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March 12, 2010  |   Comments (6)   |   Post a comment

Tire Maintenance Best Practices

Officials at tire companies, along with technicians, say that checking for proper inflation, axle alignment and tread depth helps keep tires in good condition. They also provide tips on mounting, inspection, repair and replacement.

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Inspections

Drivers and technicians have a shared responsibility to inspect tires for possible damage and to make certain that they are in a state to function properly while the bus is in operation.

Manufacturers’ recommendations vary on the frequency with which tires should be inspected, but each recommends a daily check during the driver’s pre-trip inspection. Beyond that, Double Coin encourages technicians to inspect tires during an operation’s required preventive maintenance tasks or at the appearance of irregular wear.

McNamara agrees, and recommends checking tire pressure during inspections. “It is a known fact that medium tires can lose up to 2 psi per month from heat, cold and leakage,” he reveals. (By the same token, Jones notes that time spent checking inflation pressure is a good time to inspect the tires.)

Miller and Kenny encourage an inspection of tires daily, weekly and monthly. Kenny emphasizes the importance of a daily inspection by bus drivers, but he also believes that the tires’ inflation, as well as a visual inspection of the tires’ tread and sidewall should be performed every week. Technicians should measure tires’ tread depth monthly.  

When is repair or replacement necessary?

When drivers and technicians inspect tires, they should look for signs that the tires need to be repaired or replaced.

Kenny says the signs include the failure of a tire to maintain consistent air pressure in between pressure checks. This may indicate a leak or a rim seal problem. Bulging or evidence of a separation within the carcass of the tire is another sign that repair or replacement is needed.

“Watch for excessive vibration during the operation of the vehicle,” Kenny adds. “This may indicate that a tire has a separation or has sustained impact damage.”

McNamara as well as officials at Double Coin urge technicians to check tires for holes, bubbles or bumps caused by imbedded objects, sidewall cuts and irregular wear.

They also recommend looking for the following:
• Tires with tread depths of 4/32nds on the steer position and 2/32nds on all other positions. These tires should be replaced.
• Tread cuts that extend into the steel cords.
• Sidewall snags that show exposed body cables.
• A sidewall that has a bulge that is greater than 3/8 of an inch.
• Flat spots on the dual rear tires (indicates brake lock or skid).
• Bent or damaged wheels; cracked, broken or elongated bolt holes; and loose, missing, broken, cracked, stripped or otherwise ineffective fasteners.
• Loose or missing lug nuts.

“Most fleets have a spec they use when deciding to replace a tire. Using a tread depth gauge is a quick way during a service to monitor tire condition,” Whelan says. “Usually 6/32-inch tread depth will allow recycling the tire casing as a recap.”

For information on how to find tires that are right for your operation, click here.


Battery maintenance tips

Along with tires, a vehicle’s battery should be regularly inspected. Technicians Brad Barker and John Whelan offer their expertise for maintaining batteries and their components.

Barker says that battery grounds, cable connections throughout the entire system and battery boxes should always be clean. All batteries should be washed off and their terminals tightened periodically, preferably during each preventive maintenance session.

“Keeping batteries clean with a battery cleaner spray or baking soda will neutralize any acid buildup that causes voltage leakage,” Whelan adds. “These products combined with water will neutralize the acid and even detect acid buildup.”

Barker notes, however, that if your shop is not using maintenance-free batteries, do not add untreated water to the battery cell. De-ionized water should be used. (City water contains contaminates that will destroy the plates in the battery.)

Battery cables should be removed and the battery should be load-tested annually, with weak batteries replaced. “A weak battery under load will not hold a voltage,” Whelan explains. “The average battery can be load-tested by drawing 30 to 40 percent of its cold cranking amp rating. This load is held for 10 seconds and the battery must not drop below 9.6 volts. Today’s digital battery testers automatically run a test with the push of a button.”

Whelan says battery cable routing is also important, particularly with the positive battery cable. Once a positive cable rubs through to the frame, a direct short with this much amperage potential will cause arching and major damage to electrical components.

Finally, check for clean connections — any resistance will cause a “no-start” situation and electrical accessory problems.

 

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IS IT OKAY FOR A SCHOOL BUS COMPANY TO PATCH GASHES IN SIDEWALLS ON THEIR TIRES?OR TO TAKE A HAMMER TO THE BRAKES BECAUSE THE ABS LIGHT KEEPS COMING ON AS WELL AS THE SERVICE BRAKE LIGHTS?

aj    |    Jul 04, 2014 09:28 AM

When changing out OEM tires for nonOEM larger tires , is there some official language to follow on tire pressures to go by other than the side wall? Typically the oem tire specs would be on the vehicles door jam and that is fine, but what is one to follow when larger nonOEM tires are exchanged and the tire (max cold)pressure on the side wall for example reads 80 psi cold. Should the recommended psi for the vehicle still be what the door jamb label recommends?

paul    |    Jan 06, 2011 02:41 PM

I wanted to thank you foryour help. 1-863-632-1936

Tammi Griswold    |    Jul 29, 2010 11:56 PM

Tire cost are a large portion of a fleet maintenance budget and an area that is often neglected. Tire tread depths must be closely matched, tire inflation must be monitored with accurate gauges, and a master gauge needs to be available for calibration. Tires that are 20% low on pressure need to be pulled. If there are no spares that match a dual tread depth, installing two new recaps, and marking the dread depth on the good tire that was pulled is necessary in order to make it easy for folks to identify and match dual tires. A good air regulator a air gage with 1 lb graduations is easy to set up for techs. Front end, (toe alignment), tie rod, drag link, "U" bolts, and king pins must be checked at every PM inspection. Toe alignment should be checked at least annually. A good tire maintenance program also increases casing life and retread numbers. Yes, it takes effort, attention to details, and good support and leadership to not only get the process in place, but to also ensure that it is being carried out. A 10% to 20% saving in tire costs are well worth the time.

Fred    |    Jun 06, 2010 03:00 PM

Maintaining a fleet of tires, keeping treads matched, tread depths aligned, and all the rest poses a tough challenge for the fleet. How many fleets are truly interested in doing this? Several companies make automated or semi-automated systems that help the process (Michelin, Bandag, Squarerigger, Goodyear come to mind). Do they make it easier, faster, and less expensive? Any system must be easy to use and effective, and save enough money to make it worthwhile. Do they? Can a person track more, more accurately, with a lot less effort? Any comments from folks who have used these?

Nathan Walker    |    May 28, 2010 11:44 AM

We have a 1998 AmTran International 3800 at the school i am at, and they mixed the tires. They have "SAMSON" GL74 Tires on the Front, and Double Coin's on the back. Is there any problem to that?

Terry F.    |    May 21, 2010 03:01 PM

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