any person who (2) Has any tread or sidewall separation,
regrooves tires and leases them to owners or operators (3) Is flat or has an audible leak, or
of motor vehicles and any person who regrooves his own (4) Has a cut to the extent that the ply or belt
tires for use on motor vehicles is considered to be a person material is exposed.
delivering for introduction into interstate commerce within (b Any tire on the front wheels of a bus, truck, or
the meaning of this part. truck tractor shall have a tread groove pattern
(2) A regrooved tire may be sold, offered for sale, or introduced depth of at least 4 ⁄ 32 of an inch when measured
for sale or delivered for introduction into interstate at any point on a major tread groove. The
commerce only if it conforms to each of the following measurements shall not be made where tie bars,
requirements: humps, or fillets are located.
(i) The tire being regrooved shall be a regroovable tire; (c) Except as provided in paragraph (b) of this
(ii) After regrooving, cord material below the grooves shall section, tires shall have a tread groove pattern
have a protective covering of tread material at least 3⁄32- depth of at least 2⁄ 32 of an inch when measured
inch thick; in a major tread groove. The measurement shall
(iii) After regrooving, the new grooves generated into the not be made where tie bars, humps or fillets are
tread material and any residual original molded tread located.
groove which is at or below the new regrooved depth (d) No bus shall be operated with regrooved,
shall have a minimum of 90 linear inches of tread edges recapped or retreaded tires on the front wheels.
per linear foot of the circumference; (e) A regrooved tire with a load-carrying capacity
(iv) After regrooving, the new groove width generated into equal to or greater than 2,232 kg (4,920 pounds)
the tread material shall be a minimum of 3/16-inch and shall not be used on the front wheels of any truck
a maximum of 5 ⁄ 16-inch; or truck tractor.
(v) After regrooving, all new grooves cut into the tread shall
provide unobstructed fluid escape passages; and
(vi) After regrooving, the tire shall not contain any of the
following defects, as determined by a visual examination
of the tire either mounted on the rim, or dismounted,
whichever is applicable:
(A) Cracking which extends to the fabric,
(B) Groove cracks or wear extending to the fabric, or
(C) Evidence of ply, tread, or sidewall separation;
(vii) If the tire is siped by cutting the tread surface without
removing rubber, the tire cord material shall not be
damaged as a result of the siping process, and no sipe
shall be deeper than the original or retread groove depth.
(b) Siped regroovable tires. No person shall sell, offer for
sale, or introduce for sale or deliver for introduction into
interstate commerce a regroovable tire that has been siped
by cutting the tread surface without removing rubber if
the tire cord material is damaged as a result of the siping
process, or if the tire is siped deeper than the original or
retread groove depth.

Section Nine: Appendix 179

 TRANSIT APPLICATIONS IN URBAN CONDITIONS
Transit applications in Urban conditions may If no sidewall depth indicator is available and the
experience sidewall abrasion damage from rubbing the product you are using it is not maximized for urban use
tire’s sidewall along a curb. This damage is primarily the tire should accept some lighter levels of tire curbing.
found on the right side of the vehicle on the front and rear When the sidewall writing and beauty rings are worn off it
positions. MICHELIN® X® INCITY Z and XZU®3 transit is time to rotate sidewalls.
tires are designed to operate in these conditions and offer Prior to rotating the tire sidewall, the sidewall should
additional sidewall protection in these situations. The be examined to make sure there are no cords exposed or
Urban tires also have a molded sidewall depth indicator cuts deeper than 3 mm. If these conditions exist, the tire
to assist in knowing how deep the tire can wear before should be removed and scrapped.
rotating away from that scrub position.
NOTE: Not all tire sidewall depth indicators are located
along the same plane in the sidewall.

MICHELIN® X® INCITY Z AND

X® INCITY Z SL TIRE
The MICHELIN® X® INCITY Z tire has sidewall depth
indicators at 4 identical locations. Therefore, if very
little or no sidewall depth indicator is visible on the
MICHELIN® X® INCITY Z tire it is time to rotate sidewalls.
The MICHELIN® X® INCITY Z SL tire has 3 sidewall depth
indicators.

New Sidewall Depth Indicators

Worn Sidewall Depth Indicators

180 Section Nine: Appendix

 “THE CRITICAL 6”
FACTORS THAT COST FLEETS MONEY Goal: Install suitable valve caps on all wheel positions.
Consider the use of inflate-thru valve caps for easier
Overall Goal: Maintain all tires at the fleet target
pressure maintenance.
inflation pressure based on the manufacturers’
Effect: The number one cause of tire pressure loss can
application data book for the axle load. When monitoring
be attributed to missing valve caps. Operating without
inflation pressure well maintained fleets keep the tires
valve caps can result in under inflation and the conditions
within 5 psi of this setting, and not more than 5 psi
mentioned above in 1 and 2.
different than the dual tire next to it in operation.

4. Dual Mismatch Inflation Pressure

1. Low Inflation Pressure
Dual mismatched pressures can cause a permanent
Under-inflation is the biggest issue in the industry.
irregular wear pattern to develop and within a few weeks
It is the number one cause of premature tire removal.
can potentially be a cause of early tire removal. Dual
With the advancement in today’s radial casing, it is
mismatched pressure will also affect the matched tire,
virtually impossible to determine if a tire is properly
causing accelerated tread wear and casing fatigue.
inflated without using a pressure gauge. Periodically
Goal: Maintain all tires at the fleet target inflation
calibrate the gauges using a master gauge. Over time,
pressure based on the manufacturers’ application data
usage conditions can cause a pressure gauge to loose
book for the axle load. Well maintained fleets keep the
accuracy beyond the 2 psi manufactures tolerance range.
tires within 5 psi of this setting when monitoring inflation
The time and effort required to verify gauges and to check
pressure.
tire pressure is time well spent.
Effect: This irregular wear can result in early removal or
Goal: Maintain all tires at the fleet target inflation
require tire rotation to minimize the effect.
pressure based on the manufacturers’ application data
book for the axle load.
5. Dual Mismatch Height
Effect: An inflation pressure mismatch of greater than
Dual mismatch tread depths (tire height differences)
five psi will result in the two tires of a dual assembly
will cause irregular wear. Additionally, the larger tire (the
being significantly different in circumference resulting
one with the greatest tread depth) will become over-
in irregular wear and can also lead to eventual tire loss
fatigued due to bearing more weight, this accelerates
due to premature casing fatigue. A difference of five psi
premature casing failure.
between steer tires will cause the vehicle to pull to the
Goal: Match tires in dual assembly with equal tread
side with the lower pressure. Additionally, under inflation
depths. Well maintained fleets use ± 4/32" of tread
results in internal tire heat buildup and potentially
depth as maximum allowable difference in overall height
premature tire failure.
between the duals.
Effect: Dual mismatch tread depths can cause a
2. High Inflation Pressure
permanent irregular wear pattern in a few weeks resulting
Over inflated tires increase the likelihood of crown cuts,
in early removal or a lost casing.
impact breaks, punctures, and shock damage resulting
from the decrease of sidewall flexing and an increase in
6. Irregular Wear
firmness of the tread surface.
Proper inflation pressure, correct toe settings and
Goal: Maintain all tires at the fleet target inflation
proper alignment can prevent most irregular wear.
pressure based on the manufacturers’ application data
Steer, drive, and trailer axle alignment verification and/
book for the axle load.
or correction can be performed with a minimal cost or
Effect: Increases the probability of potential casing
investment in equipment.
damage. This change in contact patch footprint could
Goal: Reduce irregular wear by proactive tire and
result in a reduction of traction and tread life.
vehicle maintenance programs.
Effect: Once a wear pattern develops, it will continue
3. Missing Valve Caps
until the tire is rotated or removed to be retreaded or
Missing valve caps are a primary source of low inflation
scrapped. Diagnosis and correction of the cause is part
pressure. Valve caps are used to keep debris out of the
of the solution in preventing future conditions. Average
core and act as a secondary air seal if the valve core
occurrence of irregular wear typically results in a loss
happens to leak. Verify there is a good tight seal by use
of tread life resulting in a much higher total cost of
of a spray type leak detector. A good “metal” cap with a
ownership.
rubber seal will hold tire pressure without a valve core.

Section Nine: Appendix 181

 PUBLICATIONS, VIDEOS, AND WEBSITES
Publications – Data Books:
MICHELIN Truck Tire Data Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MWL40731
MICHELIN Agricultural & Compact Tire Databook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MUT41305
MICHELIN Passenger Tire and Light Truck Tire Data Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MDL41780
MICHELIN Earthmover & Industrial Data Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MEL81234
BFGoodrich Commercial Truck Tires Data Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
BWT42029
BFGoodrich Passenger and Light Truck Tire Databook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
BDL20715
UNIROYAL Passenger & Light Truck Data Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
UHL31264

Publications – References:
Cage It Poster 24”x36” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43142
Crown/Sidewall Repair Template . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT40192
MICHELIN Earthmover and Industrial Tire Reference Brochure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MEL41736
MICHELIN RV Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MWL43146
MICHELIN Truck Tire Nail Hole Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MWT40163
MICHELIN Truck Tire Nail Hole Repair Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
®
MWV43941
Nail Hole Repair Poster 24”x36” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43210
The Usual Suspects Drive, Flyer (also available on Page 78) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43661
The Usual Suspects Drive, Poster 24”x36” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43962
The Usual Suspects Steer, Flyer (also available on Page 76-77) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43963
The Usual Suspects Steer, Poster 24”x36” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43964
The Usual Suspects Trailer, Flyer (also available on Page 79) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43965
The Usual Suspects Trailer, Poster 24”x36” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWT43966

Publications – Warranties:
BFGoodrich Truck Tire Operator’s Manual and Limited Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BMW40844
®

Earthmover Limited Tire Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MEE40022

Michelin Retread Technologies, Inc. National Limited Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWW41268
MICHELIN Truck Tire Operator’s Manual and Limited Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MWE40021
®

Passenger and Light Truck - MICHELIN Complete Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MDW41156

®

Uniroyal Truck Tire Operator’s Manual and Limited Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UWW10000

Technical Bulletins: business.michelinman.com

business.michelinman.com/tips-suggestions/documents

Videos:
business.michelinman.com
https://www.youtube.com/c/MichelintruckNA/playlists
BFGoodrich Truck Tires
https://www.bfgoodrichtrucktires.com/tires/product-videos/

Websites:
business.michelinman.com
www.bfgoodrichtrucktires.com
www.uniroyaltrucktires.com
www.michelinman.com

182 Section Nine: Appendix

Industry Contacts and Publications:

OSHA (Occupational Safety and Health Administration). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.osha.gov

– Safety Standard No. 29 Cfr, Part 1910.177
USTMA (U.S. Tire Manufacturers Association) - Formally RMA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.ustires.org
– Care And Service of Truck and Light Truck Tires
– Inspection Procedures to Identify Potential Sidewall “Zipper Ruptures” in Steel Cord Radial Truck,
Bus and Light Truck Tires (TISB 33, Number 6)
SAE (Society of Automotive Engineers). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.sae.org
TIA (Tire Industry Association) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.tireindustry.org
– Commercial Tire Service Manual
TMC (Technology & Maintenance Council). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.trucking.org
– RP 205D, Use of Tire Bead Lubricants
– RP 206C, Radial and Bias Tire Puncture (Nail Hole) Repair Procedures
– RP 208F, Total Tire Cost Analysis
– RP 209F, Tire and Rim Safety Procedures
– RP 210E, Radial Tire Construction Terminology
– RP 211D, Rim and Wheel Selection and Maintenance
– RP 214E, Tire/Wheel End Balance and Runout
– RP 215F, Sources of Tire and Wheel Information
– RP 216D, Radial Tire Conditions Analysis Guide
– RP 217E, Attaching Hardware for Disc Wheels
– RP 218F, DOT Tire Identification Codes
– RP 219D, Radial Tire Wear Conditions and Causes: A Guide to Wear Pattern Analysis
– RP 221E, Retread Plant Inspection Guidelines
– RP 222D, User’s Guide to Wheels and Rims
– RP 224E, Tire Retread Process
– RP 226D, Radial Tire Repair Identifier (Blue Triangle)
– RP 230C, Tire Test Procedures for Treadwear, Serviceability and Fuel Economy
– RP 232B, Inspection Procedures to Identify Potential Sidewall Zipper Rupture in Truck and Bus Tires
– RP 233C, Radial Tire Nail Puncture Repair Training Guidelines
– RP 235B, Guidelines for Tire Inflation Pressure Maintenance
– RP 236B, Outsourcing Guidelines for Tire and Wheel Maintenance
– RP 237B, Torque Checking Guidelines for Disc Wheels
– RP 238B, Troubleshooting Disc Wheel Looseness
– RP 240B, Steel Wheel and Rim Refinishing Guidelines
– RP 241B, Tubeless Disc Wheel Inspection for Undersized Bead Seats
– RP 242A, Guidelines for Evaluating Tire and Wheel Products and Systems
– RP 243A, Tire and Wheel Match Mounting Markings
– RP 244C, Bias Tire Conditions Analysis Guide
– RP 245A, Tire Assembly Balancing with Wheel Weights
– RP 249A, Safety Issues Related to the Use of Flammable Fluids During Tire Demounting
– RP 250A, Effects of Extreme Temperatures on Hub-Piloted Wheel Torque & Clamp Load
– RP 251A, Irregular Wear in Low-Profile Metric Widebase Radial Tires Used in Trailer Service
– RP 252, Troubleshooting Radial Tire Irregular Wear
– RP 253A, Usage Guidelines for Retreaded Steer Axle Tires
– RP 254A, Usage Guidelines for Repaired Steer Axle Tires
– RP 255, Understanding Disc Wheel Outset, Inset and Offset
– RP 256, Inspection Criteria for Steel and Aluminum Wheel Corrosion & Pitting
– RP 257, Measuring Wheel End Assembly Runout
– RP 258, Tire and Wheel Maintenance Guidelines for Covered Farm Vehicles & Low Use/Special Mobile Equipment Highway Vehicles
– RP 259, Maintenance Consideration For 6x2 Tractor Tires
– RP 261, Considerations for Aerodynamic Wheel Covers
– RP 262, Guidelines For Jacking and Lifting Tractors And Trailers
– RP 264, Lean Practices for Tire & Wheel Management
– RP 265, Understanding Rim Flange Wear
– RP 266, Shop Tools and Procedures for Demountable Rim Assemblies
– RP 269, Guidelines for Tire Shop Tools and Equipment
TRIB (Tire Retread Information Bureau). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.retread.org
TRA (The Tire and Rim Association, Inc.). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.us-tra.org
TTMA (Truck Trailer Manufacturers Association) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . www.ttmanet.org
– TTMA RP No. 71, Trailer Axle Alignment

Section Nine: Appendix 183

 Index
A
Ackerman Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Buff Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Air Inflation and Pressure Monitoring Systems (ATIS) . . . . . . . 99 Buffing Specification Chart (Retread) . . . . . . . . . . . . . . . . . . . . . 112
Air Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-71 C
Axle Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66, 160
Camber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66, 160 Camber Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Caster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66, 160 Casing Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164-165
Drive Axle Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Cast Spoke Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Front End Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 Caster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66, 160
Recommended Alignment Targets . . . . . . . . . . . . . . . . . . . . 67 Center Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Steer Axle Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Chains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61, 113, 119
Steer Axle Setback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46-47
Steering Axle Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Front Wheel Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Steering Axle Skew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Lateral Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Tandem Axle Parallelism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Longitudinal Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Tandem Scrub Angle or Skew . . . . . . . . . . . . . . . . . . . . . . . . 161 Vertical Clearances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Thrust Angle (Tracking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Cold Climate Pressure Correction Data . . . . . . . . . . . . . . . . . . . . 165
Thrust Angle Deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Commercial Vehicle Safety Alliance (CVSA) . . . . . . . . . . . . . . . . 126
Toe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-65, 160 Comparative Sizes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 129
Toe-Out-On-Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Components and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . 30, 132
Alignment Checks (Frequency) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Contact Area/Footprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Alignment Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 Conversion Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Alignment Field Method . . . . . . . . . . . . . . . . . . . . . . . . . . 68, 162-163 Cost Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Alignment Targets (TMC Guidelines) . . . . . . . . . . . . . . . . . . . . . . . 67 Cost Per Mile (CPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Aluminum Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Critical Six Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Ambient Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9, 52 Cross (Bias) Ply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127-138
Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5 Cupping Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72, 77-79
Commercial Light Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
MICHELIN® X One® Tire Applications . . . . . . . . . . . . . . . . . . 5 D
Line Haul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Damages (Radial/Crown) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139-154
On/Off-Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 9-10, 128
Recreational Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Demounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41-42
Regional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Tubeless . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41-42
Special Application Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Tube-Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137-138
Urban . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Depression Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-77, 79
4x2 Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 Diagonal (Bias) Ply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127-138
Approximate Weight of Materials . . . . . . . . . . . . . . . . . . . . . . . . . 157 Diagonal Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73, 76, 79
Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Diesel Fuel Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ATTACC Plus System (Field Alignment Method) . . . . . . . . 162-163 Directional Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Automated Tire Inflation System (ATIS) . . . . . . . . . . . . . . . . . . . . 57 Disc Wheel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Axle Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Do Not Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Axle and Wheel Ends - MICHELIN® X One® Tire . . . . . . . . . 90-93 DOT Sidewall Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Axle Parallelism and Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . 69-70 Drive at Proper Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Axle Track Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 Drive Axle Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Drive Carefully . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
B Drop Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Balance and Runout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Dual Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45-48
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97 Dual Mismatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Bias-Ply (Cross, Diagonal Ply) . . . . . . . . . . . . . . . . . . . . . . . . 127-138 Dual Spacing/Measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 45
Brake Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81-82, 104-107 Dynamometers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Brake Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-81
Brake Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75, 78, 79
Braking Systems and Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-82
Branding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Buff Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-112

184 Section Nine: Appendix

 Index
E I
Effect and Cause – Tire Damage . . . . . . . . . . . . . . . . . . . . . . 139-154 In-Service Alignment Recommendations . . . . . . . . . . . . . . . . . . . 67
Air Infiltration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144-147 Inflation and Pressure Monitoring Systems . . . . . . . . . . . . . . 98-99
Bead Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Inflation Safety Recommendations . . . . . . . . . . . . . . . . . . . . 30, 132
Fatigue Related Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 54, 67, 154
Impact Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Kiss Duals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 J
Pinch Shock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 Jack-Knife . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Repairs and Retreading Conditions . . . . . . . . . . . . . . . 152-153
Run flat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142-143 L
Scrap Inspection Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 Lateral Clearance - MICHELIN® X One® Tires . . . . . . . . . . . . . 103
Engine Computers / Fuel Economy . . . . . . . . . . . . . . . . . . . . . . . . 98 Legal Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Extending Tire Life . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49-86 Load Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Load per Inch Width Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
F Load Range/Ply Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Factors Affecting Tread Life/Tread Wear . . . . . . . . . . . . . . . . 64-70 Load Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Fasteners for MICHELIN® X One® Tires . . . . . . . . . . . . . . . . . . . . 25 Loaded Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Fatigue Rupture (Zipper) . . . . . . . . . . 29, 54, 140, 142-143,149-150 Loads Per Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Feather Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31, 133
Field Alignment Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Fifth Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 M
Flap Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128,131 Maintaining the Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50-59
Flat Spotting Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73, 77 Maintaining the Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-81
Flood Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Material Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Footprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 114 Michelin Retread Technologies (MRT) . . . . . . . . . . . . 110-112, 126
Free Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 MICHELIN® X One® Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87-120
Free Rolling Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Minimum Dual Spacing . . . . . . . . . . . . . . . . . . . . . . . . . 6, 45, 46, 148
Fuel Efficiency/Saving/Analysis . . . . . . . . . . . . . . . . . . . . . . 166-167 Mismount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Fuel Savings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Mounting Procedures . . . . . . . . . . . . . . . . 32-37, 103, 134-136, 168
MICHELIN® X One® Tire . . . . . . . . . . . . . . . . . . . . . . 32-34, 103
G Tubeless . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-37
GAWR (Gross Axle Weight Rating) . . . . . . . . . . 7, 9, 14, 46, 58, 100 Tube-Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134-136
Gear Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45, 113 16.00R20 and 24R21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156-159 19.5” Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35-36
Approximate Weight of Materials . . . . . . . . . . . . . . . . . . . . 157 Aluminum Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Conversion Table (Standard - Metric - Degrees) . . . . . . . 159 Steel Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Load Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Multi-Piece and Single Piece Rim/Wheel . . . . . . . . . . . . . . 175-177
Load Range/Ply Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Pressure Unit Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 N
Speed Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Nail Hole Repair Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122-126
Units of Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Nitrogen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
GCW (Gross Combination Weight) . . . . . . . . . . . . . . . . . . . . . . . . . 14 Nominal Wheel Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Guide Rib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
GVW (Gross Vehicle Weight) . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14

H
Heat Study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104-108
Heel-Toe Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74, 78
Hub Piloted Disc Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Hydroplaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116

Section Nine: Appendix 185

 Index
O S
OSHA (Occupational Safety and Health Administration) Safety Device/Cage . . . . . . . . . . . . . . . . . . . . 28, 30, 38, 122, 132, 136
1910.177 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175-177 Scrap Inspection Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Offset/Outset-Dual/Front Wheels . . . . . . . . . . . . . . . . . . . . . . . . . 46 Sealants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
One Sided Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 Section Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Operation and Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115-120 Service Life Recommendation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Out-of-Service Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . 170-171 Sidewall Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Outset Wheel - MICHELIN® X One® Tire . . . . . . . . . . . . . . . . 22, 96 Siping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Over-Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 Spare Wheel Rack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Overall Diameter/Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Special Tools for Mounting MICHELIN® X One® Tire . . . . . 38-39
Overall Vehicle Track and Width . . . . . . . . . . . . . . . . . . . . . . . . 95-96 Speed Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Overinflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51, 179 Speed Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63, 159
Spinning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
P Specification Data Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Ply Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Spindles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Preparation of Wheels and Tires . . . . . . . . . . . . . . . . . . . . . . . 31, 133 Stacking of MICHELIN® X One® Tire . . . . . . . . . . . . . . . . . . . . . . 60
Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40, 50-51, 98 Static and Low Speed Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11, 130
Pressure Coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11, 130 Steel Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Pressure Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50-59, 96 Steer Axle Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Pressure Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Steering Axle Offset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Pressure Unit Conversion Table . . . . . . . . . . . . . . . . . . . . . . . . . . 156 Steer Axle Setback (Skew) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Proper Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Step Shoulder/Localized Wear Shoulder Cupping . . . . . 75-76, 79
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 Stone Retention/Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60, 133
Q Stud Piloted Disc Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Quick Checks for Suspension Faults . . . . . . . . . . . . . . . . . . . . 84-86 Summary of Tire Conditions Due to Brakes . . . . . . . . . . . . . . . . . 80
Front Suspension Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 Suspensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Rear Suspension Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 Suspension Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84-86
Trailer System Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Quick Reference Guide (Retreading) . . . . . . . . . . . . . . . . . . . . . . 126

R
Rapid Tire Pressure Loss Procedure . . . . . . . . . . . . . . . . . . . . . . . 119
Regrooving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178-179
Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108-110, 121-126
Repair Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Retread and Repair Recommendations for X One® . . . . . 110-112
Retreading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-112, 126
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-23
Rim Width . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
River Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74, 76
Rollover Threshold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
RPM (Engine Revolutions per Minute) . . . . . . . . . . . . . . . . . . . . 113
Runout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48, 59, 160,172-174
Runout and Vibration Diagnosis . . . . . . . . . . . . . . . . . . . 59, 172-174

186 Section Nine: Appendix

 Index
T U
TRA (The Tire & Rim Association, Inc.) Standards . . . . . . . 11, 130 Under-Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Tandem Axle Parallelism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Underinflation . . . . . . . . . . . . . . . . . . . . 29, 50-51, 122, 142, 150-151
Tandem Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65, 67, 69, 163 Undertread . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-111
Tandem Scrub Angle or Skew . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Units of Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Tech Identification (Blue) Triangle . . . . . . . . . . . . . . . . . . . . . . . . 126 Urban Tire Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 180
Thermal Equilibrium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Thrust Angle (Tracking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 V
Thrust Angle Deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Valve System (Cap, Core, and Stems) . . . . . . . . . . . . . . . . . . . . 23-25
Time Labor Study - MICHELIN® X One® Tire . . . . . . . . . . 108-109 Vehicle Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-70
Tire Damage – Effect & Cause . . . . . . . . . . . . . . . . . . . . . . . . 139-154 Vehicle Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95-96
Air Infiltration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144-147 Vehicle Types – Weight Class . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
Bead Damages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Vibration Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172-174
Fatigue Related Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 Videos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Impact Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 VMRS Code List (Vehicle Maintenance
Non Compliant Run Flat/Bead Lock Devices . . . . . . . . . . . 61 Reporting Standards 2000) . . . . . . . . . . . . . . . . . . . . . . 170-171
Pinch Shock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Repairs and Retreading Conditions . . . . . . . . . . . . . . . 152-153 W
Run flat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142-143 Wear Bars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Scrap Inspection Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 Wear Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Tire Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 Brake Skid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75, 78-79
Tire Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 54-55, 140-141 Camber Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Tire Mixing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Center Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
Tire Pressure Monitoring System (TPMS) . . . . . . . . . . . . . . . . . . . 57 Cupping / Scallop / Alternate Lug Wear . . . . . . . . . . . . 72, 78
Tire Pressure Maintenance Practices . . . . . . . . . . . . . . . . 88, 99, 102 Depression Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76-79
Tire Revolutions Per Mile (Tire Revs./Mile) . . . . . . . 6, 45, 113, 169 Diagonal Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73, 76, 79
Tire Size Marking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 103, 129 Flat Spotting Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73
MICHELIN® X One® Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103 Free Rolling Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Tubeless . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Heal-Toe Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74, 78
Tube-Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Multiple Cuts / Chunking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Tire Wear Patterns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-79 Multiple Flat Spotting Wear . . . . . . . . . . . . . . . . . . . . . . . . . . 77
TMC Recommended Alignment Targets . . . . . . . . . . . . . . . . . . . . 67 One Sided Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Toe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64-65, 71 Radial Feather Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Toe Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 River Wear Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74, 76
Toe-Out-On-Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Step-Shoulder / Localized Wear / Cupping . . . . . . . 75-76, 79
Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19, 20-21 Stone Retention/Drilling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
TRA Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 Toe Wear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Transit Application in Urban Conditions . . . . . . . . . . . . . . . . . . 180 Vehicle/Spin Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Tread Depth Measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Websites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Tread Designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Weight Class – Vehicle Types . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-14
Tread Pattern Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Weights of Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Troubleshooting - Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80-85 Wheel Bearing and Hub Inspection . . . . . . . . . . . . . . . . . . . . . . . . 83
Truck Type by Weight Class . . . . . . . . . . . . . . . . . . . . . . . . 13-14, 100 Wheel Specifications - MICHELIN® X One® Tire . . . . . . . . . . . . . 26
Tube Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128, 131 Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . 9, 16-22, 26, 31, 103, 173-174
Tubeless Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-42 Wheel Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32-47
Demounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41-42 X
Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 X One® Driver Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Tube-Type Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127-138 X One® Retrofitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Automatic Spreader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 X One® Comparative Wheel Sizes . . . . . . . . . . . . . . . . . . . . . . . . . 103
Demounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137-138
Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Z
Manual Spreader . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 Zipper Rupture . . . . . . . . . . . . . . . . . .29, 54, 140, 142-143, 149-150
Mounting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134-136

Section Nine: Appendix 187

 Notes

188 Section Nine: Appendix

 MICHELIN Truck Tire Service Manual
®

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