OTR Tyre Awareness PDF

O.T.R.
Tyre Awareness
O.T.R. TYRE AWARENESS
AVENG MOOLMANS
RIGHT TYRE FOR THE RIGHT JOB
MATCH THE TYRE SIZE TO THE MACHINE
AND THE DESIGN TO
THE APPLICATION
AGENDA
1. Mining Activities
2. Tyre Material & Production
3. Tyre Performance & Functions
4. O.T.R. Tyre Construction
5. Tyre Dimensions
6. Tyre Selection & Application
7. Industry Codes
8. Ton-Kilometre Per Hour Criteria
9. Tyre Maintenance
10. Job Site Maintenance
11. Failure Analysis
3
MOOLMANS Mining Activities

South Africa
Botswana
Namibia
Tanzania
Ghana
Mali
Guinea
Zambia
4
Moving material has changed
Moving material has change from

manual labour to the engineered
equipment of today, tyres have had
to cope with this development.
5
TRENDS IN EARTHMOVER TYRES

Outside Diameter in Inches
180
Cotton
Cotton First
First Tubeless
Tubeless
160 Cord
Cord EM EMTyres
Tires Radial
Radial 63” ?
140 Rayon
Rayon
EM Tires
EM Tyres 15° 15° Tires
Tyres
Nylon
Cord Nylon
Cord
120 Cord
Cord20
40.00-57
40.00-57
100 27.00-49
27.00-49 37.00-57
37.00-57
80 30.00-33
30.00-33 21.00-35 36.00-51
36.00-51 59/80R63
21.00-35
60 First Wide18.00-33
First Wide 18.00-33
Base Tyre
40 29.5-25
13.00-24 29.5-25
13.00-24
20
0
1935 1940 1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
Year
6
EQUIPMENT HAS JUST GOT BIGGER
7
AVENG Company Base

Construction
Opencast Mining
Underground Mining
Diversified Miners
Contract Mining
Handling Equipment
Original Equipment
Manufacturers
Equipment Hire
Engineering
8
TYRE CONSTRUCTION
and PRODUCTION
10
WHAT IS A TYRE?
Geometrically
A tyre is a flexible pressure
ring-shaped chamber that has
to contain air to carry a load.
11
WHAT IS A TYRE?
Mechanically
A Tyre is a Flexible Membrane (Pressure Container).
The amount of air in the container (Tyre) will determine what
load can be carried.
THE AIR IN A TYRE CARRIES THE LOAD
12
WHAT IS A TYRE?
COMPOSITE
Strength Member
A tyre is Rubber reinforced
with steel as in radial ply or
in the case of bias ply
construction nylon fabric is
used.
13
APPLICATION CAR RACE TRUCK E/MOVER TRACTOR AIRCRAFT
Tread Wear&
Cut Resistance + - + ++ ++ +
Durability + - + ++ ++ +
Speed
Capacity + ++ + -?+ - ++
High Load - - + ++ + ++
Capacity
Traction + ++ + ++ ++ -
+ Important
- Less or Not Important ???
14
RUBBER COMPOUND
POLYMER or COMPOUND Type
Primarily there are two types of

rubber used in tyre
manufacturing.
NATURAL RUBBER (NR)
Rubber Tree Plantation - Malawi

SYNTHETIC RUBBER (SASOL)
15
RUBBER COMPOUND
EXAMPLES
POLYMER TYPE TYRE COMPONENTS
STYRENE BUTADIENE (SBR) Tyre components (Blended)
BUTYL Tubes and Inner Liners.
The mentioned examples are quoted for reference purposes

only and are liable to change. (Depending on the application)
16
POLYMER PROPERTIES
Better
SBR PBD NR
STYRENE BUTADIENE POLYBUTADIENE NATURAL RUBBER
Worse
Wet Properties
Rolling Resistance Rubber Chemistry is
Tread wear Application specific
17
CRUDE OIL
Tyre Raw Materials and Production Process Is
Dependent Mainly on Oil which is largely
effected by Pricing
2/3 used in materials and 1/3 in processing
EARTHMOVER 1,900 Litres (3600X51)
Note: 1 Barrel = 159 Liters
18
Raw Materials Composition OTR Tyres
OTR Radial
10% Natural Rubber (RSS1)
10% Organic Chemicals (2869)

50%
Synthetic Rubber(2822-P)
10%
Carbon Black (2895)
20% Cord Wire (3496-1)
OTR Bias
3%
8% Natural Rubber (RSS1)
Carbon Black (2895)
15 % 38%
Synthetic Rubber(2822-P)
Organic Chemicals (2869)
13 %
Cord Wire (3496-1)
Tire Cord (2296)
23%
19
TYRE COMPONENT REQUIREMENTS
PRINCIPAL POLYMERS
• Natural Rubber (NR - Tree)

• Polyisoprene (IR - Artificial)
• Styrene Butadiene (SBR)
• Polybutadiene (PBD)
20
O.T.R. TYRE COMPOSITION
Sulphur
1.5%(Vulcanizing)
Accelerator 0.5%
Antioxidants 1.5%
(Ageing)
Activator
Carbon Black 3.0%
Reinforced (Curing
BLACK SILICA time)
Filler/Strength 30% Process
POLYMERS Aids 3.5%
60%
Compound
21
O.T.R. TYRE COMPOSITION
CARBON BLACK Reinforcing filler to improve rubber strength and

wear resistance
ZINC OXIDE Reinforcing filler for white compounds
SULPHUR Vulcanizing agent
OIL Processing agent at banbury and mills
STERAX Dispersion of ingredients, activator
RESINS Adhesion to fabric, green tack.
ACCELERATOR Cure time reduction
ANTIOXIDANT Crack & weather resistance
22
THE EFFECT OF CARBON BLACK
ON PHYSICAL PROPERTIES
HARDNESS
STRENGTH
ROLLING HEAT BUILD UP

RESISTANCE
TREAD WEAR
WET SKID
PROCESSING RESISTANCE
TEAR
RESISTANCE
23
PROPERTY TESTING
Each manufacturing process is
tested before moving to the next
phase of the production cycle
Laboratory testing
Adhesion testing (Tear)
Rubber tensile testing (Rebound)
Final inspection
In field evaluation (Test results)
24
COMPOUNDING
INITIAL
FORMULA LAB FACTORY MIX PRODUCTION RELEASE
MIX TEST TYRES RUN
PHYSICAL LAB & COMMERCIAL

TESTING ROAD FLEET EXPOSURE
TESTING
CAR O.T.R FARM

* * * YEARS
0 1 2 3 4 5
25
COMPOUNDING
The most adequate compounds for a certain
tyre are elaborated by chemists of the
development department in co-operation with
production.
This is a critical component of tyre
construction and is based on field
requirements.
SUCH COMPOUNDS ARE, HOWEVER, LIABLE TO

CHANGE AS A FUNCTION OF TYRE APPLICATION
AND/OR CLIMATIC CONDITIONS. Do not make field
comparisons. (Site vs. Site)
26
STRENGTH MEMBER MATERIAL
PROPERTIES
MATERIAL ORIGIN ADVANTAGES DISADVANTAGES
Cotton Organic ---------------- Low tear resistance

(1900) Absorption of humidity
Rayon Organic Good dimension ------------------

(1938) stability
Nylon Oil High and durable Extension/Shrinkage as

(1942) tear a resistance function of
temperature
Polyester Oil Improved dimensional Disintegration at high temp.

(1962) stability
27
STRENGTH MEMBER MATERIAL
PROPERTIES
MATERIAL ORIGIN ADVANTAGES DISADVANTAGES
Fiberglass Silica Dimensional stability Sensitive to compression

(1967)
Aramid Oil Good tear resistance Low fatigue resistance

Flexion
(1974)
Steel Iron Ore High tear resistance Liable to oxidation

(1937)
28
REINFORCING MATERIALS
The choice of reinforcement materials for a given

tyre is the function of APPLICATION requirements,
processing and cost.
New materials are constantly developed to take

care of the increasingly complex requirements of
today’s tyre technology and mining activities.
29
REINFORCING MATERIALS
CARCASS STRENGTH AND DURABILITY
Bias Ply Tyres – (Nylon Fabric)
• Depend essentially on the strength
of the individual cord

• The amount of twists
• The density of the cords – Ends per
inch (EPI)
• And the number of plies. (Index of
strength)
30
CORD STRENGTH & GAUGE
LOW TWIST HIGH TWIST
Forgiving Less forgiving

31
STEEL
Radial Ply Tyres – Steel Carcass
STEEL IS A MATERIAL WHICH IS MAINLY USED AS A
CARCASS AND/OR BELT MATERIAL, IT HAS TO BE
BRASS OR COPPER COATED AS RUBBER DOES
NOT ADHERE TO IT.
THE ADVANTAGES IN EATHMOVER TYRES.
Heat Resistance – Runs cooler

Strength – Can carry a heavier load
Stiffness – Conforms to the road
32
BEAD MANUFACTURING
SQUARE / RECTANGULAR
-Turns
Bead Wire
Strands
Rubber Insulated
Overlap
Bias : Car, Truck, Aeroplane,

} E/Mover and Farm.
33
BEAD MANUFACTURING
HEXAGONAL
Radial : Truck, E/Mover

and Farm
34
Commodity Price Escalation
NA AP W EU
Crude Oil 188% 188% 188%
Butadiene 100% 98% 52%
Styrene 79% 78% 34%
Benzene 122% 120% 59%
Ethylene 118% N/A N/A
Carbon Black Feedstock 145% 145% 145%
Caprolactam N/A 106% N/A
PTA 74% 53% 33%

MEG 209% 168% 144%
Zinc 225% 225% 225%
Carbon Steel 81% 88% 110%
Natural Rubber 163% 163% 163%
Polyvinyl Chloride (EPD Only) 41% N/A N/A
35
PRODUCTION OVERVIEW
Ingredients (Preparation as per application
requirement)
Banbury Mix Mixing machine.
Milling Machine A pliable rubber mass
Extruder Various tyre components.
Building Machine Liner first on the building
drum with the tread being
applied last.
Bladder Insertion into the tyre
Curing of the Green Tyre (Mould)
Curing chamber (Pot heater)
Final Inspection
All components are manufactured within the production facility.
36
TYRE PERFORMANCE AND

FUNCTIONS
Ask the question

WHAT DO YOU WANT THE TYRE TO DO ?
Can the tyre that is selected operate
within your sites requirements.
(Example)
37
TYRE PERFORMANCE REQUIREMENTS
REQUIRED PERFORMANCE
CARRYING DRIVING
CAPACITY ENDURANCE
PERFORMANCE
LOAD WEAR RESISTANCE FLOTATION

(Production) HEAT RESISTANCE TRACTION
CUT/IMPACT RESISTANCE HANDLING
SPEED STABILITY
38
TYRE FUNCTIONS
THE TYRE - A ENGINEERED MASTERPIECE
Have load-carrying capacity
Provide cushioning ability
Transmit driving and braking torque
Produce cornering force
Have good road holding ability
Provide dimensional stability

Give adequate hours
Have good steering response
Consume minimum power
Generate minimum noise and
vibration
Be durable and safe
Rolling resistant
Lateral direction
(Vehicle control)
Forward direction
(Performance)
39
O.T.R. TYRE CONSTRUCTION
40
THREE MAIN O.T.R. TYRE
CONSTRUCTIONS
Bias Bias/Belted Radial
41
BIAS / STEEL BELTED
Steel Belted Bias Construction – Not a radial ply construction
42
EARTHMOVER TYRE/BIAS BELTED
Tread
Undertread
Breaker or Cap Plies
Liner
Sidewall
Carcass
Chafer
Apex Flippers
Bead Insulation
Beads
43
EARTHMOVER BIAS PLY TYRE
• Provides good traction and long

wear for bias type tyre.
• Thick sidewall and shoulder areas
contribute to hotter running than
radials, however, better resistant to
carcass damage.
• No working steel belts.
• Flotation not as good as radial.
• Less hours than radial.
• A large bias tyre can have up to
200 components.
44
Cord Angles
Carcass – 35* to 45*
Breaker Belts – 35* to 45*
Number of plies
Multiple Bead Bundles
45
EARTHMOVER RADIAL PLY TYRE
BEAD AREA
STIFF
SIDEWALL
FLEXIBLE
RADIAL
TREAD AREA
STIFF
46
EARTHMOVER RADIAL PLY TYRE
Undertread Tread
Shoulder
Wedge
Steel Belts Sidewall

Liner
Apex
Chipper
Chafer
Bead
47
BEAD BUNDLE (Single)
• Rugged foundation for the tyre
• Anchors tyre firmly and airtight
to rim and provides desired
stiffness just above bead area
• Withstands radial forces
resulting from inflation pressure
• Operates at a higher cold
inflation pressure
• Cushions and protects tough
bead wires during
manufacturing and after
mounting on rim
• Less forgiving than a bias ply
48
STEEL RADIAL BODY PLIES
• Immensely strong wire cords run
bead to bead, containing air
pressure and forming main body
of the tyre
• Deep steel body ply turn up on
outside helps resist separation
and penetration
• Endures repeated flexing for
better ride
• Continuously transmits powerful
torque forces from bead to tread
• Reduces internal stresses
during operation for extended
tyre life
49
PLY END
TURN-UP
E3 Low Ply End E4 High Ply End
50
BEAD CHAFER and BELT PACKAGE
• Chafer protects bead area from

wear due to tyre deflection and
powerful torque forces exerted by
rim
• Extraordinarily strong steel belts
under tread area resist punctures
and bruises and stabilize tread
components for improved wear
and traction
51
• Unique curved lug and groove
TREAD & SIDEWALL design for maximum traction
• Radial design lower rolling
resistance gives improved fuel
hours
• Steel belts increase tread stiffness
for long running life
• Added rubber in shoulder area for
increased cut protection
• Specially formulated sidewall
compounds resist weathering,
cracking, gouging
• Improved flotation from radial type
construction, together with smoother
ride for less equipment damage,
reduced operator fatigue
52
Cord Angles
Carcass – 90*
Breaker Belts – 20*
Single steel ply
Single Bead Bundle
53
ADVANTAGES OF RADIAL PLY TYRE
l Cooler Running for Higher Speeds
(Less bulk in the construction)
l Improved Penetration Resistance

(Steel belts)
l Excellent Tread Wear

(Steel belt package, no tread shuffle)
l High Flotation
(Larger foot print)
l Good Traction
54
SINGLE STEEL MULTI STEEL
RADIAL PLY BELT PACKAGE Advantages of Radial ply tyres
STRUCTURE & CHARACTERISTICS over Bias construction
Greater Tyre
Flexible Ground Less Uniform Less Protection
Internal Contact Tread Against Cut Selection
Sidewall Contact Performance Advantage
Friction Pressure Movement Penetration
Area Radial Bias
Low Heat High Speed
Build-Up Durability
Excellent Longer
Wear Resist. Tread Life
Cut/Penet Less Puncture
Resist.
More Valuable to
Deflection Sidewall Cut
Firm Road Improved
Holding Traction
Lower Ground Good

Pressure Floatation
Absorb Shocks Reduces
from Ground Fatigue
(Cushioning Reduces Vehicle
Effect) Maintenance
Lower Lateral Less Stability
Stiffness in Lateral Direct.
Less Rolling Lower Fuel
Resist. Consumption
55
DURABILITY
THE STEEL BELT PACKAGE FORMS A RIGID TREAD,
WHICH REDUCES HEAT GENERATION CAUSED BY
TREAD SHUFFLE.
Multi Steel Belt Package
Single Steel Ply
56
BIAS RADIAL
CONSTRUCTION CONSTRUCTION
Multiply Nylon Plies

Single Steel Ply
THE STRUCTURE OF SINGLE STEEL

RADIAL PLY TYRE DOES NOT HAVE A
MULTI CROSS CARCASS .
SO THERE IS NO PHANTAGRAPH
MOTION IN THE CARCASS TO
THE CASING PLIES TEND TO SCISSOR GENERATE THE HEAT.
WHICH CAUSES HEAT GENERATION.
57
COMPARISON OF TEMPERATURE
BETWEEN RADIAL TYRE & BIAS TYRE
As the result, the temperature of the radial tyre is lower than that of the
bias tyre under the same TKPH operating conditions as shown in this
figure, and heat generation problems are less.
100 Bias
TYRE TEMPERATURE
DEGREE
Radial
50
DEGREE
OPERATING AS PER HEAT GENERATION
58
RADIAL PLY/BIAS PLY - WEAR RESISTANCE
BIAS RADIAL
UNIFORM CONTACT AREA

59
BIAS RADIAL
CONSTRUCTION CONSTRUCTION
The tread is subjected to flexing The tread is unaffected by the

which causes: flexing of the sidewalls, so there is:
• deformation of the tyre contact area • less deformation of the tyre
on the ground contact area on the ground
• movement in the contact patch • less movement in contact patch
60
PENETRATION RESISTANCE
MULTI STEEL BELT PACKAGE

OFFERS PROTECTION AGAINST
DAMAGE TO THE TREAD
61
BIAS PLY COMFORT
BIAS
CONSTRUCTION
Multiple Nylon Layer Less flexibility in the rigid

sidewall.
Continuous operation under severe working

conditions causes operator fatigue, which is a
major factor affecting safety.
62
RADIAL PLY COMFORT
RADIAL CONSTRUCTION
Single Steel Ply The sidewall and tread function

separately
Multi Steel Belt Package

Flexible Area
absorb shocks
from the road.
Stiff Area
THIS CUSHIONING EFFECT RELIEVES DRIVER FATIGUE AND
IMPROVES VEHICLE MAINTENANCE, IN SOME INSTANCES CAN BE
CONSIDERED AS PART OF THE SUSPENSION.
63
STAR & or PLY RATING – Index of Strength
THE LOAD CAPACITY OF A TYRE IS INDICATED
BY THE STAR RATING
(IN THE CASE OF RADIAL TYRES)
AND PLY RATING
(IN THE CASE OF BIAS TYRES)
BIAS RADIAL
This is not a
12 ply comparison in *
16 ply carcass
strength **
24 ply
32 ply
***
64
TYRE SIZE AND

DIMENSIONS
65
TYRE IDENTIFICATION
TYRE MARKINGS DETERMS ITS ACTIVITY
1) TYRE SECTION WIDTH - INCHES

2) ASPECT RATIO SH/SW
3) RADIAL CONSTRUCTION (R)
4) RIM DIAMETER
5) TUBELESS
6) TYRE NAME
7) STAR MARKING
8) LOAD/SPEED INDEX
9) COMPOUND CODE
66
TYRE SIZE MARKING
Example – Caterpillar 988 Loader
35/875 / 65 R 33 * * T/L 20/20 L-5
Industry Code
Tread Lug spacing

Tubeless
One or Two Star Rating = Load Index
Rim diameter (inches)
R = Radial
Aspect Ratio = 65 % of section width

Section width = 875 mm (35 inches)
67
TYRE SIZE MARKING
Example – Caterpillar 14E Grader
14.00 - 24 G3 TT 12PR
Ply Rating
Tube Type
Industry Code
Bias Construction
Aspect Ratio = 96 % of section width – Narrow base
Section width = 14 (inches) or (385mm)
68
TYRE SIZE MARKING
Example – Caterpillar 631D Scraper
33.25 R 35 ** T/L E-3
Industry Code
Tubeless
Two (2)Star Rating = Load Index
Radial Construction
Aspect Ratio = 83 % of section width – Wide Base
Section width = 33.25 inches
69
TYRE DIMENSIONS
OVERALL DIAMETER
THE DIAMETER OF THE MOUNTED, BUT UNLOADED NEW
TYRE RIM COMBINATION. (Wheel)
SECTION WIDTH
THE WIDTH OF THE INFLATED, NEW TYRE SECTION
EXCLUDING ANY PROTECTIVE SCUFF RIBS, LETTERING
OR DECORATIONS.
SECTION HEIGHT
THE DISTANCE FORM THE BEAD SEAT TO THE HIGHEST
POINT (USUALLY ON C/L) OF THE INFLATED, NEW TYRE.
FLANGE HEIGHT
THE DISTANCE FROM THE BEAD SEAT TO THE
HIGHEST POINT OF THE FLANGE.
STATIC LOADED RADIUS

THE DISTANCE FROM THE TYRE SUPPORT SURFACE TO
THE HORIZONTAL CENTER OF THE WHEEL.
MINIMUM DUAL SPACING

THE MINIMUM RECOMMENDED DISTANCE FROM C/L TO
C/L OF DUAL TYRES.
Do not change these dimensions
70
TYRE DIMENSIONS
SECTION WIDTH
(e.g. 2700” R 49)
The maximum width of
the tyre section, excluding
any lettering, buttress or
decorations..
71
TYRE
DIMENSIONS
SECTION HEIGHT
The distance from the

rim to the maximum
height of the tyre at the
centerline.
72
300mm S.W. TYRE DIMENSIONS
ASPECT RATIO
The section height divided

by the section width.
270mm
S.H.
If you have a tyre with 300mm
of section width and 270mm of
section height, the aspect
ratio would be 90.
(270/300 x 100 = 90)
73
TYRE DIMENSIONS
Normal Low Profile Extra Low Profile
W W W
H H H
96% 83% 65%/70%
NOMANAL ASPECT RATIO – Not Actual

74
TYRE DIMENSIONS
96% 83% 65%
ASPECT RATIO ASPECT RATIO ASPECT RATIO
Standard Base Wide Base 65 Aspect Ratio
1800 x 33 15.5 x 25 35/65 x 33

2700 x 49 17.5 x 25 40/65 x 39
3600 x 51 26.5 x 25
3300 R 51 29.5 R 25 45/65 R 45

4000 R 57 33.25 R 35 875/65 R 33
The lower the aspect ratio the better the stability,

especially on Loaders, Graders, ADT and Dozers.
75
TYRE DIMENSIONS
Aspect Ratio = Section Height x 100

Section Width
Example
E
x
BIAS (X- PLY) – 1800-33/32Pr - 96%
a
m
RADIAL – 1800R33** - 96%
p Wide Base (BIAS/X-PLY) – 23.5X25/12Pr - 83%
l Wide Base (RADIAL) – 23.5R25* - 83%
e BB (BIAS BELTED) – 35/65X33/32Pr- 65%
(RADIAL 65% Aspect Ratio – 35/65R33* or 875/65R33**)
76
TYRE DIMENSIONS
ASPECT RATIO
More recently a "70 SERIES” of EM TYRE sizes will
grow in usage. (Cat 990 Loader)
The size 41.25/70-39 LOADER TYRE IS NO LONGER

AVAILABLE, can be substituted with the
40.5/70R39**L4.
77
TYRE DIMENSIONS
LOADED SECTION
WIDTH
The width of the cross

section of the tyre at the
SABS 1550/ ETRTO’S/T&RA
Maximum dual tyre at the rated
load and inflation pressure..
78
TYRE DIMENSIONS
STATIC LOADED
RADIUS
The distance from the road

surface to the horizontal
centerline of the tyre / rim
assembly at the Tyre &
Rim Association’s maximum
dual tyre load and inflation
pressure.
79
TYRE DIMENSIONS
RIM WIDTH
The ETRTO’S designed rim width is

the specified width for the tyre size
used. There are NO alternate rim sizes
available for OTR tyres
NOTE:
It is important to know that each OTR
Tyre Size has a specified flange height.
Rim parts are NOT inter changeable.
80
TYRE DIMENSIONS
FLANGE HEIGHT
Flange
Height
Section
Loaded
Section Height
Deflection
81
TYRE DIMENSIONS
The SLR value can be measured on the tyre or checked in
the Manufacturers engineering data book.
COMMENTS
The various tyre types (Car, Truck, EM) are designed to
deliver best performances when working at a SPECIFIC
DEFLECTION rate. This ideal deflection is obtained at
Rated Load and Inflation - it can be expressed in “%” and
is called: “Designed percentage of Deflection”. If this is
exceeded the tyre could fail.
82
TYRE DIMENSIONS
SECTION HEIGHT
Overall Diameter - Nominal Rim Diameter

2
Distance from road surface to horizontal C/L of the rim.
OD - Deflection
2
83
TYRE DIMENSIONS
DO NOT CHANGE THIS DEFLECTION
No Load
DEFLECTION Rated Load
84
TYRE DIMENSIONS
STATIC UNLOADED RADIUS

AXIS HEIGHT AXIS
AXIS – CAN CAUSE
MECHANICAL DAMAGE
ZERO LOAD OVERLOAD/UNDERINFLATION

ZERO DEFLECTION OVER DEFLECTION
HEAT BUILD UP
EVENTUAL FAILURE
NORMAL LOAD
DESIGN
DEFLECTION
85
NETT to GROSS
TREAD CONTACT AREA
Gross
Entire Area of Footprint (Including Void Area)

In Contact with the Road Surface
Net
Includes only the Tread Area in Contacted with the

Road Surface.
86
NET to GROSS
Lower Net Higher Net

To Gross To Gross
Cooler Running Runs Hotter (Increased

(Increased traction) performance)
87
TREAD FOOTPRINT
Radial ply tyre has a better ground contact area because

of the belt package – improved performance
88
INDUSTRY CODES
All Manufacturers use the same or

similar codes for the identification of
design so that there is no confusion
with the matching of tyre types or
make.
90
INDUSTRY CODES
Transport - Haulage Service:
E-1 Rib – Steer only

E-2 Traction
E-3 Rock
E-4 Rock Deep Tread
E-7 Flotation – Sand
Service
91
INDUSTRY CODES
Dozer and Loader Service:
L-2 Traction
L-3 Rock
L-4 Rock Deep Tread
L-5 Rock Extra Deep Tread
L5S Rock Extra Deep Smooth
Tread
92
INDUSTRY CODES
Underground Mine Service:
L-3 Rock
L-4 Rock Deep Tread
L-5 Rock Extra Deep Tread
L-3S Smooth
L-4S Smooth Deep Tread
L-5S Smooth Extra Deep Tread
(L Type tyre is used in load and transport service – Why ?)

93
INDUSTRY CODES
Grader Service:
G-2 Traction
G-3 Rock
L-4 Rock Deep Tread
L-5 Rock Extra Deep
Tread
94
INDUSTRY CODES
Compactor Service:
1- C-1 Smooth Design

2 - AWT All Weather Tread
Design
3 - Lug Design
4 - The degree of compaction
required will determine
what tyre to use and at
what inflation pressure.
5 - The pressure in the tyre is
the pressure on the ground.
95
TYRE SELECTION & APPLICATION
96
TYRE PERFORMANCE REQUIREMENT
CAN THE TYRE THAT IS SELECTED DO THE JOB?
REQUIRED PERFORMANCE
For a NEW or EXISTING Project
CARRYING DRIVING
ENDURANCE
CAPACITY PERFORMANCE
LOAD WEAR RESISTANCE FLOTATION

MATERIAL DENSITY HEAT RESISTANCE TRACTION
(Does this vary on site) CUT/IMPACT RESISTANCE HANDLING
97
OTR TYRE SELECTION
OPERATING CONDITIONS
SPEED UNDERFOOT RAIN & SNOW

CONDITIONS
LOAD WATER AMBIENT

CONDITIONS TEMPERATURE
HEAT BUILD UP MAINTENANCE
98
OTR TYRE SELECTION
Note the Outside Diameter (L4 and L5 are the same
100 Level 150 Level 250 Level
Traction Deep Rock Extra

Rock Deep Rock
G2/G3/L3/E3 L4/E4 L5/L5S
99
COMPOUNDING
Compounding is a SCIENCE and it is imperative
that when selecting a tyre design this is taken
into consideration.
If there is a change to an existing project it is
possible that a compound change may be
required or mining parameters may have to be
revised, which could be difficult. Tyre
Manufacturers have their own unique
identification and should not be confused with
industry codes.
100
APPLICATION - COMPOUNDING
AVALABILITY
Manufacturers have their own unique identification codes
Example
Standard Heat Resistant
Intermediate
Abrasion Resistant
Ultra Cut Resistant
Combination of any of the above
APPLICATION will determine what compound should be used, this
has to be established before making a recommendation.
101
CUSTOM COMPOUNDS
Customised Code Examples:
Comparisons
Standard
Goodyear 2 4 6
Michelin C/C4 B/B4 A/A4
Bridgestone 3A 1A 2A
More Heat More Wear/

Resistant Cut Resistant
102
EXAMPLES
Vehicle Service Conditions Industry Code Compound
Truck Long Haul E3 or E2 Heat resistant

High Speed
Truck Short/Medium Hauls E4 Cut resistant

Poor to Fair Underfoot Conditions
Scraper Soft Underfoot E3 Cut resistant

Medium Hauls (Should not exceed 4 kilometre round
trip)
There are various alternative compound combinations available –
Check with your Tyre Manufacturer.
103
EXAMPLES
Vehicle Service Conditions Industry Code
Scraper Mixed Conditions E3
Loader Dig and Load L2/L3/L4 (Not L5?)

Soft Underfoot
Loader Dig and Load L5/L5S/Bias Belted

Shot Rock
Loader Load and Carry L4 (Why ?) or E3
Grader Mixed Service G2/G3/L3/L4/L5
104
O.E. FITMENTS
Sizes and Types
OE Fitment is a standard tyre. (Cost)

Example: 35 Ton Truck, 18.00-33 32 PR E3/E4
4 Cu Yd Loader 23.5-25 16 PR L3/L5
In most instances, larger, deeper non skid tyres can be better

applied:
Example: 35 Ton Truck, 18.00R33 ** E4
4 Cu Yd Loader 23.5R25 * L5
Vehicle manufacturers will generally fit tyres in accordance

with your request based on your knowledge of the application
and site conditions.
Be careful when buying stock machines from the OE supplier.
105
GRADER TYRES – (G or L)
Narrow Base Wide Base

96% Aspect Ratio 83% Aspect Ratio
13.00-24 15.5-25
to to
18.00-25 26.5-25
Radial or Bias, this can vary from G2 to L5
106
SCRAPER TYRES – (E3)
Wide Base: 83% Aspect Ratio
23.5-25
to
37.5-51
Radial or Bias ideally an E3 design.
107
LOADER/DOZER TYRES – (L)
Wide Base Low Profile
83% Aspect Ratio 65%/70%/80% Aspect
Ratio
30/65-29
15.5-25 35/65-33
to 45/65-45
37.5-39 50/65-51
50/80-57
Radial or Bias this can vary from L2 to L5S
108
RIDGID HAUL TRUCK TYRES – (E)
Narrow Base: Narrow Base:
96% Aspect 90%/80% Aspect
Ratio Ratio
12.00-24/25 46/90R57
to to
40.00-57 59/80R63
Radial or Bias this can vary from E2 to E4/E4+

109
ARTICULATED HAUL TRUCK TYRES – (E)

Wide Base: 83% Aspect Ratio
17.5R25
to
29.5R29
Radial construction is the preferred tyre type

as it adds stability to the machine.
110
ARTICULATED HAUL TRUCK TYRES – (E)

WIDE BASE VS 65-SERIES SIZES COMPARISONS
WIDE BASE 65-SERIES DIAMETER
Inches Metric
17.5R25 550/65R25
20.5R25 650/65R25
No change
23.5R25 750/65R25 in the size
or diameter
26.5R29 800/65R29
29.5R29 875/65R29
111
OFF-THE-ROAD TYRE APPLICATIONS

• Mining – Opencast or Underground
• Quarries/Borrow Pits
• Construction
• Mobile Cranes
• Handling Equipment
HOW WOULD YOU DETERMINE WHAT TYRE TO SELECT IN

TRANSPORT (E) OR LOADER (L) APPLICATION, TAKING INTO
CONSIDERATION THE ABOVE APPLICATIONS?
112
TON - KILOMETRE PER HOUR
Only recognized method of establishing if the tyre
can do the job from a temperature stand point for E
type tyres.
Michelin has their own speed/load rating system.
113
Bias can run to 212 degrees (100 C)
Radial can run only to 200 (90 C)
Therefore: Bias Tyres have the higher
Performance Capability??
NO WAY ???
While radial tyre are more sensitive to

temperature, they generate much less
heat and have a much higher
Performance Capability
114
How do we determine a Tyre’s Performance
Capability (The TKPH rating is in the
Manufactures Engineering Data Book or
Caterpillar Hand Book)?
It can be
physically
measured!
115
The tyre’s performance in field or controlled testing is
measured and made to do a higher Rate of Work so as to
determine the maximum capacity in terms of heat.
Pyrometers are inserted into the tyre that can measure the
internal tyre carcass temperature. The tyre is drilled up to and
not into the casing, at the hottest point normally at the shoulder
and centre, ideally when the tyre is new.
Please be aware that the temperature at the surface is not
considered.
Alternatively, pressure build up can be monitored which should
not exceed 20% for Radial and 25% for Bias construction. (Cold
to hot)
116
When that temperature meets 200 F

(90 C) degrees for a radial or 212 F
(100 C) for a bias
The known rate of work the tyre was

performing when it reached the
critical temperature
117
WHAT IS A TYRE’S BIGGEST ENEMY?
WHAT IS THE MAIN CAUSE OF THIS?

EXCEEDING THE DESIGNED
PERCENTAGE OF DEFLECTION
118
WHEN AND WHY WILL YOU EXCEED THE TYRE’S
DESIGNED PERCENTAGE DEFLECTION?
SIDEWALL FLEXES
HOW/WHY?
LOAD SPEED INFLATION
119
How to determine a tyres
capabilities from a heat stand point
1. Haul road lengths. (Load point to Crusher and Return)
Average speed over the shift. (Maximum speed should
not exceed 50 Kph) If the maximum speed is increased
the load MUST be reduced.
2. Shift hours e.g. 3 x 8 hours
3. Determine actual operating hours
4. Cycle times. (Including Return Trip)
5. Loads. (Loaded / Empty)
6. Tonnage per shift.
7. Truck capacity.
8. Material density (Specific Gravity)
9. Calculations are based on Average speed over the shift
and not the Maximum speed.
120
Vehicle specs can either be
found from the Manufacturer
Spec Sheet, Machine Operators
Handbook, Performance
Handbook or Internet.
All OTR Tyres are assigned a
rating by the Manufacturer as to
how much work it can do from a
temperature stand point.
This is available from the Tyre
Manufacturers Engineering Data
Manuals or Caterpillar
Handbook.
121
To determine the Ton - Kilometre - Per - Hour rating.
*Average tyre load = Empty tyre load + Loaded tyre load/2
**Average speed = Round trip distance in kilometres x Number
of trips/ total hours per shift.
TKPH Job rate = Average tyre load x Average speed for the shift.
Average tyre load = "Empty" tyre load + “Loaded" tyre load

2
Average speed = Round trip distance in km's x Number of trips
Total hours (in the shift)
Please apply Manufacturers own Equation

should it be different. (Michelin)
122
TKPH Example:
Empty: Vehicle tyre load = 9,000 kilos (9.0 metric tons)
Loaded: Vehicle tyre load = 15,000 kilos (15.0 metric

tons)
Number of hours worked = 8.0 hours
Each haul is 14 kilometre's round trip.
15 Trips per shift.
123
Average tyre load = 9 metric tons + 15 metric tons
2
Average tyre load = 24 metric tons = 12,0 metric tons

2
Average shift speed = 14 kilometres per trip x 15 trips per shift

8,0 hours worked per shift
Average shift speed = 210 kilometres = 26,25 Kph

8,0
Job TKPH: 12,0t x 26,25 Kph = 315 (Job Rating)
The recommended tyre should be rated in excess of the job rating.
124
Ambient Temperature Correction for TKPH
TKPH ratings for tyres are calculated at 37.80C. When the

maximum ambient temperature of the operating environment
differs from 37.80C, the job TKPH should be adjusted
accordingly.
Increase job TKPH rating 6% for every 5.60C above 37.80C.

(This should be applied to all the West Africa Operations)
Decrease job TKPH rating 5% for every 5.60C below 37.80C.

(Will unlikely be applied in any operation in Africa)
125
Empty Rear Dump Truck Specifications
CAT 777D DUMP TRUCK (90t)
Caterpillar Performance Hand Book:
Empty = 70,500 Kg
Loaded = 161,000 Kg Payload = 90,500 Kg
LOADSTUDY EMPTY VEHICLE WEIGHTS
Machine Left Right Front Left Right Drive Empty
# Front Front Axle Drive: Drive Axle Mass
1.0 18.10 17.60 35.70 21.60 21.70 43.30 79.00
2.0 WORKSHOP 0.00 0.00 0.00 WHY?
3.0 17.85 18.00 35.85 22.60 19.55 42.15 78.00
4.0 19.15 16.00 35.15 20.25 22.65 42.90 78.05
5.0 18.55 17.35 35.90 21.55 20.70 42.25 78.15
NOTE: If the bowl is manufactured in SA the total vehicle EVM
will be + - 5% heavier than spec sheet. (Why)
Must consider BODY LINES and or REINFORSEMENTS
Take note of any “Carry Back” in the empty bowl.
126
Caterpillar 777D Load Study
Machine Left Right Front Left Right Drive Gross Empty Payload On Board
Time # Front Front Axle Drive Drive Axle Mass Mass Tonne Payload
15.10 1 27.30 25.45 52.75 60.05 61.50 121.55 174.30 79.00 95.30 89
15.3 1 27.65 25.40 53.05 60.10 62.20 122.30 175.35 79.00 96.35 90
15.43 1 29.85 25.30 55.15 56.85 56.00 112.85 168.00 79.00 89.00 86
15.6 1 33.00 27.15 60.15 63.85 60.95 124.80 184.95 79.00 105.95 91
8.4 3 27.10 28.40 55.50 68.80 64.45 133.25 188.75 78.00 110.75 94
8.6 3 28.60 30.45 59.05 63.95 63.80 127.75 186.80 78.00 108.80 92
9.1 3 25.45 26.70 52.15 64.10 60.60 124.70 176.85 78.00 98.85 90
9.3 3 26.90 29.75 56.65 61.25 59.90 121.15 177.80 78.00 99.80 83
9.4 3 29.65 29.25 58.90 71.10 63.80 134.90 193.80 78.00 115.80 94
9.6 3 27.10 28.60 55.70 68.75 64.40 133.15 188.85 78.00 110.85 97
10.1 3 28.80 30.65 59.45 66.50 63.85 130.35 189.80 78.00 111.80 93
10.3 3 27.30 27.50 54.80 67.35 62.30 129.65 184.45 78.00 106.45 90
10.4 3 28.15 27.55 55.70 67.65 59.15 126.80 182.50 78.00 104.50 88
10.6 3 26.80 27.45 54.25 66.10 61.60 127.70 181.95 78.00 103.95 89
11.2 3 28.35 30.00 58.35 68.95 64.25 133.20 191.55 78.00 113.55 97
127
1. ACTUAL WEIGHTS FOR TKPH CALCULATIONS. (Ideal)

2. TRUCK DOWNLOAD FILES. (VIMS – Check accuracy)
3. CONSIDER VEHICLE CAPACITY,NUMBER OF PASSES AND
MATERIAL DENSITY.
4. HAUL CYCLES TABLED BY PLANNING DEPARTMENT.
5. CONSIDER IN PARTICULAR NIGHT SHIFT PRODUCTION –
OFTEN MORE PRODUCTION CYCLES.
6. G.P.S. MORE ACCURATE METHOD FOR TABLELING
DISTANCE OVER THE SHIFT.
7. SPEEDOMETER READING OVER A SHIFT. (Kilometres)
128
THE WORK CAPABILITY FACTOR (L)
As with all earthmover tyres, specially loader tyres USED IN
TRANSPORT SERVICE (LOAD & CARRY), heat build-up is a
function of the amount of work the tyre is doing.
HEAT IS A TYRE'S WORST ENEMY!! the increased thickness and

higher load carrying requirements of Loader tyres necessitates the
use of a tyre limitation system - THE WORK CAPABILITY FACTOR
SYSTEM.
129
THE WORK CAPABILITY FACTOR
TIPS FOR LOAD & CARRY
• Bucket should not be in a raised position.
• L5 & L5S bias tyres not suitable for this
type of operation.
• The loading & hauling area must be
smooth without any undulations.
• Radial ply tyres will always run cooler in
load & carry operations with increased
tread life. (L4)
• Consider Radial ply in front and Bias on
the rear, rotate when 50% worn. ( Should
only be applied due to Tyre availability)
• Consider E or Transport type tyres.
130
EMPTY LOADER SPECIFICATIONS
When considering the empty vehicle mass the above

must be taken into consideration as added weight.
Modified Rim
Carry Back
Bowl Modification
Formula Limitation:
Tests have shown that the WCF formula does not apply:
When tyres are loaded more than 15% above their rated capacity.
On hauls of more than 600 meters.
For haul lengths in excess of 600 meters one way consult the
Tyre Manufacturer.
For correct usage of the WCF formula, the average speed

must be based on total kilometres covered "in one hour of
continuous operation". (G.P.S.)
132
WCF
Average Tyre Load (metric tons) x Max. Average Speed (km/h)
Average Tyre Load = Empty Tyre Load + Loaded Tyre Load

2
Tyre load data should be the actual loads, if possible.
If these are not known, the manufacturer’s specifications can be used.
(Take into consideration any modifications)
Max. Average Speed = Round Trip (Km) x Maximum Cycles Per Hour
133
Sample WCF Calculation
Conditions: Empty vehicle tyre load = 14.0 metric tons
• Loaded vehicle tyre load = 28.0 metric tons
• Maximum cycles per hour = 35

• Each haul is 250 Meters (.25kilometres) round trip.
ANSWER:
Average Tyre Load = 14 Tons + 28 Tons = 42 Tons = 21 Tons

2 2
Max. Avg . Speed = .25 Kilometres Trip x 35 Cycles = 8.75 km/h
WCF = 21.0 Tons x 8.75 km/h = 183.75 = 184 Job Rating

The recommended tyre should have a rating in excess of that of the job.
134
WCF vs. TKPH SUMMARY
WCF TKPH
Application Work Tool Transport

Speed Table 10 kph 50 kph
Tyre Over-Load 15% 20%
Tyre Tread Thickness Increased Standard
Ave. Speed Max. 1hour Start to end of one shift
Tyre Sheer & Stress Severe torque Normal and lateral forces
Haul Length Up to 32 km
1. 0-500 feet (Loaded)
2. 500-2000 feet (600m)
(Load & Carry) - WCF
135
THATS ALL WE COULD GET!!!!
TYRE SHORTAGES
Be careful ???
1 – Check with the Manufacturer the production date. (Over age)

2 – Check the TKPH Rating, if this is applicable to your sites
requirement, if not your production parameters will have to be
revised.
3 – Second hand tyres should be checked for any repairs and or
general condition.
4 – Be careful of cheap or branded tyres as they may be stolen.
5 – Careful planning with the supplier for adequate stock is critical.
6 – Be careful when moving tyres from one site to another as they
may not be applicable to the TKPH Rating requirement of the site and
the guarantee may be withdrawn.
136
TYRE & JOB SITE MAINTENANCE
AGENDA
1. Inflation Maintenance
2. Loads
3. Valves
4. Rims & Wheels
5. Matching
6. Tyre Storage
7. Tyre Bay Management
8. Site Severity Study
9. Scrap Analysis
10. Basic Operating Procedures
138
INFLATION MAINTENANCE
THE AIR IN THE TYRE CARRIES

THE LOAD NOT THE TYRE
139
Speed Index for Pressure Recommendations
as per TREDCO/SABS/ETRTO,S
(E) Transport Service (Trucks/Scrapers/ADT) 50 Kph Table

(L) Loader Service (Loaders/Dozers) 10 Kph Table
(G/L) Grader Service (Graders) 40 Kph Table
Drive away speeds/inflation are to be adhere to when
delivering a vehicle from one site to another. (Do not
road extra treaded tyres (L5), use a low bed) In most
cases the inflation pressures will have to be reduced as
there is no load being carried.
140
Under-inflation: Anticipated Problems
Has similar effects as overloading.
Tendency to heel and toe wear
(especially on lug type tyres)
Poor vehicle handling - unstable
straight ahead, slow steering
reactions, increased lateral sway
Uneven, fast shoulder wear
Irreversible damage such as:
Risk of compound reversion (due to
heat) and subsequent separation.
Liner failure.
Tread, ply or bead area separation
A tyre can set alight.
141
1. Venting (Bias Ply Only) is done
Under-inflation: in the bead and shoulder area.
Air has to leak through these
vent holes after fitting.
2. Slow & Sporadic leaks is
NORMAL.
3. Excessive leaks can be a result
of too deep vent holes drilled in
tyre. If leak does not stop after
five (5) days tyre should be
removed.
4. Check for a break or repair in the
liner.
142
Under-inflation:
If “rapid” air loss is encountered after fitting the following areas should
be checked for possible reasons.
1. Leaking O-Ring
2. Loose valve core or valve core housing
3. Damaged valves & extensions
4. Leaking at the valve spud attachment to the rim
5. Foreign material in the rim flange area
6. Improperly seated beads
7. Cracked for damaged rims
8. Damaged inner-liner
9. Damaged beads
10. Incorrectly tyre fitment.
143
Anticipated Problems
Over--inflation :
Over òReduced ability to envelope objects in
Is no way to overcome overloading. The the travel path that could lead to
only answer is inflation in accordance with impact fractures.
the Manufactures Specifications for load,
ply/star rating and speed. òOverstressed tyre carcass.
òFast centerline wear & tread cracking
òLoss of traction.
òIncreased risk of spin cuts, tread
chunking and cut separations.
ò Less flotation in soft ground.
ò Reduced driver comfort
ò Increased vehicle damage (wear of
suspension components, cracked
welds, etc.)
144
Load--Transfer :
Load Overloading :
145
Correct Tyre Inflation
1 - Assures Load Carrying Ability

2 - Reduces Incidence of Run Flat Tyres.
3 - Reduces Incident of Separation Failures Due to Over
Deflection
4 - Reduces Impacts and Tread Cutting Due to Over
Inflation
5 - Saves Money
6 - Assures that the Production Criteria is met.
146
100
Hours (%)
75
50
25
Under--inflation (%)
Under
0 10 20 30 40147 50
SETTING COLD INFLATION
PRESSURE
Cold inflation pressures should be checked and
set at least once a week!!
A period of at least 24 Hours should be allowed for the
tyres to cool down, before making a cold inflation check.
If checks are made and tyres have not cooled down a full
24 hour period. Pressure should be set 10% higher than the
recommended cold inflation . (Hot inflation can possibly be
set at 820 Kpa from 700 Kpa cold setting)
No two tyres pressure build up will be the same.
Inflation pressure should be in accordance with the
Manufacturers Recommendations.
IT IS THE AIR IN THE TYRE THAT CARRIES THE LOAD
148
HOT INFLATION PRESSURE
Purpose:
To determine leaks and tyres with excessive pressure
build-up, this should not exceed 20% for Radial and
25% for Bias construction.
Frequency:
Everyday. (Be careful of repetition)
Procedure:
Record and analyse problem areas on a daily basis,
leaking tyres should be removed and inspected
IMMEDIATELY!!
NEVER BLEED AIR FROM A HOT TYRE

149
HOT INFLATION PRESSURE
CHECKS:
When checking Hot Inflations and the one tyre is lower
than the rest on the machine,
– top it up to the average of the others

– check inflation pressure again after one (1) hour of
operation.
If the pressure is still coming down, remove the tyre for

further inspection and or repair.
If, however, you find a tyre that is more
than 30% underinflated , remove it
immediately for inspection.
inspection.
150
INFLATION PRESSURE
Dead Weight Tester
MASTER GAUGE
MOUNTED
SET TO THE
RECOMMENDED
INFLATION!!!
Consider a WIKA gauge
151
INFLATION PRESSURE
“Published” inflation pressures are for the “rated” load of

the tyre.
In general... when overloads (loads in excess of “rated”)
are encountered...
the cold inflation pressure should be increased 2% for

each 1% of overload to the max “allowable” overload.
There are however, limitations?
152
INFLATION PRESSURE - LOADS
RADIAL:
Ø 7% above “Rated” (with 14%
increase in COLD inflation pressure)
BIAS:
Ø 15% Above “Rated” (with 30%
increase in COLD inflation pressure)
ØNo further increase is recommended
because of the RIM capacity.
153
OPERATIONAL WARRANTY CRITERIA
MAX, AVERAGE MAX, SINGLE TRIP
OVERLOAD OVERLOAD
BIAS 15% 22%
RADIAL 7% 14%
REQUIRED COLD PRESSURE ADJUSTMENT
BIAS 30% ?
RADIAL 14% ?
PLEASE NOTE THAT THIS INCREASE WILL
RESULT IN REDUCED TYRE PERFORMANCE
154
INFLATION PRESSURE - NITROGEN
ADVANTAGES:
1. Cooler running - ???
Possibly only due to better
air retention.
2. Prevents tyre auto ignition
3. Prevents Rim rusting
DISADVANTAGE:
1. Initial installation cost
2. In-Field top-up
3. Purity Range ( 95% > 99.99%)
155
INFLATION PRESSURE – DRIVE AWAY
156
COMPRESSOR MAINTENANCE
DAILY OR BEFORE EACH USE:
v Check oil level
v Drain condensation from tank
v Check for any unusual noise or vibration
v Be sure all nuts and bolts are tight
WEEKLY
v Clean air filter with soap and water.
Rinse thoroughly and allow to dry completely.
v Clean breather holes on “Oil Check” dipstick
157
MONTHLY
v Adjust belt tension if needed and replace belt if worn

v Inspect air system (line) for leaks by applying soapy water to all joints
v Tighten those joints if leakages are observed
158
SAFETY PRECAUTIONS:
1. Electrical Shock Hazard
Never use the compressor without connection to a properly grounded
outlet with the specified voltage and fuse protection. Do not use the
compressor in a wet or explosive environment. Never attempt
maintenance or adjustment with power connected or the equipment
in operation.
2. Tank Safety Valve
This valve is factory installed to prevent the air receiver from damage
should a malfunction occur in the compressor pump.
3. Pressure Switch
The air pressure switch is set at the factory for optimum performance
of your equipment. Never bypass or remove this switch, as serious
damage to equipment or personal injury could result from too high air
pressure.
159
SAFETY PRECAUTIONS:
4. Motor and Compressor Pump
Air compressors get hot while in operation. Never touch the motor,
discharge tubing, or compressor pump while in operation. The
compressor operates automatically while the power is connected.
Never attempt any adjustment with the power on. Never operate the
compressor with the belt guard removed.
5. Compressed Air Caution
Compressed air from the unit may contain carbon monoxide. Air
produced not suitable for breathing purposes. Always use a respirator
when spraying paint or chemicals. Always wear safety glasses or
goggles when spraying air.
6. Air Receiver
Over pressurizing the air receiver could cause an explosion or
rupture. To protect from over pressurizing a factory preset safety
valve is included. (Pressure Out – Put)
160
O.T.R. TYRE AWARENSS
LOADS
PRODUCTION HAS TO BE
MAINTAINED
161
LOADS - OVERLOAD
Mines tend to overload tyres so as to increase

production, however, they are willing to sacrifice
tyre performance.
A safety margin is built into every tyre.
However, even a slight, but constant, overload
will result in lower tyre performance.
This will lead directly to a higher operating cost.
Please bear in mind that a Radial Ply Tyre has a
memory and is less forgiving than a Bias Ply
Tyre.
162
LOADS - OVERLOAD
Overloading will always lead to premature tyre
failure. If inflation pressure is not adjusted for
heavier loads, failure will occur.
Typically failures could be:

Tread and ply separation.
Disintegration of the carcass and inner-liner
(fatigue).
Radial sidewall cracking.
Excessive chafing.
Radial ply construction has a memory.
163
LOADS - OVERLOAD
Overloads with the inflation adjusted to

compensate will exceed the carcass strength.
This will result in:

• Impact breaks and cuts
• Fabric fatigue (loss of cord or cable strength)
• Accelerated centre tread wear.
164
LOAD TRANSFER - DISTRIBUTION
LOAD DEFINITIONS:
PAYLOAD = Check vehicle loading capacity ( m3 )

and material density (kg/m )
PAYLOAD = Loading Capacity Volume x Material
Density.
LOAD TRANSFER = Must Be Calculated. (Loader)
NOTE: When choosing the Tyre Size, always Look at the Load
Index and Inflation Pressures applicable to the Worst Possible
Conditions
165
AXLE WEIGHT CALCULATION
If you cannot weigh (Carry position) the loaded machine one axle at a
time, axle weight can be estimated as follows
LOADER
WB Y
FRONT AXLE WEIGHT = Empty axle load + payload + load transfer

REAR AXLE WEIGHT = Empty axle load
Load Transfer = Payload x Distance( Y)
Wheel Base (WB)
Note: All loads in kilograms and distances in millimetres.
166
Material Density
Approximate Weight Of Materials
168
Estimated
Empty Loaded
FRONT AXLE WEIGHT = 50% of EVW + 33% of GVW
REAR AXLE WEIGHT = 50% of EVW + 67% of GVW
169
LOAD - TRANSFER /
DISTRIBUTION
170
AUSTRALIA MOROCCO
171
LOADS - LOADER
172
LOADER/HAUL TRUCK
Water acts as a lubricant and will facilitate cutting

173
LOAD – HAUL TRUCK
174
LOAD – HAUL TRUCK
175
LOADSTUDY – Determine actual loads
176
LOADS/SPEED and INFLATION are inter-related
1 – Should the load be increased the speed is to be
reduced.
2 – Should the speed be increased the load must be
reduced.
3 – If the loads are to be increased the inflation
pressure is to be increased.
4 – High speeds and high loads generate HEAT as a
result of increased flexing.
5 – Avoid incorrect load distribution.
6 – The maximum speed at a particular time is the
determining factor that has to be considered.
7 – It is the air in the tyre that carries the load.
177
VALVES
Damaged or bent valves must

be replaced.
A valve cap should always be
fitted.
178
VALVES & VALVE CAPS
1. Bent, damaged, clogged, leaking valves should be attended to
without delay. (replace)
2. Have the proper valve repair tools readily available.
3. Rubber grommets or gaskets have a limited life and should be
replaced at an early stage, e.g. a spud should be replaced every
time a new tyre is fitted.
4. The valve is really only an air outlet or passageway.
5. The valve core is only intended to retain air pressure during
inflation or checking.
6. The valve cap is supposed to retain air pressure during service.
7. The valve cap also protects the valve core from muck & moisture.
8. The valve core is a low priced item and is also easily damaged.
Replace valve cores at the first sign of malfunction.
9. Valve caps should always be in place. 10.
Valves must be accessible otherwise inflation checks will not be
carried out. (Correct length extension)
179
VALVES & VALVE CAPS
11. Deflate both tyres on a dual wheel assembly when removing a tyre. Use
piece of wire to ensure valve stem is not clogged.
12. Ensure valve holes on rim are matched 1800 for easy access of inner
valve.
13. Super Large Bore vs. Large Bore valves reduce inflation time by + - 50%
and deflation by 75%.
SUPER LARGE BORE VALVE STANDARD BORE VALVE
180
VALVES & VALVE CAPS
Rigid Brass
Bendable Use the right length

extension
Flexible
Screw Driver-Type
Hex--Type
Hex
Jumbo Valve Caps Dome--Type

Dome
C1
Valve Cores: C2
Must be heat
Standard Super / Large Bore resistant
Core Core
181
VALVES & VALVE CAPS
VALVE CAPS
Valves must always be fitted with a valve cap. It

is the valve cap which is the primary air seal &
the valve cap protects the core from dust &
dirt. Valve caps are always made of metal and
have a rubber sealing ring.
182
LIQUID BALLAST
To increase weight to improve traction
RECOMMENDED 75% FILL
• RIM MUST BE COVERED TO REDUCE CORROSION
• 100% FILL CAN RESULT IN EXCESSIVE STRESS – NOT RECOMMENDED
CALCIUM CHLORIDE & WATER IS RECOMMENDED
• NORMAL RATIO IS 3.5 LB PER GALLON OF WATER
• PROVIDES LOW COST ANTI-FREEZE PROTECTION AND INCREASED
WEIGHT
MUST USE AIR / WATER VALVES AND GAUGES
• ALL TUBELESS VALVES MAY BE USED WITH LIQUID BALLAST
• USE CW TYPE VALVES ON TUBES
• AIR PRESSURE MUST BE CHECKED WITH VALVE AT LOWEST POSITION
WITH A AIR WATER GAUGE
Tyres must be inflated to the correct pressure.

183
RIMS & WHEELS
As in the case of tyres, rims and components have a limited life

span, do not apply heat in an attempt to repair any rims or
components. Front and back sections can be replaced
depending on the centre sections condition.
184
RIMS & WHEELS
FIVE PIECE
Fitting Sequence
1 – Rim Base
2 – Back Flange
3 – Tyre
4 – Front Flange
5 – Bead Seat
6 – O/Ring
7 – Lock Ring
8 – Valve
185
RIMS & WHEELS
TG Rim (Three Piece – Tube Type)
A grader 1300/1400X24 should be fitted to this rim type
and not on a flat base (WA) which is designed for a
commercial truck tyre.
Single Piece (Tubeless)
Often used for tractor tyres and 15.5/17.5/25” on
Graders. The ideal tyre will be a radial configuration as
a bias will be difficult to mount.
Hub on Scrapers
The hub has a jacket on a Scraper, this is to
accommodate the final drive assembly. Glycol should
be inserted in the hub as a coolant, not in the tyre.
186
RIMS & WHEELS
Heavy Duty Five Piece
The most popular assembly type for Haul Trucks.
Clean all rim parts before fitting, check for any
damaged sections.
No heat should be applied to any rims or
components.
Beware of “square flanges” – flanges have a specific
radius which conforms to that of the tyre.
There are standard and or heavy duty flanges
available.
Use a new lubricated O, Ring when fitting a tyre.
Note all OTR Tyres 15.5 and larger are manufactured Tubeless
187
RIMS & WHEELS
Rim slippage - Cause and Remedy
Remove paint by using an air powered wire brush.
Be careful of oil
based lubricant.
Brake cleaner is the most convenient solvent to use

to reduce the level of the silicone from the bead and wheel surface
188
RIMS & WHEELS
DO NOT WELD/APPLY HEAT TO RIMS OR
COMPONENTS AS IT WOULD CHANGE THE
MALICULAR STREGHTH OF THE STEEL
Safety First Safety First
189
RIMS & WHEELS
Repair
Replace
Damaged Flanges are to be replaced.

Colour code or mark 25” rim components. (Why?)
190
RIMS & WHEELS
CAT 992G or 988F Radial Rim

TSF RIMEX Type Rim configuration is
required on the front axle in a load and
carry application.
(L4 and L5 have the same outside diameter
so they can be matched)
Inflation pressure is to be increased.
A two Star Radial ply tyre is to be fitted to
withstand higher pressure requirement.
191
RIMS & WHEELS
Damaged Flange - Replace Missing Nuts - Nuts also have a

limited life span
192
RIMS & WHEELS
Improper Bead Seating

Area of
Area of
Excessive
Excessive
Flexing Flex
Flexure
G Ring
G Ring G Ring
G Ring
Bead Properly Seated Bead Not Properly Seated

Bead Properly Seated Bead Not Properly Seated
193
O-RINGS
O-RING TYRE SIZE TYPE OF RIM
OR224TG 16.00-24 3 PIECE
OR25T 12.00-25 14.00-25 16.00-25 3 PIECE
OR25T 15.5-25 17.5-25 20.5-25 (L3) 3 PIECE
OR325T 16.00-25 18.00-25 20.5-25 (L5) 5 PIECE
OR325T 23.5-25 26.5-25 29.5-25 5 PIECE
OR329T 29.5-29 5 PIECE
OR333T 18.00-33 875/65-33 5 PIECE
OR335T 21.00-35 24.00-35 5 PIECE
OR335T 33.25-35 5 PIECE
OR349T 24.00-49 27.00-49 5 PIECE
OR451T 30.00-51 36.00-51 5 PIECE
OR457T 36.00-57 40.00-57 5 PIECE
OR345T 45/65-45 5 PIECE
USE A NEW LUBRICATED O’RING WHEN FITTING A NEW

OR USED TYRE
194
Mounting & Demounting Procedures
Use the correct
tools for fitting
and stripping
tyres.
Make sure if
required the
lock nut is
replaced.
Apply Machine
Manufacturers
torque
procedures.
195
Always apply SAFE practices
196
MATCHING
197
DUAL TYRE MATCHING
Dual Tyre Assemblies Must Operated As a Pair:
v Have the same outside diameter
v Be of the same type (industry code)
v Be of the same tread design
v Be of the same construction (both bias or both
radial)
Fitted in the correct direction of rotation.
Bias and radial constructions must never be
mixed on dual assemblies or on the same axle.
198
DUAL TYRE MATCHING
Tyres on dual assemblies must match closely in size.
If they do not:
1. They will not carry equal share of the load.
2. The larger tyre will carry a greater load.
3. It will wear faster than its smaller partner.
4. It will also suffer greater stress which makes it
vulnerable to damage.
5. The smaller tyre will also suffer irregular scuff wear.
This will lead to early replacement.
6. In addition to fast wear, mismatching may result in axle
damage and difficult steering.
199
DUAL TYRE MATCHING
Maximum Diameter Variation of Duals Should Be
Tyre Size Overall Diameter Tread Depth
FROM INCHES MM MM
825 R 20 .25 7 3.5 mm
900 R 20 to 2100 R 35 .5 13 6.5 mm
2400 R 35 to 3300 R 51 .75 19 8.5 mm
3600 R 51 and larger 1.0 25 12.5 mm
200
SINGLE TYRE MATCHING
v Matching on Graders is important, as it
is chain driven – all four drive tyres
must be the same outside diameter.
v Matching on four wheel drive machines
is desirable.
SPECIFICATIONS FOR -
(Loaders / Dozers / ADT Trucks)
NOTE: These are for all tyres fitted to
drive train axles – refer to manufacturer
specs for accuracy.
Front to Back - Not to exceed 6% in
circumference
Same axle - Not to exceed 3% in
circumference.
201
MATCHING
Tread Design and Type - Radial vs. Bias Ply

should never be mixed on the same axle.
202
Dual MATCHING
Outside Diameter Duals should be

Matching fitted in the correct
direction of rotation
203
ROTATION
Ø Rotation will tend to overcome the ill-effects of irregular
wear resulting from wheel position, mechanical irregularity or
operating conditions.
Ø On Trucks start the tyres on the front, then move to drive
wheels.
Ø On OTR machines rotation causes expensive down time.
but when it is necessary then it is worth while. If possible this
should be done when the machine is out of service or
undergoing maintenance inspection.
Ø On single drive scrapers move the front to the rear after
2/3’s worn.
Ø On Front-End Loaders and Dozers, rotate as necessary to
maintain proper matching.
204
TYRE STORAGE
205
TYRE STORAGE
NOT INSTALLED ON VEHICLE
1. OIL, SOLVENTS AND GREASE
Mounted or un-mounted tyres should never be stored on oily floors or
otherwise in contact with solvents, oil or grease. Nor should tyres be
stored in the same or adjoining rooms with volatile solvents.
2. OZONE
Mounted and un-mounted tyres should be stored away from electrical
devices such as motors, generators, arc welders and switches because
they are active sources of ozone. Ozone attacks rubber causing it to
crack perpendicularly to any applied force.
206
TYRE STORAGE
2. OZONE (Continued)
Minor ozone induced surface cracks will seldom cause a severe tyre
problem, but can form an access route for foreign material to penetrate
the carcass once the tyre is placed in service.
3. HEAT AND LIGHT

Tyres should be stored in a cool place, away from direct sunlight or
strong artificial light. Both heat and light are sources of oxidation of the
tyre surface. The oxidation is characterised by a “crazed” surface which
does not penetrate the rubber deeply. The severity of the oxidation is,
of course, a time- and temperature dependent variable. .
207
TYRE STORAGE
3. HEAT AND LIGHT (Continued)
For instance, three days storage at 70 degrees centigrade causes
approximately the same loss in tensile strength as three years storage at 24
degrees centigrade. Oxidation may cause sufficient damage to the inside of
an un-mounted tyre as to cause liner porosity.
4. UNDUE STRESS IN STORAGE

If possible, tyres should be stored vertically on treads. Severely stressed and
distorted tyres are subject to much greater damage from solvent, ozone or
oxidative attack than those which are not or minimally and uniformly
stressed. Un-mounted tyres stacked horizontally (on sidewall) should be
piled symmetrically and never so high as to cause severe distortion to the
bottom tyre.
208
TYRE STORAGE
5. FOREIGN MATERIAL - DIRT, WATER
Un-mounted tyres should be stored under a waterproof cover. Although
it is generally not harmful to a tyre, dirt on the inside of a tyre placed in
service can cause tube or liner damage. Water on the inside of a tyre in
service can turn into steam, which can quickly destroy the rubber and
the carcass strength of the tyre. Additionally, water and dirt inside of a
tubeless tyre can cause corrosion to tubeless rims.
6. INFLATION
If tyres are mounted on rims and inflated, pressure should be
maintained at .75Bar. If tyres are inflated and put in storage during
warm weather, the initial inflation should be about 2.0 Bar to offset the
drop in pressure which will occur during the cold weather months.
209
TYRE STORAGE
7. PROTECTIVE COVER
If tyres are stacked, first lay a foundation of clean wood to protect them
from dirt, oil, grease, etc. Tyres should be covered with an opaque or
black polyethylene film. PVC or any other clear film is not satisfactory.
The polyethylene film will protect against ozone generated by electrical
sources and cut down on air circulation which will minimise both the
available oxygen and ozone which degrade rubber.
8. DO NOT USE PAINT TO PRESERVE TYRES.
210
TYRE STORAGE
INSTALLED ON VEHICLE
1. The storage area surface under each vehicle should be firm,
reasonably level, well drained and free of oil, fuel and grease. Clean
1/4” - 3/4” gravel under each tyre is desirable, if the area is not paved.
2. Important: When storage longer than 3 months is anticipated, the

vehicle should be blocked up so weight does not rest on the tyres and
inflation pressure reduced to 2.0 Bar. Storage of such vehicles should
be under cover if possible. Otherwise, tyres should be protected from
elements by an opaque waterproof cover.
3. If it is not possible to block up the vehicle, inflation pressure should be

maintained to normal operating pressure and frequently monitored.
211
TYRE STORAGE
INSTALLED ON VEHICLE
4. Vehicles should not be moved during extremely cold weather.

Under moderate temperature conditions, vehicles may be moved
50 cm back and forth each month.
5. Tyre inflation must be adjusted to the recommended service
pressure before shipping or putting a stored vehicle into service.
6. Both tyres and vehicles should be used on a first-in, first-out basis
to avoid excessive ageing due to storage.
7. Due to varying weather conditions, tyres stored uncovered on
vehicles under load, may be effected by weathering cracks after
approximately one year storage period .
212
TYRE STORAGE
Storage Summary
Light
Humidity
Heat/Electric motors/Batteries
Air in motion (wind)
Ozone
Gasoline and oil
Dust and dirt
Water or moisture inside tyre
Undue stress while in storage
213
TYRE BAY MANAGEMENT
The right tools & equipment to do the job on site.
Weekly equipment register auditing.
Daily stock count & movement.
Brand register and individual tyre branding.
All rolling wheels to be inspected & surveyed once a
month.
Tyre scrapping to be done monthly.
Tyre change slips to be completed with every fitment
or removal, including breakdowns.
Tyre records to be available for all tyres.
214
TYRE BAY MANAGEMENT
BASIC RECORD SYSTEM
Record System
1 – Every tyre movement, removal or fitting is to be
documented.
2 – Security and location.
3 – Tyre history and performance – No guarantee will be
honoured if there is no adequate record system.
4 – Total tyre cost analysis – It is not what you pay for the
tyre but how much in relation to production it costs you.
5 – Repairs, down time and or retreading should be added to
the tyre cost.
215
TYRE BAY MANAGEMENT
WORK AREA & STORES
• To be kept clean and tidy at all times.
• All equipment to be in working order. (checked weekly)
• Operating stock & consignment stock (if applicable) to be
separated.
• Tyres not kept in lockable store will be chained up.
• All tyres to be marked with a stock sticker including
serial number and value.
• Site supervisor to count daily stock.
• Manager to update cardex and verify count.
216
BRANDING REGISTER - ?
• A vital part of stock control.
• Brand register to be set up for each site. (When to brand)
• Unique number should record customer name, number of
tyre for the month, month and year.
The brand register should have the following columns.
A) Tyre record card number.
B) Date
C) Brand number and or Serial number
D) New or Retread
E) Manufacture and Tread design
F) Invoice number or take on fleet number
G) Date scrapped and reason (Documentation)
H) Tyre action report number
217
STOCK
• Daily stock count and verified against cardex. (Overnight
usage will fall into previous day’s usage.
• Stock to be counted by Manufacture if on consignment,
Size and Serial number.
• Required customer order requisition form to be
completed daily and forwarded to the buyers office.
• Month end stock sheet to be completed for all stock.
• Customer to get a stock sheet showing:
1) Stock on hand as of the previous month end.
2) Tyres received for the month.
3) Tyres fitted for the month.
4) Tyres scrapped for the month.
5) Tyres in for repair and or retreading.
218
TYRE BAY MANAGEMENT
ACTION REPORT (Tyre Survey)
• A written document to inform of any tyre related
problems within the fleet that will result in premature
tyre failure or a reduction in cost per km/hr.
• This document requires an immediate action response.
• It also protects the supplier in the event of blame for any
incident that might occur due to a lack of response.
• It will assist with identifying problem areas that can lead
to higher tyre costs and unnecessary down time.
(Improved production)
219
TYRE BAY MANAGEMENT
SCRAP TYRES
• Includes all tyres that have reached the end of their life and
or were damaged in operation and are beyond repair.
• The following needs to be recorded on an incident report:
Date; Fleet No.; Driver; Wheel Position; Tyre Size; Tyre Make;
Remaining tread; Tread pattern and the Reason for Removal.
• A scrap committee consisting of both tyre supplier, mining and
tyre bay supervisor will sign off the incident report and a
replacement tyre should be ordered.
• The scrap committee will also draw up a disposal policy.
• The tyre supervisor will ensure that all scrap tyres are
dumped regularly and the tyre bay kept clean of any discarded
tyres.
220
TYRE BAY MANAGEMENT
REPORTING
• Frequent tyre surveys have to be conducted to determine
tyre conditions within the fleet.
• Frequent haul route studies are to be carried out to
determine the level of underfoot conditions.
• Frequent TKPH Job site studies are to be carried out to
determine tyre TKPH ratings are within specification.
• Daily inflation checks have to be carried out to determine
level of inflation maintenance and to rectify any
problems.
• A monthly report needs to cover all work carried out
during the month. (ACTIVITY Report)
221
TYRE & JOB SITE MAINTENANCE
AGENDA
(Factors Affecting Tyre Performance)
1. Operating Conditions
2. Haul Roads (R.O.M)
3. Tyre Teamwork
4. Scrap Tyre Analysis
5. Retreading & Repairing
6. Safety
222
FACTORS AFFECTING TYRE PERFORMANCE
DRIVER'S / OPERATOR'S HABITS
An Operator can ruin a tyre in one shift or less.

Avoid ”Cowboy” habits. The ultimate tyre life
depends largely on the Operator, avoid high speeds -
particularly on bends, excessive braking generates
heat. Tyre awareness should be brought to the
attention of Operators.
HEAT/SPEED/LOAD
223
Have offending objects

removed from haul roads.
Operate tyres within TKPH

limits - speed, load and
haul distance all related.
Avoid overloading -
it does not pay.
224
Correct Bends, Super Elevation and Radii is required
Grades not to exceed 7%

225
Spillage due to poor loading practises
226
Operate front end loaders with care - use

hydraulics for filling bucket – not tyres.
Avoid wheel spin. Abnormal ”Digging"
ruins tyres.
Match engine/drive wheel revs with
speed of pusher when loading scrapers.
Push load scrapers down hill. Avoid wheel
spin or "dead-
"dead-stick“ loading.
227
• Avoid turning or driving over windrows.
• Exercise great care when wet - even dew is

sufficient to cause rocks to cut a tyre.
228
UNDERFOOT CONDITIONS:
CONDITIONS:
Rocky circumstances are much more severe on tyres than
soft soil conditions. Every effort should be made to improve
prevailing conditions with a view to improving tyre life and
eliminating accidental damage / premature failure. (e.g. Use
"fines" as Padding/Top dressing).
Underfoot conditions dictate the type of tyre to be used.
Water causes tyres to slip, spin and cut easily, and acts as a
lubricant.
Good drainage is essential. (Create a “ sump”)

229
OPERATING - UNDERFOOT CONDITIONS
Water
230
OPERATING - UNDERFOOT CONDITIONS
CHAIN FITMENT
Advantages
Tyre life improvement in severe
underfoot conditions.
Disadvantages
Cost – Equal to the price of a tyre
Continued maintenance due to tyre wear
Chain links have to be regularly
tightened.
Damaged links are to be replaced.
Alternative solution
Consider smooth or semi smooth tread
designs.
231
LOADING: USE (DEFLECTOR PLATES.)
The bucket width should be wider than that of the

tyres for sidewall protection, up to the bottom of the
rim.
232
Dozer should be stationed at Water should be drained into a

the loading point “sump” away from the loading area
233
A "dirty" quarry floor not only damages the

loader's tyres, but also the tyres on the
prime mover - cuts, penetrations, fractures,
wheel spin.
Downtime disrupts the whole team not only
the vehicle concerned. (Production
(Production loss)
loss)
234
Maintenance at the loading points are controllable factors.
235
OPERATING CONDITIONS - DUMPING
Level and compact rock

dumps.
Use "fines" as padding - make
access roadways.
Turn and reverse on firm
compact areas.
Consider a Spotter boy for
reversing.
Spillage at crusher or dumps
causes tyre damage - clean
up regularly.
236
HAUL ROADS
The wearing surface affects ultimate tyre life. Avoid
large aggregate gravel / crusher run. Sharp bends
increase tyre wear rate.
Steep gradients reduce tyre tread life. Up grade - drive

wheels - wheel spin - down grade - braking - front
wheels load transfer.
Potholes and corrugations cause excessive tyre flexing

and heat build-
build- up, impact fractures and tread
separation.
237
HAUL ROADS
Rock spillage on bends and gradients, resulting
from overloading or bad load distribution, speed or
incorrect radius/elevation will cause unnecessary and
expensive tyre damage.
Embedded rocks and large obstructions cause

unnecessary damage.
Water roads sparingly - WET roads increase incidences

of cuts and penetrations. Good drainage is essential.
238
HAUL ROADS
239
HAUL ROAD - DESIGN
1. Road Crown
The crown should be as flat as possible while still allowing
sufficient drainage. Excessive crown creates side slip and leads to
uneven loading of dual assemblies.
240
HAUL ROAD - DESIGN
2. Grades
Excessive grades result in vehicle load transfer and high torque
requirement at the tyre to road interface. Grades should not exceed 7%.The
grade, or inclination of a roadway is generally measured in terms of
percent, which is the ratio between the vertical rise or fall and the horizontal
distance in which the rise or fall occurs. For example, a 1% grade would
equal 1 foot (0,3048 m) of rise for every 100 feet (30,48 m) horizontal
distance. A 4% grade, therefore, would be 4 feet ( 1,219 m) of rise for every
100 feet (30,48m) of horizontal distance. 6% Grade would be 6 feet (1,83
m) of rise for every 100 horizontal feet (30,48 m), and so on.
241
HAUL ROAD - DESIGN
2. Grades - Continued
For your convenience, here is a chart showing typical
grades in percent, with their equivalents in degrees:
% DEGREES % DEGREES
1,8 1 19.4 11
3.5 2 21,3 12
5.2 3 23,1 13
7.0 4 24,9 14
8.8 5 26,8 15
10.5 6 28,7 16
12.4 7 30,6 17
14.0 8 32,5 18
15.8 9 34,4 19
17.6 10 36,4 20
242
HAUL ROAD - DESIGN
2. Grades - Continued
THE EFFECT OF GRADE ON TYRE LOADING
Field experience has shown that on 4x2 Dump Trucks:
For every 1% of grade there is a 2% change in loading for front tyres. There is a 1%
change in loading for rear tyres.
EXAMPLE: On level ground, front axle is 15% overloaded. The truck descends an 8%
grade. The effect on the front axle is: 15% + (2x8)% = 31% overload on
front.
EXAMPLE: On level ground rear, axle is 13% overloaded. The truck ascends a 10%
grade. The effect on the rear axle is: 10% + 13% = 23% overload on the
rear.
243
HAUL ROAD - DESIGN
3. Super Elevation
This is the “banking” on the curves. It should be sufficient to allow easy
handling of the vehicles through the curves with minimal or no side forces. The
main difference between a slow wear track and fast wear track is the lack of super
elevation on the fast wear track, so super elevation has a very significant effect on
tyre wear. The proper amount of super elevation can be calculated by solving the
formula form “E”
V2
RG = TAN E
Where:
V = Velocity of loaded vehicle through turn (ft per second)
R = Radius of turn (ft)
G = Force of gravity (32,174 ft/sec)
E = Bank angle relative to horizontal
244
HAUL ROAD - DESIGN
3. Super Elevation - Continued
TRAVEL SPEED CURVE RADIUS RECOMMENDED S/ELEVATION
MPH KPH FT M INS MM

5 8 45 14 4,0 100
8 13 100 31 5,1 130
10 16 160 50 5,8 150
12 19 230 70 6,4 160
14 23 310 95 6,8 170
16 26 390 120 7,9 200
18 29 490 150 8,0 203
20 32 600 185 8,7 220
245
HAUL ROAD - DESIGN
4. Curve Radii
Sharp curves accelerate tread wear and reduce tyre durability. Minimum curb
radii for various speeds are as follows. This will avoid any spillage.
SPEED CURVE RADIUS SPEED CURVE RADIUS
05 mph 45 ft 11mph 195ft

06 mph 60ft 12mph 230ft
18mph 490ft
19mph 540ft
20mph 600ft
1 mph = 1,621371 km/h

1 foot = 0,3048 m
246
HAUL ROAD
Watering the haul road

WHY?
1 – Compaction
2 – Settle the dust (Safety)
3 – This would allow the grader
operator to blade more evenly.
247
HAUL ROAD - DESIGN
4. Road Width
The road width should be sufficiently wide for manoeuvring. Adequate space should
be provided to allow the vehicles to avoid tyre hazards such as grader windrows
and spillage without having to drive on the road shoulder.
Three times the width of the widest truck
248
HAUL ROAD - DESIGN
4. Road Width – Continued
Three times the width of the widest truck
249
HAUL ROAD - DESIGN
5. Road Top Dressing For
minimum tyre abrasion, the sedimentary class of rock types are to be
preferred as road materials. The sedimentary class includes types
such as sandstone, shale, limestone and dolomite. As a group, these
materials have a moderate hardness and are generally the least
abrasive and least prone to cut tyre. The finer the material, the better
the tread wear. The maximum rock size should not exceed 50mm,
and the material should include some fines. As a guideline, the
following mixture will provide good tyre wear: (Compacted)
SIEVE % PASSING EACH SIEVE

2 inch 80 - 100
1 inch 60 - 100
¼ inch 40 - 85
10 mesh 15 - 70
200 mesh 5 - 25
1 inch = 25,4mm
250
HAUL ROUTE MAINTENANCE
Access roads should be compacted/firm to avoid any rolling

resistance that could negatively affect the production cycle,
if not applied, this in term will result in an increase in the
use of fuel.
DUMP SITES
Access roads to and from the dump area should be

compacted to avoid any unnecessary tyre damage.
SAFETY SIGNAGE
Safety signage at all intersections should be

clearly visible, this is critical for vehicle control,
especially at night.
HAUL ROAD - AUDIT
SITE SEVERITY STUDY – Refer to practical example.
Procedures
1. Audit must be random based and not pre-planned.

2. Decide on areas to be audited.
3. Auditor to print enough blank sheets before audit.
4. Record type of audit (weekly, monthly etc.)
5. Black out items not audited.
6. Include in monthly ACTIVITY Report.
254
SITE SEVERITY AUDIT (Example)
All areas are to be considered at least once a
week but preferably daily.
Loading Areas
Haul Routes
Intersections
Safety Signs
Dumping Areas
255
HAUL ROAD - AUDIT
SITE SEVERITY STUDY:
(These ratings are guidelines only, it
should be a combined decision between
Tyre Bay and Mining Personnel)
Scoring: 1 N/A
Scoring: 0 Unacceptable 2 NOT ACCEPTABLE
1 3 ACCEPTABLE
2
3
4
5 Acceptable
6
7
8
9
10 Excellent (Very Good)
256
HAUL ROAD - AUDIT
SITE SEVERITY STUDY:
ASSESSMENT
CODE ITEM 0 1 2 3 4 5 6 7 8 9 10
A CONTROLS
B VISIBILITY
C GRADIENT
D CROSS FALL
E SUPERELEVATION
F SPILL
G DRAINAGE
H DUST CONTROL
I SPIL ROCK
TOTAL:
257
TYRE TEAMWORK
EVERYBODY ON SITE HAS

A PART TO PLAY
258
TYRE TEAMWORK
Each year company’s spend many millions of “rand” to replace off-the-road tyres.
Unfortunately, many of these tyres may have failed prematurely due to…………….
% An inadequate tyre maintenance programme
% Poor job site maintenance

% Lack of a tyre performance record system
% A general indifference toward tyre costs.
All the above are controllable factors.
Together with fuel and labour tyres often represent one of the single biggest
expenses at almost any mine site or construction project. (HOW MUCH)
Keeping tyre costs under control can be a challenge, but it can be achieved if all
personnel works as a team.
PRODUCTION is the criteria that has to be met, but not at the expense of tyres.
259
HAULAGE TRUCK DRIVERS

1 – Avoid locking the brakes to
stop.
2 – Do not drive on the edge of the
road.
3 – Do not back into the rock face,
wait for the shovel operator to
indicate when correctly positioned
for loading.
4 – Avoid and report any spillage
on the haul route.
5 – Do not turn the front wheels
while stationary.
6 – Do not speed.
260
SCRAPER OPERATORS
1 – Do not spin the tyres to load

the machine as the dozer does
the push loading.
2 – Dump and spread slowly.
3 – Avoid sharp turns while being
push loaded as the dozer blade
could cut a rear tyre.
4 – If possible push load down hill.
261
LOADER / DOZER OPERATORS
1 – Drive the dozer slowly from one site to
the other because of extra treaded tyres.
2 – The dozer tyre pressure should be lower
than that of the loader. (Why?)
3 – The bucket width should be wider than
the wheel base so as to avoid side wall
damage.
4 – If the loader is used in load and carry
application consider an L4 design at a higher
inflation pressure on the front axle.
5 – Use hydraulics to fill the loader bucket
and not the tyres.
6 – The front tyres pressure on a loader
should be higher than the rear.
262
GRADER OPERATORS
1 – Should remove spillage
as soon as possible.
2 – The road crown should
be such as to allow for
drainage.
3 – Do not create high
windrows.
4 – Blade evenly.
5 – Avoid creating
corrugations/undulations.
6 – High tyre pressures
causes unnecessary wheel
spin.
263
WATER TRUCK OPERATORS
1 – Do not spray water while

standing.
2 – Spray intermediately.
3 – Over watering can cause a
slick surface.
4 – Consider inflation pressures,
bear in mind that this vehicle has
a diminishing load.
264
O.T.R TYRE AWARENESS
SHOVEL OPERATIONS
1 – Match the size of the shovel

bucket to the size of the truck.
2 – Load from the front to the back,
in the centre.
3 – The shovel operator can assist
with cleaning the floor.
4 – Do not overload the truck.
5 – Clearly indicate to the truck
operator when he is correctly
positioned for loading.
265
O.T.R TYRE AWARENESS
Operating Conditions - Summary
Prevailing Conditions
Determine controlling factors
Uncontrollable factors – Weather
Loading and Dumping Areas
Keep clean and provide fines for the floor.
Haul Roads
Bends/Grades/Good Drainage
Type of floor material (Compacted)
Speed/TKPH Requirements
Drive Habits
Habits/Expertise/Training
266
ENGINEERING DEPARTMENT
MECHANICAL DEFECTS AFFECTING TYRE LIFE
Mechanical
Irregularities ?
Defective
Struts
Oil Leaks
Defective
Rock Ejector
267
ENGINEERING DEPARTMENT
MECHANICAL DEFECTS AFFECTING TYRE LIFE
There is a common denominate between high tyre costs at a
site and high mechanical component expenditure.
Such as:
Suspension Cylinders
Brakes
Cutting Edges
Wheel Bearings
Damaged Rims
Missing/Damaged Rock Ejectors
This can lead to higher operating costs and down time.
268
SCRAP TYRE ANALYSIS
Discarded Tyres Tell a Story

WHAT CORRECTIVE ACTION CAN BE IMPLEMENTED
269
Locations to be Inspected - Analyze
Reason for Removal C = Tread /Crown
Shoulder area
Cuts or Separations
WHY ?
What corrective ACTION
can be implemented.
I = Inner liner / Inside Face
Splits, Loose Fabric or S = Sidewall area
Separation Cuts, Separations or
Splits
A = All other areas
R = Ride disturbance
Soon after Fitting/Vibration B = Bead area
Flange Erosion or
Cracks
270
No Warranty Policy
Tyres damaged by incorrect storage after leaving a Company warehouse
Tyres for which an alternate warranty has been negotiated.
Tyres that have problems due to material added after original manufacture
(example: tyre fillers, inadequate sealant, ballast or balancing substances).
Tyres with conditions being the direct result of tyre structure modification such
as repairs processed by third party, grooving or used with defective components
such as tube, flap or rim.
Tyres on which the full tyre identification number, with or without DOT letters, is
not present.
Tyres for which service conditions are not in accordance with tyre marking (load,
speed, inflation, etc…) and application (e.g.: on or off the road)
Tyres damaged by external events (mounting, dismounting, mechanical condition
of the vehicle, chain damage etc…).
Wear related complaints (fast wear, uneven wear).
Ride disturbances: after the first 10% of usable tread has worn purchased more
than 6 months prior to claim or due to damaged wheels or any vehicle conditions.
Loss of time, inconvenience due to loss of vehicle usage, consequential
damages.
Repairs or Retreads
Air leakage on tyres which have been mounted for more than 3 months prior to
claim.
Note: Tubes , Flaps and O-rings once used in a tyre, cannot be used a second time.
271
Worn Out
Conditions:
Tread Surface is smooth.
Cause:
Run out (End of life)
Description:
Smooth tread area.
Corrective Action:
None
Recommendation:
Scrap tyre
272
Tread Rock Cut Separation
Conditions:
Cut in tread going through to belt
package. Dirt in cut causing
separation between tread and belt.
Cause:
Operating conditions
Description:
Tread cut – Early detection, tyre
can possibly be repaired.
Corrective Action:
None
Recommendation:
Scrap tyre
273
Impact Break/Bruise
Conditions:
Impact Break/Impact Bruise
Cause:
Spillage at the loading
point, haul route or dump
site.
Description:
A break in the body cords
Corrective Action:
Determine true cause
Recommendation:
Scrap tyre
274
“Tongue” Out
Conditions:
Broken belt package will protrude
through or hang out from tread face.
Cause:
Severe impact by a foreign object or
pothole. Aggravated by over inflation
and high TKPH job site requirement
Description:
A break in the breaker cords with
excessive heat visible.
Corrective Action:
Recommendation:
Scrap tyre
275
Run Underinflated or Flat
Conditions:
Run Flat – If a tyre is 30% or more
underinflated remove from service
automatically.
Cause:
Continues driving in an underinflated
condition and bead rocking.
Description:
Inner body cords and bead have
pulled loose. (Liner damage)
Corrective Action:
Recommendation:
Scrap tyre
276
Unsatisfactory Repairs
Conditions:
Poor Repair – Always seek
a guarantee.
Cause:
Workmanship
Description:
Poor repair job or repair
coming loose.
Corrective Action:
In depth analysis required
Recommendation:
Scrap tyre
277
Damaged during Handling
Conditions:
Damaged Inner-liner
Cause:
Incorrect loading with a fork-lift
Description:
Damage to inner-liner
Corrective Action:
Use correct tools (Forklift arms/
slings) when handling tyres
Recommendation:
Repair or Scrap tyre
278
Tread Lug Cracking
Conditions:
Tread cracks.
Cause:
Inflation maintenance and or high

torque.
Description:
Cracks below the lug base.
Corrective Action:
Review speed and loads.
Recommendation
Run out
279
Chafer Cracking
Conditions:
Chafer cracks on bead in
flange area.
Cause:
Inflation maintenance and
over-loading
Description:
Pieces of rubber breaking off
in bead flange area.
Corrective Action:
Review TKPH and loads.
Recommendation:
Run out / Scrap
280
Tread/Shoulder Heat Separation
Conditions:
Reverted rubber: Spongy & tacky;
porous appearance, strong distinctive
odor as a result of the actual rubber
vulcanizing process is reversed.
Cause:
Haul TKPH requirements due to over
flexing exceeds the tyre TKPH rating.
Description:
Tread separated from carcass
Corrective Action:
In depth analysis.
Recommendation:
Scrap tyre
281
TKPH Related Tread Separation
Conditions:
Non-cut related separation; Separation (Smoke) on top
of belt; Small degree of porosity
Cause:
Haul TKPH requirements exceeding tyre rating.
(Distance and Speed)
Description:
Erosion in tread area; faint smell of heat and smoke.
Corrective Action:
In depth analysis. Remove vehicle from service for 24
hours then only deflate and remove tyre from the rim.
Recommendation:
Scrap tyre
282
Ply End Separation
Conditions:
Circumferential split or bulging
above bead or upper sidewall in ply
ending.
Cause:
Overload and/or under inflation,
poor bead seating, bead damage
during mounting or incorrect flange.
Description:
Circumferential crack in sidewall at ply
end.
Corrective Action:
In depth analysis
Recommendation:
Run out / Scrap
283
Chipper Separation
Conditions:
Crack in sidewall just above flange
area. Not to be confused with ply
end separation
Cause:
Incorrect flange size, over flexing,
overloading. (e.g. 25” Flanges)
Description:
Chipper separation
Corrective Action:
In depth analysis
Recommendation:
Run out / Scrap
284
Bead Separation
Conditions:
Split between bead bundles,
bundle exposed with loose bead
wire.
Cause:
Heavy overload with bead rocking
on rim in bead seat area.
Description:
Exposed or torn out bead bundle
Corrective Action:
Review TKPH/WCF job site
requirement and tyre loads.
Recommendation:
Scrap
285
Tread Cutting / Chipping / Chunking /
Conditions: Flaking
Rough, abraded tread surface with
numerous small cuts and break up of tread
surface.
Cause:
Misapplication of tyre to service
conditions, aggravated by high torque or
over inflation and or short turns.
Description:
Tread rubber flaking
Corrective Action:
Review design & compound
Recommendation:
Run out
286
Accelerated Centerline Wear
Conditions:
Fast center wear when
compared to the shoulders.
Cause:
Over inflation, OD Match on
Grader tandem and or high
inflation pressure.
Description:
Fast centre line wear – Wheel
Spin
Corrective Action:
Review tyre pressure,
matching & rotation.
Recommendation:
Run out
287
Conditions:
Fast Shoulder Wear
Excessive wear extending across
entire shoulder rib to a tread groove,
usually on one side of the tyre.
Cause:
Incorrect (low) Inflation
Pressure/Operating Conditions/Axle
Geometry or haul route with
incorrect radius. (Bends)
Description:
Fast uneven shoulder wear .
Corrective Action:
Check vehicle alignment/Haul routes
Recommendation:
Run out
288
OI.T.R. TYRE AWARENESS
Irregular Wear
Conditions:
Each lug around tyre worn high to low
from front to back edge.
Cause:
Tyres with block tread pattern.
Extensive over the road application,
mechanical or haul route design.
Description:
Alternate shoulder lug wear.
Corrective Action:
Review tyre maintenance
practices, haul routes or tread design
selection.
Recommendation:
Run out / Rotate
289
Tread Stone Drilling
Conditions:
Embedded stone in tread rubber in or
between tread grooves.
Cause:
Incorrect tyre application or
compound selection. (Site condition)
Description:
Damage caused by stones
retained in the tread which drill
through the tread base into the
belts.
Corrective Action:
Review tyre selection & application
Recommendation:
Remove stone/ Run out / Repair
290
Circumferential (Zipper) Break
Conditions:
A circumferential break in the mid
to upper sidewall exposing an
even line of broken cords.
Cause:
Severe over-deflection (overload /
under inflation/impact) which
produces casing cord fatigue
Description:
Zipper break in flex area of
sidewall.
Corrective Action:
Correct inflation & load
Recommendation:
Scrap
291
Radial Cracking In Sidewall
Conditions:
Radial crack (s) in upper sidewall
area.
Cause:
Excessive sidewall deflection, low
inflation pressure or over age.
Description:
Crack in sidewall area
Corrective Action:
Review tyre selection, application
and tyre inflation
Recommendation:
Run out / Scrap
292
Sidewall Cut
Conditions:
Diagonal / radial cut in sidewall
area will crack at an angle of 45
degrees. (Radial Ply Tyres)
Cause:
Operational / poor underfoot
conditions / Operator habit
Description:
Tyre bruised around cut area
Corrective Action:
In depth analysis
Recommendation:
Repair/Run out / Scrap
293
Sidewall - Scuffing / Kissing
Conditions:
Abrasion on large areas of the
sidewall, often all around the tyre.
Cause:
Incorrect inflation pressure for the
load.
Description:
Scuffing can generate heat..
Corrective Action:
Review loads and pressures.
Recommendation:
Run out / Scrap
294
Conditions: Rim Chafing
Scrubbed chafer rubber
Cause:
Friction due to high load or
incorrect rim flange, improper
bead seat, improper or missing
lubrication, rim flange shape and
condition.
Description:
Scrubbed chafer rubber
Corrective Action:
Check rim contour and flange
width, bead lubrication & bead
seating.
Recommendation:
Scrap
295
Conditions: Broken or Damaged Bead
Bead toe rubber is torn or cut,
exposing the wire or fabric.
Cause:
Poor mounting / dismounting
techniques and/or mounting tools,
inadequate bead lubrication.
Description:
Exposed bead bundle or damaged
bead heal or toe.
Corrective Action:
Review mounting / dismounting
procedures and the use of tyre
mounting tools.
Recommendation:
Scrap
296
Bead Rocking / Bead Hang-Up
Conditions:
Deformed bead seat area.
Cause:
Incorrect mounting, lubrication
and/or overload. Dirty / Rusty
rims.
Description:
Distorted bead
Corrective Action:
Review mounting / dismounting
procedures
Recommendation:
Scrap
297
Conditions:
Rim Slippage
Tyre slippage on the rim.
Cause:
High torque under loaded
conditions, spinning the tyres,
emergency braking. Under
inflation or too much lubricant
used during fitting.
Description:
Bead foot showing signs of fast
wear or scuffing
Corrective Action:
Review mounting procedures
Recommendation:
Scrap
298
Factors affecting Tyre Performance
Wheel Position
Load Distribution
Tyre Maintenance/Inflation Pressure
Suspension Maintenance
Haul Lengths/Curves/Grades
Haul Road Maintenance
Speeds (TKPH/WCF Rating)
Underfoot Conditions
Undulations
Truck Horsepower/Brakes
Driver Habits/Expertise
Bed Liners/Sideboards
299
REPAIR & RETREADING
300
REPAIR & RETREADING
1 – It is in most cases not practical to retread O.T.R. Tyres.

2 – Due to many of the projects location and availability of
qualified personnel repairing is a problem.
3 – Should, however, due to operating conditions the
original hours is low, and it is a slow activity and the
casing is in good condition then retreading is
recommended, however, consider original tyre life.
4 – Early detection of a cut, a repair can possibly preserve
the carcass.
5 – Obtain a guarantee for any retread and or repair.
301
REPAIR & RETREADING
302
REPAIR & RETREADING
303
REPAIR & RETREADING
Radial and Bias Ply do not use the same Repair Material
(Keep such material in a cool environment)
304
REPAIR & RETREADING
305
REPAIR & RETREADING
Spot Repair Procedure
306
Sidewall cuts are often
repairable when executed
early.
307
Radial Tyres are Repairable:
- Within given tolerances

- According their shape
- Within given tyre zones
- To be executed ASAP to avoid
corrosion
- Consult your tyre supervisor

- Evaluate repair cost versus remaining
non-skid
308
LIMITS FOR REPAIR - RADIAL
309
LIMITS FOR REPAIR – BIAS PLY
310
311
MOOLMANS
312
313

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O.T.R.

RIGHT TYRE FOR THE RIGHT JOB

MATCH THE TYRE SIZE TO THE MACHINE

AND THE DESIGN TO

MOOLMANS Mining Activities

Moving material has change from

TRENDS IN EARTHMOVER TYRES

EQUIPMENT HAS JUST GOT BIGGER

AVENG Company Base

THE AIR IN A TYRE CARRIES THE LOAD

APPLICATION CAR RACE TRUCK E/MOVER TRACTOR AIRCRAFT

POLYMER or COMPOUND Type

Primarily there are two types of

NATURAL RUBBER (NR)

Rubber Tree Plantation - Malawi

POLYMER TYPE TYRE COMPONENTS

STYRENE BUTADIENE (SBR) Tyre components (Blended)

BUTYL Tubes and Inner Liners.

The mentioned examples are quoted for reference purposes

2/3 used in materials and 1/3 in processing

EARTHMOVER 1,900 Litres (3600X51)

Note: 1 Barrel = 159 Liters

10% Organic Chemicals (2869)

20% Cord Wire (3496-1)

• Natural Rubber (NR - Tree)

CARBON BLACK Reinforcing filler to improve rubber strength and

ROLLING HEAT BUILD UP

PHYSICAL LAB & COMMERCIAL

CAR O.T.R FARM

SUCH COMPOUNDS ARE, HOWEVER, LIABLE TO

Cotton Organic ---------------- Low tear resistance

Rayon Organic Good dimension ------------------

Nylon Oil High and durable Extension/Shrinkage as

Polyester Oil Improved dimensional Disintegration at high temp.

Fiberglass Silica Dimensional stability Sensitive to compression

Aramid Oil Good tear resistance Low fatigue resistance

Steel Iron Ore High tear resistance Liable to oxidation

The choice of reinforcement materials for a given

New materials are constantly developed to take

of the individual cord

LOW TWIST HIGH TWIST

Forgiving Less forgiving

Heat Resistance – Runs cooler

Bias : Car, Truck, Aeroplane,

Radial : Truck, E/Mover

PTA 74% 53% 33%

TYRE PERFORMANCE AND

Ask the question

LOAD WEAR RESISTANCE FLOTATION

Provide dimensional stability

O.T.R. TYRE CONSTRUCTION

Bias Bias/Belted Radial

Steel Belted Bias Construction – Not a radial ply construction

• Provides good traction and long

Steel Belts Sidewall

E3 Low Ply End E4 High Ply End

• Chafer protects bead area from

l Improved Penetration Resistance

l Excellent Tread Wear