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tireman9

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    Akron, OH
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    Genealogy, Travel out West. Tires
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  1. Actual "Defects" i.e. manufacturing mistakes usually occur relatively early in life. One recall I initiated was based on multiple tires failing in the first hundred miles as I recall (in 2000). Any chance you have pictures of the failed tire? Info for all . It is sometimes possible to provide a possible reason for failure if we can get 3 - 5 pictures of the failure. Close enough to capture no more than 1/2 the tire. Good lighting i.e full Sunlight. Some times we can rule some causes out and sometimes we can get down to a couple of possibles. You can post a general picture but you can always email me the high quqlity pictures so I can zoom in. Not running a TPMS doesn't help but you know that now. Did you check air pressure the morning of the failure? If so how many miles did you travel after the inflation check? There is a distinct possibility that whenever you checked the pressure a leak was started and being an inner dual there was almost no chance of you noticing the loss with the outer tire supporting the load. Can you identify how much air in in the dual in the right shot? The left shot of the same tire in the picture below? This is a slide from my FMCA tire seminar.
  2. First off I would not be concerned about a 20 psi (or 20%) increase in your 22.5 tires. Bet they are LR-G or LR-H 2nd yes air from a compressor can introduce some moisture that you will not get from the gas out of a cylinder. It isn't the N2 that is dry as all gas purchased from a "Air Supply" or welding shop in cylinders are going to be almost 0% moisture. While I haven't seen and test data, the N2 from local Nitrogen generators may have some low %moisture as they probably use better dryers than found at most tire shops. 3rd If you are running new tires they will run a bit hotter than older worn tires. The 2% pressure for each 10F is close enough. Details and math can be seen HERE You can always make and use your own "dryer" as seen HERE and if you support your tire with a jack you could let 50% out and re-inflate when you are in a dry weather day and dry location. Just be sure your dryer is rated for the pressure you will be using. Be sure you have access to a good supply of high pressure air before you bleed off any air. A quick check to see if this is even worth the effort would be to bleed off 5 psi and see if water drops or "fog" comes out of the tires. If not you don't have a lot of moisture in the tire to start with.
  3. tireman9

    TIRE Balance

    I'm not sure that something like Tyeron or Rettroband would have a negative impact on the ability of a tire to be repaired. It is this ability that is the driver behind the prohibition of the use of "Stuff" inside a tire. The bands would only come in contact with the tire if there had been a loss of air, probably due to a cut or un-repaired puncture.
  4. Another item on matching Duals. The pair should always be same size, Load Range, Brand and design. Minimum Dual spacing is published in the tire company data sheets to help you compare. You can read-up on Duals and their special needs on my RV Tire blog
  5. Some tire companies "start the warranty clock" on the date the tires are made, others on the date the ties are mounted. Some when the RV is first sold. My Class-C RV has a 2015 Chevy chassis but the RV is classified as a 2016. I did receive a "Delayed Warranty" document that started the GM Warranty in 2016 when I made the purchse.
  6. tireman9

    Rims width issue

    I would stick with what is printed in the tire company literature for an approved rim for that companies tires.rather than a phone call.
  7. Sorry but the tire changes shape when loaded and the air pressure basically doesn't change, while measurable with sufficiently sensitive gauges (laboratory 0.01 psi reading) I would not consider anything less than a 1 psi change meaningful even if you could measure it.
  8. Basically you will find that for identical size, Load range and wheel rim width all brande are identical except for maybe a handful of Michelin tires being different by about 5 psi. This resulted from a tire that was already in production in Europe (designed completely Metric) then later made available in the US. The Metric to SI units conversion needed rounding which resulted is some tires being different a few psi I have a list of links to tire Load & Inflation tables on my blog that I try and keep up to date.
  9. As I understand how Centermatic system works you must be at some speed (more than 10 to 20 mph ?) for the rings to come into balance.
  10. tireman9

    Odd Tire Wear

    With a weight 13,820# I suggest you assume a 47/53% load split as a perfect 50/50 is very unlikely So 53% gives 7,325# which gives 115 psi according to the tables. ( You always go up in inflation) I also suggest a +10% on inflation but not exceed tire sidewall number so that means 120 psi cold. You will not find a "4 corner" scale except at FMCA Int'l conventions and some other large RV events. You can also contact RVSEF to check their schedule. You can also check with local sand & gravel companies, Concrete companies and some building supply companies. Here is the work sheet you will need to calculate your own 4 corner weights
  11. Need to jump in here. Starting in 1972 I worked on a number of different "Advance Tire" projects Some were looking at an "aftermarket" device that could be placed inside a tire to offer some "Run-Flat" capability. Foam Aluminum and foam Urithane were used. These worked but were too heavy and expensive for general use by the trucking industry and they were not willing to pay the penalty of the original cost and the loss of load capacity for the truck. Visually they would resemble the Rettroband. Here is a picture of a similar device. Having watched the Rettroband video it appears they have a unique method of "attaching" the ring which was one of the areas we did not finalize. I was also the project leader on the original "Run-flat" tires applied to the people mover train at the then-new DFW airport. This approach involved filling the air chamber with a rubber foam material (not urethane but flexible rubber) I believe that this is the approach used on some military vehicles today. This is not some secret "magic" stuff that is being kept from public use by the military as some have suggested and it is not some "Area 51" SiFi material. Just rubber with a blowing agent. If you were willing to spend maybe $500 - $1,000 a tire, limit speed to an average speed of 25 - 30 mph and do a complete redesign of your front suspension to handle the 150 to 200-pound increase in tire assy weight, I believe you can have this on your vehicle. Oh, you also would need to be willing to scrap the wheels when your tire wears out and you can not dismount a foam-filled tire. Other "run-flat" military systems use a flat base multi-piece wheel with an internal ring along the lines seen here. Note how the flat base multipiece wheels are assembled. Other approaches involved going from 22.5 wheels to 26.5 diameter wheel while retaining the same OD, width and load capacity as the original 11-22.5. We even had about 600 special wheels manufactured and we applied these wheels and tires to hundreds of HD trucks. I posted info on my tire blog about these tires. The problem with these tires is they needed new wheels. While these tires provided significant improvements in vehicle control with a sudden loss of air on the front. the trucking industry did not feel the improved safety outweighed the increased cost of new wheels. The Tyron system does not appear to offer any support of the tire tread or feature to limit the "drop" which IMO is an important feature of limiting the degradation or loss of vehicle control due to "blowout" but is intended as I understand it to prevent the flat tire from being dislodged from the wheel. Regarding the questions of lost air volume. No observable change in vehicle ride was noted with the change from 22.5 to 26.5 wheel diameter due to the lower air volume. If you are wondering about the effect of load on air volume you can do a simple test yourself. Inflate a large tire to a specific level and with the tire off the ground with floor jacks record the inflation with your TPMS. Then lower the floor jack and record the inflation when loaded. You can then post the results of your test on this thread for us all to see,
  12. Probably the extra cost which is how the RV industry works IMO.
  13. Based on the work I did on placing devices inside tires I am not aware of any problems as long as the normal operation deflection does not result in the interior of the tire contacting the device. While I do not have the data it appears that the clearance is in the- 3" range. Normal tire deflection when a tire is properly inflated for the load is in the 1" - 2" range. I did watch a video on a tire being mounted and while there are some steps that need to be followed I don't see why damage would occur if the instructions were followed.
  14. tireman9

    Odd Tire Wear

    I don't see where the actual fully loaded "4 corner" weight. Some input from a Michelin contact I have is suggesting the possibility if incorrect inflation for the actual load. Could you post your 4 corner weights and your cold inflation numbers.
  15. I am running a direct comparison of two different TPM systems (Tire Traker & TST) Early results have been posted on my blog. I am not aware of any other direct real-life comparison. (If anyone knows of such I would appreciate hearing about it. I also, in my working life as a tire engineer, started working with TPMS in 2002 In general, it appears that most systems being offered today (in FMCA magazine and at FMCA Conventions) are similar in design and function. I might suggest that you consider the warranty and the information provided on the company website and if they have a phone number.
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