modern tire dealer performance handbook 2011

Handbook 2011Supplement to Modern Tire Dealer

EXTREME performancetodayGet a grip on theever-evolvingtechnical trendsand capabilitiesin summer/race tires

Alloy wheel repairRestorationcan be a viablealternative to buying ‘new ‘custom wheels

Mustang versus CamaroTPMS challengesare comparedwith the help of two American sparring partners

Non-risky businessNo damage done, thanks to the latest advancements in UHP tire service equipment

PH_COV1-COV4.indd COV1PH_COV1-COV4.indd COV1 4/15/11 12:03:01 PM4/15/11 12:03:01 PM

Quik-Link: 800-687-1557 ext. 15101


http://link.argifocus.com/27W-101

EditorialOn the edge with the lunatic fringePage 4

FeaturesGet a grip!

Summer performance tires continue to evolve to the extremePage 6

Mustang vs. CamaroTPMS relearn procedures for these high performance vehicles are both similar and differentPage 14

Non-risky businessManufacturers offer tire service equipment that reduces chance of wheel damagePage 24

Alloy wheel repairRestoration is a viable alternative to selling new4

Handbook 2011

DEPARTMENTS

43-71 Performance Showcase72-76 Performance Datafi le77-79 Performance Directory81 Quik-Link82 Performance Marketplace

On our cover: Photo provided by Porsche

Cars North America Inc.

3

Modern Tire Dealer is a proud member of:

TIRE RETREAD & REPAIR INFORMATION BUREAUTRIBTRIB

MemberAn Industry Association

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You might think

that automo-

tive enthusiasts

would know a lot about

tires given their impor-

tance to the driving expe-

rience. Well, think again.

The Specialty Equip-

ment Market Associa-

tion (SEMA) interviewed

10 automotive enthusi-

asts about new prod-

ucts as part of its “Opinion Leader

Program.”

Results from the interviews, which

followed the 2010 SEMA Show in Las

Vegas, were released recently.

The goal of what SEMA calls the

“consumer-focused” program is admi-

rable although fl awed: “to collect the

views and observations of selected

automotive enthusiasts who (are) well

connected through car clubs, discus-

sion boards and social media.”

It’s admirable because simply by

inviting these “opinion leaders” (aka

the “lunatic fringe” as my publisher,

Greg Smith, refers to them) to the

SEMA Show, SEMA member compa-

nies can get publicity for their new

products. And it keeps them in-tune

with consumer behavior.

The goal is fl awed, however — at

least as it pertains to tires — for two

reasons.

1. The automotive enthusiasts appar-

ently know little about tires.

2. They think they know a lot about

tires.

The following recorded comments

from the report’s 10-member (nine

males, one female) “Truck and SUV”

tire focus group bear me out.

On U.S. versus international

tire brands: “Michelin is a German

company, but the headquar-

ters are in South Carolina and

they’re made in Canada. Is it an

American company? Where’s the

profi t going?”

On deciding which tire to

buy: “You look for someone

who is using it in the same way

you will, because one tire will

work in one state but it won’t

work in another state.”

On a tire’s brand name: “Is a tire

really made by the company you’re

buying it from or is it an off brand? For

example, someone told me a Cooper

tire is not made by Cooper, it is really

made by BFGoodrich.”

On tire availability: “They make

one particular tire for one car, and

you can’t ever get it. There are no

other options.”

On tire composition and safety: “I

pretty much stay on the upper end of

tire brands. The mid-range is composed

of synthetics and light rubbers. You

usually have more safety issues with

tires that are more synthetic than

rubber to keep the price down.”

In its report, SEMA said tire focus

group members talked a lot about

availability, and how it infl uences their

buying decision.

“They want to be able to easily get the

tire they want at either a local retailer

or even at the factory level,” it said.

The factory level?! That’s pretty

unreasonable. How many tire dealers

can get tires at the factory level?

SEMA held a number of focus groups.

I chose the one that most closely fi t our

industry. When one of the enthusiasts

says “I use Goodyear F1s and Mickey

Thompson drag tires on my trucks just

because of the appearance and look.

Nobody else would think of putting

those on a truck,” you know we’re

not always dealing with an apples-

to-apples comparison.

Still, many of the comments stand on

their own. Here’s one from the “Street-

Performance and Sport-Compact

Market” focus group:

On where to buy tires: “I’ve been

having a problem trying to fi nd snow

tires for an Acura TSX that runs a

215/50R17. There are only a couple

of tire manufacturers that actually offer

snow tires.”

To be fair, not all the comments were

ridiculous. Many were insightful, like this

one: “I buy from a small, private tire store.

They know me. They know my car.”

SEMA didn’t sugarcoat the results,

which included valuable information

about other performance parts and

accessories nonetheless.

I just think that when it comes

to tires, maybe auto buffs from the

United States are not opinion “leaders.”

Perhaps a better idea would be to

draft enthusiasts from Europe, where

many of the aftermarket trends actu-

ally start. SEMA could invite them from

Germany. You know, where the auto-

bahn is located. And Michelin head-

quarters. ■

If you have any questions or com-

ments about this editorial, please

e-mail me at [email protected].

On the edge with the lunatic fringe

‘Someone told me a Cooper tire is really made by BFGoodrich.’

4

Editorial

By Bob Ulrich


Quik-Link: 800-687-1557 ext. 15102



By Bob Bissler

It’s human nature. We like to take

things to the extreme. So it was

only a matter of time before con-

sumers would create a demand for a

tire that is, well, extreme.

How extreme? Enough that the

consumer is willing to sacrifi ce comfort

and hydroplaning resistance to get the

maximum grip out of their summer

tires. Enough that they have become

a new ultra-high performance tire

category: “extreme performance.”

So, who drives on these ultimate

performing tires? They are people who

want maximum dry road response,

traction and handling. They drive on

them in the summer, because these

tires aren’t meant for snow or ice.

They’re serious driving enthusiasts.

And they may do a little racing on

the side.

“These are truly people who are

willing to give up some comfort in

ride,” says Matt Edmonds, vice presi-

dent of the Tire Rack, which is credited

with naming this category. “They’re

not going to get as many miles out

of these tires, but they understand

they’re getting maximum drive perfor-

mance.” They have to “be aware of

the fact that when it rains, you’ve got

to back off.”

Edmonds says this is defi nitely a

street tire intended to provide a lot of

grip. Extreme performance tires may

be essentially racing slicks designed

with two very narrow circumferential

grooves to make them street-legal.

So, what is it about these tires that

creates so much enthusiasm among

men and women? And how do they

differ brand to brand? There are more

similarities than differences, says

Edmonds.

For starters, the operating tempera-

ture range of the tire compounds is

around 45 degrees Fahrenheit and

above. Once it’s colder than that, the

compounds get very hard and no

longer provide grip.

“The one thing common among all of

these tires is much larger — or, as we

would say, ‘massive’ — tread blocks,”

he says. “You’ll fi nd, depending on

the manufacturer and their approach,

a combination of directional tread

pattern and/or wide circumferential

grooves. Some of the manufacturers

go with a standard directional tread

pattern that allows you to rotate the

tires side to side.

“Some go with a directional/asym-

metric tread pattern that makes it a

little more challenging. You might see

on the outside shoulder that asym-

metric tread, much heavier blocks

and a much larger, solid footprint for

cornering. You could rotate them front

to back, but that’s it.”

A common denominator among

Summer performance tires continue to evolve to the extreme

6

Extreme performance tires


Quik-Link: 800-687-1557 ext. 15103



many manufacturers is maximizing the footprint with large

tread blocks.

“How you arrange those tread blocks is the fl avor of the

manufacturer,” says Edmonds. “And then a lot of them also

talk about and tout the use of silica in their compounds. That

black magic, the tread compounds — those are unbelievably

secretive among the manufacturers, more so than just about

anything else they have.”

Let’s take a look at the top tires in this category, and see

what secrets each manufacturer is willing to reveal.

BFGoodrich g-Force T/A KD

Michelin North America Inc.’s BFGoodrich g-Force T/A KD

is designed with Traction/Advantage technology to increase

solid dry road performance.

The tread compound is high-silica BlackTech, and it is

molded into tires that are specifi cally developed for the left

and right side of the

vehicle.

According to Tire

Rack, the g-Force T/A

KD is the fi rst BFGoo-

drich tire to feature

an asymmetric tread

pattern with large,

stable blocks. The

blocks provide a great

deal of outer shoulder

contact, which increases

cornering traction and

steering response.

The g-Force T/A KD

is designed with direc-

tional water evacuation

channels. While drivers

can expect to use these

tires in dry conditions,

this design feature will help resist hydroplaning and enhance

wet traction.

Structurally, the tire includes twin steel belts reinforced by

the BFG Equal TEnsion Containment (ETEC) system: spirally

wound nylon that provides strength, uniform ride quality, and

Y-speed rated (186 mph) capability. Finally, g-Control sidewall

inserts resist lateral defl ection for high-speed cornering.

Bridgestone Potenza RE-11

The Potenza RE-11 from Bridgestone Americas Tire Opera-

tions LLC is designed to combine traction, handling and driving

control with good noise and ride comfort. Tuned for dry and

wet conditions, the tire incorporates Bridgestone’s 3D Seam-

less Stealth technology into the tread pattern.

The Potenza RE-11 is designed with an asymmetric tread

pattern. It has large outboard independent shoulder blocks

interlocked with a notched circumferential intermediate rib.

This feature provides lateral stiffness for dry cornering trac-

tion. It also enhances steering response. A continuous inter-

mediate rib and notched shoulder rib are separated by wide,

straight circumferential grooves for water evacuation.

BFGoodrich g-Force T/A KD


8


Quik-Link: 800-687-1557 ext. 15104



The tire’s asymmetric design more

evenly distributes footprint pressure.

It does that by keeping the straighter

outboard sidewall from “falling down”

while helping the more rounded

inboard sidewall resist “falling away”

during aggressive cornering, according

to Tire Rack.

Two wide steel belts reinforced by

spirally wound nylon provide strength,

uniform ride quality and high-speed

capability.

Dunlop SP Sport 600

Goodyear Tire & Rubber Co.’s

Dunlop SP Sport 600 was developed

for the 2008 Subaru Impreza WRX STI.

It is designed with a high-grip, silica-

reinforced tread compound molded

into an asymmetric tread pattern, the

company reports. A rounded profi le

provides ride comfort, handling and

traction.

The SP Sport 600 provides initial

responsiveness and cornering stability

with its large outboard shoulder and

continuous center ribs. To resist hydro-

planing, it is designed with notched

inboard intermediate and shoulder

ribs combined with three circumfer-

ential grooves.

The internal structure includes twin

steel belts reinforced by Dunlop Joint-

Less Band spirally wrapped nylon

to blend high-speed durability with

uniform ride quality.

Falken Azenis RT-615K

Falken Tire Corp.’s Azenis RT-615K

features a motorsports-grade cap

compound that effectively maintains

grip as tire temperatures increase. It

has a special molded tread design that

reduces tread squirm and provides

effi cient mileage for street use.

It was designed with a solid center

rib that reduces wheel spin by

increasing the tire’s contact patch void

ratio under heavy acceleration. The

casing design, bead apex and turn-up

technology allow for the elimination

of heavy steel construction, resulting

in an 8% reduction in unsprung tire

weight, says the company.

The tire’s 8/32-inch tread depth

combined with the positioning of

“aqua tusks” provides tread adhesion

and wet grip performance. Matched

with three high-void, low-turbulence

grooves, the Azenis RT-615K can

provide speed in wet weather along

with hydroplaning resistance.

Goodyear Eagle F1 Supercar G: 2

The Eagle F1 Supercar G: 2 was

initially developed to be original

equipment on 2011 Ford Shelby GT500

Mustangs with Ford Motor Corp.’s

SVT Performance Package. The Eagle

F1 Supercar G: 2 is designed to be

street-refi ned and track-capable by

combining an aggressive appearance

with strong performance.

The Eagle F1 Supercar G: 2 features

a tread compound molded into an

asymmetric, directional tread design.

Massive outboard shoulder tread blocks

provide dry road traction. Goodyear’s

Aquachannel grooves on the inboard

side provide wet road handling.

Goodyear engineers designed the

Eagle F1 Supercar G: 2 with twin, high-

tensile steel belts. Reinforced, spirally

wound nylon in the belts distributes

load across the tire’s footprint. Internal

construction enhances steering preci-

sion and high-speed stability. Exterior

sidewall rim fl ange protectors help

guard wheels from curb damage.

Since Shelby GT500 Mustangs with

Ford’s SVT Performance Package

Dunlop SP Sport 600

Falken Azenis RT 615K

Goodyear Eagle F1 Supercar G: 2

Bridgestone Potenza RE-11

10



Quik-Link: 800-687-1557 ext. 15105



applications feature staggered tire/

wheel size fi tments, they will require

position-specifi c (right front, right rear,

left front and left rear) tires.

Hankook Ventus R-S3

The Ventus R-S3 from Hankook Tire

America Corp. features strong dry grip

thanks to Hankook Racing Carbon-

black Silica Compound (RCSC) tech-

nology. The tire’s profile has been

developed to maximize its footprint

contact patch. A directional tread

design comprised of large shoulder

blocks, notched intermediate ribs and

a wide center rib delivers good road

contact and enhances handling.

The Ventus R-S3 was designed with

wide circumferential center grooves,

narrower outboard grooves and

multiple lateral grooves to provide

water evacuation for wet traction. The

tire’s internal structure includes two

wide steel belts reinforced by nylon

to provide strength and high-speed

capability. Two-ply polyester sidewalls

help resist lateral defl ection, which

results in responsive handling and

cornering stability.

Kumho Ecsta XS

The Ecsta XS molds Kumho Tire

U.S.A. Inc.’s high-grip, synthetic resin-

enhanced tread compound into an

asymmetric pattern. This tread

pattern was designed with wide

outboard shoulders to deliver dry

road responsiveness and cornering.

In addition, it features a continuous

center rib that offers linear handling

and high-speed stability.

The tire’s wet handling is provided

by two wide circumferential center

grooves and an inboard network of

lateral aqua grooves.

The Ecsta XS’s structure includes

two high-tensile steel belts reinforced

by spirally wound nylon to provide

good strength, uniform ride quality

and high-speed capability. The side-

walls are tuned to resist lateral defl ec-

tion and to provide handling control

and positive feedback.

Yokohama Advan Neova AD08

Yokohama Tire Corp.’s Advan

Neova AD08 has a tread compound

that combines fine particle, micro

silica with hyper-density carbon to

provide adhesion in damp and dry

conditions. The compound is molded

into a directional tread pattern that

features twin circumferential center

ribs and extra-wide Uniblock shoul-

ders to increase cornering stability

and steering response.

The Advan Neova AD08’s design

includes three large circumferential

grooves and “HydroArc Channels”

in the shoulders for traction on wet

surfaces. The tire’s internal structure

includes two wide steel belts rein-

forced by spirally wound nylon for

strength and high-speed capability.

The sidewalls are reinforced with steel

cord inserts to resist lateral defl ection

and provide control and cornering

stability.

According to Tire Rack, the Advan

Neova AD08’s construction and

compounds have been tuned to maxi-

mize the tire’s traction and perfor-

mance within a specific range of

ambient temperatures. Yokohama’s

care instructions specify that due to

its compound characteristics, Advan

Neova tires must be used and stored

at temperatures above 14 degrees F

to maintain their performance and

avoid tire damage.

Extreme evolution

“It’s been within the last fi ve years

that we’ve created this extreme perfor-

mance category,” says Edmonds. “Yoko-

hama, for instance, with the Advan

Neova, was one of the fi rst tire compa-

nies that really targeted this market. It

started to develop this category.”

Edmonds says there’s no reason

to believe we won’t continue to see

development in extreme performance

tires. Will that eventually lead to a new

performance category?

“We could develop a new one

someday,” says Edmonds. Adding wet

performance characteristics without

giving up superior dry grip “is very

much a possibility. You could call

it ‘extreme performance all season

tires.’” ■

Kumho Ecsta XS

Hankook Ventus R-S3

Yokohama Advan Neova AD08

12



Quik-Link: 800-687-1557 ext. 15106



There are passionate Mustang

owners. There are obsessed

Camaro owners. And tire deal-

ers will service them all.

When it comes to resetting the tire

pressure monitoring system (TPMS)

in a 2010 Mustang or Camaro, there

are distinct procedures that need to

be followed for each vehicle.

For example, a double horn chirp at

the completion of the relearn proce-

dure on the Camaro’s tires indicates

success. With the Mustang, silence

is golden; if the horn sounds twice

after the ignition is turned off, the

sensor training procedure was not

successful.

(Ironically, the original equipment

tires are very similar — both use the

Pirelli PZero Nero All Season and one

of two BFGoodrich T/A Spec lines.)

Here are the re-set procedures for

both vehicles, provided by Mitchell

1’s “Tire Pressure Monitoring System

Guide” for domestic and import vehi-

cles through 2010.

The tire pressure sensor relearn

procedures for the 2007-2009 model

year Mustangs are virtually the same as

the procedures for the 2010 Mustang.

However, the 2007-2009 Mustangs

feature strap-mounted tire pressure

sensors located 180 degrees oppo-

site the valve stem, while the 2010

Mustangs are equipped with valve-

mounted tire pressure sensors.

Strap-mounted sensors are not

compatible with valve-mounted

sensors, so swapping wheels from

one vehicle to another with different

systems will adversely affect TPMS

operation.

FORD MOTOR CO. —

2010 MUSTANG

RESET PROCEDURES

NOTE: If the vehicle has different

front and rear tire pressures, the tire

pressure has to be adjusted and the

tire pressure monitoring (TPM) sensors

have to be trained after tire rotation.

If the vehicle has the same tire pres-

sure on the front and rear tires, the

tire pressure monitoring system is not

affected by wheel and tire rotation.

NOTE: If the tire pressure sensor is

replaced, it will need to be trained.

(See Tire Pressure Sensor Training.)

A. Tire Pressure Monitor Warning

Indicators

NOTE: As ambient temperature

decreases by 10 degrees Fahrenheit,

tire pressure decreases 1 psi. Because

tire pressures fl uctuate with tempera-

ture changes, tire pressures must be

set when tires are at outdoor ambient

temperatures; otherwise, the tire pres-

sure may drop enough to be detected

by the TPM system, which will activate

the low pressure warning light.

CAUTION: Do not infl ate tire higher

than maximum pressure stamped on

tire sidewall.

NOTE: If possible, use Digital Tire

Gauge (204-354) any time tire pres-

sures are measured to be sure that

accurate values are obtained. Ford

recommends the use of a digital or

dial type tire pressure gauge rather

than a stick type gauge for increased

accuracy.

When the tire pressure warning light

comes on solid and the message center

MUSTANG vs. CAMAROTPMS relearn procedures for these high

performance vehicles are both similar and different

14

TPMS throw-down


Quik-Link: 800-687-1557 ext. 15107



displays “Low Tire Pressure,” check the

air pressure of all tires and adjust to

the specifi ed cold pressure listed on

the vehicle certifi cation label (found

on the driver’s door or door pillar).

Drive the vehicle at 20 mph for at least

two minutes. If the vehicle has been

stationary for more than 30 minutes, a

TPM sensor activation procedure may

be needed. (See Tire Pressure Sensor

Activation.) Make sure the warning

light goes off. If the warning light stays

on, there is a malfunction in the TPM

system. (See appropriate manufacturer

service information.)

When the tire pressure warning

light fl ashes for 70 seconds and then

remains illuminated, after a bulb-check

has been performed and the message

center displays warning messages,

there is a malfunction in the TPM

system. (See appropriate manufac-

turer service information.)

Under the following conditions,

the TPM system may not function

properly:

• low tire pressure.

• tire pressure sensor is missing or

damaged.

• the spare tire is installed as a road

wheel.

• an incorrect tire pressure sensor

is installed.

• the tire pressure sensor has been

installed incorrectly.

• non-OEM wheels are installed

(aftermarket rims).

• non-OEM equipped run-fl at tires

are installed.

• other non-OEM modifi cations (roll

cages, service barriers, part racks,

ladder racks, etc.).

B. Tire Pressure Sensor Training

NOTE: In the following procedure,

an aftermarket TPM activation tool

(204-363) must be used.

NOTE: If the vehicle has different

front and rear tire pressures, the tire

pressure has to be adjusted and the

TPM sensors have to be trained. If the

vehicle has the same tire pressure on

the front and rear tires, the tire pres-

sure monitoring system is not affected

by wheel and tire rotation.

NOTE: If the tire pressure sensor is

replaced, it will need to be trained.

NOTE: The tire pressure sensor

training procedure must be done on

a single vehicle, in an area without

Radio Frequency (RF) noise and at

least three feet away from any other

vehicle equipped with a TPM system.

RF noise is generated by electrical

motor and appliance operation, cellular

telephones and remote transmitters,

power inverters and portable enter-

tainment equipment.

NOTE: A new tire pressure sensor is

shipped in an OFF mode (or battery

saver mode), and must be turned ON

before it can be trained. To turn the

sensor on, infl ate the tire to the recom-

mended infl ation pressure and wait at

least two minutes, then continue with

the sensor training procedure.

1. Turn the ignition switch to the

OFF position, then press and release

the brake pedal.

2. Turn the ignition switch from the

OFF position to the RUN

position three times,

ending in the RUN posi-

tion. Do not wait more

than one minute between

each key cycle.

3. Press and release

the brake pedal.

4 . Turn the igni -

tion switch to the OFF

position.

NOTE: The horn will

sound once and the

tire pressure warning

light will flash if the

train mode has been

entered successfully (if

equipped, the message center displays

“TRAIN LF TIRE”).

5. Turn ignition switch from the OFF

position to the RUN position three

times, ending in the RUN position.

Do not wait more than one minute

between each key cycle.

NOTE: It may take up to six seconds

to activate a tire pressure sensor.

During this time, the activation tool

must remain against the sidewall of

the tire.

NOTE: If a sensor does not respond

to the activation tool, attempt to acti-

vate the same sensor using the activa-

tion tool. If the sensor still does not

respond, move the vehicle to rotate

the wheels at least one-quarter of a

turn and attempt to activate the same

sensor again.

NOTE: If the Smart Junction Box

(SJB) does not recognize any one of the

four tire pressure sensors during the

two minute time limit for each sensor

response, the horn will sound twice

and the message center (if equipped)

will display “TIRE NOT TRAINED

REPEAT.” The training procedure must

be repeated from the beginning.

6. Place the TPM activation tool on

the left front tire sidewall at the tire

valve stem. Press the test button on the

activation tool. The horn will sound

briefl y to indicate that the tire pres-

sure sensor has been recognized by

the SJB.

NOTE: Do not wait more than

two minutes between training each

sensor. If the wait time is more than

two minutes, the SJB will stop and the

training procedure must be repeated

from the beginning.

7. Within two minutes

after the horn sounds,

place the activation tool

on the right front tire

sidewall — 180 degrees

from the valve stem

for strap and cradle

type sensors or at the

valve stem for valve-

stem mounted sensors.

Repeat procedures for

right rear and left rear

tires. (See Figure 1.)

8. When the t i re

training procedure is

complete, the message

center (if equipped) will display “TIRE

TRAINING COMPLETE.” For vehicles

not equipped with a message center,

successful completion of the training

procedure will be verifi ed by turning

If the 2010 Mustang has the same tire pressure on the front and rear tires, the tire pressure monitoring system is not affected by wheel and tire rotation.

Figure 1: The tire pressure sen-sor training order for both the Mustang and Camaro are: left front, right front, right rear and left rear.

16

TPMS throw-down


Quik-Link: 800-687-1557 ext. 15108



the ignition switch to the OFF posi-

tion without the horn sounding. If the

horn sounds twice when the ignition

is turned off, the training procedure

was not successful.

C. Tire Pressure Sensor Activation

1. Turn the ignition switch to the

ON position.

2. Place the activation tool on the

left front tire sidewall at the tire valve

stem. NOTE: A green light will fl ash

and a beep will sound on the acti-

vation tool for each successful TPM

sensor response.

3. Press the test button on the acti-

vation tool to activate the TPM sensor.

For best results, activate each sensor

twice. NOTE: If, after adjusting tire

pressure and activating sensors, the

tire pressure warning light is still illu-

minated, there is a malfunction in the

TPM system. (See appropriate manu-

facturer service information.)

4. Perform steps 2 and 3 for each

remaining tire.

GENERAL MOTORS CORP. —

2010 CHEVY CAMARO

RESET PROCEDURES

NOTE: When the wheels have been

rotated, or a tire pressure sensor has

been replaced, retrain the tire pres-

sure sensor. (See Tire Pressure Sensor

Relearn.)

A. Tire Pressure Monitor Warning Indicators

When the tire pressure warning light

illuminates and a warning message

appears on the Driver Information

Center (DIC), immediately check the

air pressure in all four tires and adjust

to the specifi ed pressure. Drive the

vehicle above 25 mph for at least two

minutes.

The tire pressure monitor indicator

icon on the Instrument Panel Cluster

(IPC) will fl ash for one minute and

then remain illuminated and the DIC

will display the “Service Tire Monitor

System” message if one or more of the

tire pressure sensors or other system

components has/have malfunctioned

or if all of the sensors have not been

programmed successfully. (See Tire

Pressure Sensor Relearn.) If warning

indicators are still on, there is a

problem in the TPM system. (See the

manufacturer service information.)

B. Tire Pressure Sensor Relearn

NOTE: When the wheels have been

rotated, or a tire pressure sensor has

been replaced, retrain the tire pres-

sure sensor.

The TPM system uses the Body

Control Module (BCM), IPC, four RF

transmitting pressure sensors and the

serial data circuit to perform the TPM

learn mode functions. The sensor learn

procedure must be performed after

every tire rotation, BCM replacement

or sensor replacement. Once the TPM

learn mode has been enabled, each

of the sensor’s unique identifi cation

(ID) codes can be learned into the

BCM memory. When a sensor ID has

been learned, the BCM sounds a horn

chirp. This verifi es the sensor has trans-

mitted it, and the BCM has received

and learned it. The BCM must learn

the sensor IDs in the proper order to

determine correct sensor location. The

fi rst learned ID is assigned to the left

front, the second to the right front,

the third to right rear and the fourth

to left rear.

NOTE (sensor functions using a scan

tool): Each sensor has an internal low

frequency (LF) coil. When the scan tool

is used in activate mode, it produces

an LF transmission that activates the

sensor. The sensor responds to a left

front activation by transmitting in learn

“Mustang versus Camaro is the topic of much debate,” says Jonathan Lamas, who authors the “Guide to Mustangs” on About.com (http://mustangs.about.com), and drives a “Bul-litt” edition Mustang to work every day.

“It all began back in the 1960s. Ford revealed the Mustang on April 17, 1964, at the World’s Fair in Flushing Meadows, N.Y. By 1966, the company had sold well over a million units.

“The folks at Chevrolet wanted to get in on the action, so they released the 1967 Camaro on Sept. 29, 1966. The two cars were similarly priced, and each off ered a variety of engine options. They also both sported a rear-drive, front-engine confi guration. And with that, a rivalry was born.

“Over the years, Ford and Chevrolet spent much time trying to one up each other,” says Lamas. “The automotive press got in on the action as well, generating countless ‘Mustang vs. Camaro’ comparisons.

“Unfortunately, Chevrolet ended production of the Camaro after the 2002 model year. This was bad news for Camaro

fans. As for the Mustang, it continued on, with a redesign in 2005, and another in 2010.”

In 2006, General Motors Corp. announced it was resur-recting the Chevy Camaro as “a thoroughly modern inter-pretation of the 1969 icon — competitively priced with the Ford Mustang — for the 2010 model year. It was the offi cial vehicle of the 2008 Specialty Equipment Market Association (SEMA) Show.

In 2010, there were 73,716 Mustangs sold, compared to 81,371 Camaro’s. That was the fi rst time Camaro outsold Mustang since 1985, according to Bloomberg.com.

“No doubt, more folks bought Camaro’s in 2010 than bought Mustangs, but the Mustang is still on top,” says Lamas. “Why? Because the Mustang never went away. As good as things have been, the Camaro still has some catching up to do! Let’s see where things stand a few years from now.”

Spoken like a true passionate Mustang owner. — Bob Ulrich

Mano a mano: Chevrolet wanted in on some of Ford’s action How two muscle cars became rivals in the Sixties

On the 2010 Chevy Camaro, when the wheels have been rotated, or a tire pressure sensor has been replaced, retrain the tire pressure sensor.

18

TPMS throw-down


Quik-Link: 800-687-1557 ext. 15109



mode. When the BCM receives a learn

mode transmission while in TPM learn

mode, it will assign that sensor ID

to the location on the vehicle

relative to the order in which

it was learned.

NOTE (sensor functions using

the pressure increase/decrease

method): Each sensor takes a

pressure measurement sample

once every 30 seconds while in

stationary mode. If the tire pres-

sure increases, or decreases, by

more than 1.2 psi from the last

pressure measurement, another

measurement will occur imme-

diately to verify the change in

pressure. If a pressure change

has indeed occurred, the sensor

transmits in learn mode. When

the BCM receives a learn mode

transmission while in TPM learn

mode, it will assign that sensor

ID to the location on the vehicle

relative to the order in which it

was learned.

NOTE (learn mode cancellation):

The learn mode will cancel if the

ignition is cycled to OFF or if more

than two minutes has elapsed for any

sensor that has not been learned. If

the learn mode is cancelled before

the fi rst sensor is learned, the original

sensor IDs will be maintained. If the

learn mode is canceled for any reason

after the fi rst sensor is learned, all IDs

are erased from the BCM memory, and

if equipped, the DIC will display

dashes for tire pressures.

WARNING: If not utilizing a scan

tool to initiate the relearn proce-

dure, stray signals from other TPM

equipped vehicles just driving by

can be inadvertently learned.

If any random horn chirps are

heard from the vehicle while

performing the learn procedure,

most likely a stray sensor has

been learned and the procedure

will need to be cancelled and

repeated.

Under these circumstances,

performing the TPM Learn Proce-

dure away from other vehicles

would be highly recommended.

In the event the activation of a

particular sensor does not cause

the horn to chirp, it may be neces-

sary to rotate the wheel valve stem

to a different position due to the sensor

signal being blocked by another

component. Before proceeding with

Figure 2

Quik-Link: 800-687-1557 ext. 1511020

TPMS throw-down



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the steps below, verify the following:

No other sensor learn procedure

is being performed simultaneously

within close proximity; tire pressures

are not being adjusted on another

TPM-equipped vehicle within close

proximity; and the park brake switch

input parameters are functioning

correctly.

The sensor relearn procedure is

made up of eight steps.

1. Set the parking brake before

beginning (manual transmission only).

2. Turn on the ignition, with the

engine off.

3. Using a scan tool or the DIC,

select “Tire Pressure Sensor Relearn.”

A double horn chirp will sound and

the left front turn signal will be

illuminated.

WARNING: Over infl ating tires may

cause personal injury or damage to

the tires and wheels.

When increasing tire pressure, do not

exceed the maximum infl ation pres-

sure as noted on the tire sidewall.

4. Starting with the left front tire,

learn the tire pressure using one of

the following methods:

• Method 1: Hold the antenna of

the TPM tool against the tire side-

wall close to the wheel rim at the

valve stem location, then press and

release the activate button and wait

for a horn chirp.

• Method 2: Increase/decrease the

tire pressure for eight to 10 seconds,

then wait for a horn chirp. The horn

chirp may occur before or up to 30

seconds after the eight to 10 second

pressure increase/decrease time

period has been reached.

5. After the horn chirp has sounded,

repeat step 4 for the remaining three

sensors in the following order: right

front, right rear, left rear.

6. After the LR sensor has been

learned, a double horn chirp will

sound, indicating all sensors have

been learned.

7. Turn OFF the ignition to exit the

learn mode.

8. After the learn mode has been

exited, adjust all tires to the recom-

mended pressures.

Editor’s note: For both the 2010

Mustang (Figure 2 on page 20) and

Camaro (Figure 3 above), removal of

the valve-mounted tire pressure moni-

toring sensor takes the same steps.

1. Remove the TORX screw from the

tire pressure sensor.

2. Pull the sensor straight off the tire

pressure valve stem.

When fi nished, remove the valve stem

by pulling it through the rim. ■

Figure 3

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TPMS throw-down



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What are shops that special-

ize in ultra-high perfor-

mance tires and wheels

looking for in the way of tire service

equipment?

Pete Liebetreu, Hunter Engineering

Co.’s product manager, tire changers,

says that “People are looking for ease

of use and reduced risk of wheel

damage. In fact, that is the same

thing they look for in all tire changing

equipment, but the challenges of UHP

tires really tax the ability of traditional

technology.

“The development of tire changers

to handle UHP assemblies focused

initially on adding power accessories

needed to force these tires where you

needed them to go. This reduces oper-

ator effort, but makes the operation

more complicated as the operator

is constantly using various add-on

systems. Some of these accesso-

ries reduced the chance of tire/rim

damage, but others actually increased

it,” says Liebetreu.

“What we have been concentrating

on lately is true ease of use improve-

ment. Bringing the power needed in

such a way that damage is avoided

and the operation is simple.”

Preventing wheel damage while

balancing the tire is a top trait for

wheel balancers, too, adds Greg

Meyer, Hunter’s product manager,

balancers. He feels two other top

concerns are:

• Correct balancing, which means

proper centering on the balancer.

• Being able to diagnose vibration

issues when they arise.

Kevin Keefe, vice president,

marketing for Hennessy Industries

Inc., says, “With UHP tire volume

shifting back to the 16- to 20-inch

range, which is well within the

capacity of most any tire changer or

wheel balancer, we’ve seen a shift in

what tire dealers are looking for in

UHP tire service equipment.

“Specifically, the expectation is

that their everyday, ‘workhorse’ tire

changers and wheel balancers should

be capable of servicing both conven-

tional and UHP fi tments. In addition,

they want to follow the same processes

on these machines regardless of what

type of fi tment they’re servicing.”

Manufacturers offer tire service equipment that reduces the chance of custom wheel damage

NON-RISKY BUSINESS

24

UHP tire service equipment


Quik-Link: 800-687-1557 ext. 15114



A spokesman for Corghi USA says

that in addition to ease of use and

“no harm” features, today’s perfor-

mance shops are ever more carefully

scrutinizing equipment before buying

to make sure they get the most bang

for their buck.

Here is some of the latest tire

mounting and balancing equipment

geared to perform easily without

damaging expensive wheels.

UHP tire balancers

Robert Bosch LLC is offering the

WB 520 wheel balancer with auto-

matic, precise and quick wheel data

input via electronic data sensor arms.

It has an Easyfi x data recording arm for

measuring rim diameters and adhesive

weight positioning.

The Easyfi x data recording arm has an

adhesive weight clamping adapter plus

automatic locking of the Easyfi x arm

for accurate positioning of concealed

adhesive balance weights on the inside

of the rim.

The unit features three alloy

programs for concealed attachment

of adhesive weights on the inside of

the rim, three special programs for

concealed attachment of split adhe-

sive weights behind the spokes, and

two PAX wheel programs.

The units offers balance direction

indicators plus digital imbalance and

status information. A match-mounting

program offers reduction of the total

imbalance of the wheel by compen-

sating the static imbalance of the

tire with that of the rim. Simplifi ed

machine maintenance results from

integrated self-test software and the

unit’s calibration routine.

Corghi USA is offering the Blue Light

balancer with a touch screen interface.

The operator interacts directly and

easily with the wheel balancer via a

touch screen, allowing for the real time

modifi cation of balancing parameters,

the company notes.

To light the internal part of the

rim, the machine uses a special blue

light system that makes it possible to

acquire images in all lighting condi-

tions and provide the wheel balancer

with high resolution images.

Blue Light uses a laser sensor system,

where wheel distance and geometric

dimensions are measured with cameras

and laser sensors, allowing maximum

precision at all times. With high perfor-

mance PC specifi cations, the system

ensures high operational speeds and

real time data processing.

The Blue Light balancer analyzes

wheel defects without lengthening

the spin cycle. If the run-out value lies

above the acceptability threshold, the

system will suggest a more in-depth

analysis.

A laser pointer uses a luminous point

to indicate the position for applying

the adhesive weight.

For alloy rims, there is a specifi c

program for automatically pre-selecting

the balancing planes. Using artifi cial

vision technologies, the micropro-

cessor identifi es the balancing planes,

prepares the measurement sensors

and provides the operator with a

completely automatic procedure.

The machine also precisely analyses

the tread and detects any side slip of

the wheel.

Hennessy Industries Inc.’s Coats

1250 Series tire balancer comes in

three models — the 1250-2D, 1250-3D

and 1250-3DV.

They come equipped with 1.5 hp

direct drive motors that improve

balancing speed, accuracy and depend-

ability. They have eight balancing

modes, laser-guided operation that

eliminates error by pinpointing the

exact Tape-A-Weight placement and

behind-the-spoke weight placement

locations, auto start hoods, and weight

storage systems.

The company’s top model, the 1250-

3DV, has a video display that doesn’t

get in your service technician’s way.

It helps less experienced operators

complete tricky, split-spoke place-

ments and other specialty operations,

Hennessy notes.

The LCD fl at screen display is bright

and durable and provides on-screen

training while reinforcing proper

balancing techniques. It walks the

technician through the balancing

process with life-like animation. “It’s

like having a live demo every step of

the way,” the company says.

Laser-guided operation takes the

guesswork out of where to place Tape-

A-Weights.

The onboard laser guidance system

pinpoints the proper weight position.

Plus, it easily handles tricky behind-

the-spoke balances.

A “stop and lock” feature brings the

wheel to the fi rst weight position and

holds it until the weight is installed. It

also automatically indexes the wheel to

the second weight position and holds

again — with the push of a button.

Hunter Engineering Co.’s Road

Force GSP 9700 tire balancer offers

precise and accurate tire balancing,

says Meyer, which is especially impor-

tant today because “vehicles are

increasingly sensitive to imbalance.”

The Road Force GSP 9700 eliminates

Corghi USA’s Blue Light balancer lets the opera-tor interact directly and easily with the wheel balancer via a touch screen.

Hunter Engineering’s Road Force GSP 9700 tire balancer eliminates tire and wheel vibration us-ing a simulated “road test.”

26



Quik-Link: 800-687-1557 ext. 15115



tire and wheel vibration. Each tire/

wheel assembly is tested for the

amount of dynamic/static imbalance

and road force. It simulates a “road

test,” with a unique “load roller” which

applies up to 1,400 pounds of force

against the rotating assembly. The

roller measures the loaded runout of

the assembly (defl ection while under

load) and automatically recommends

corrections when needed.

The GSP 9700’s technology eliminates

many of the time-consuming, subjec-

tive and often non-productive manual

measurements previously used to

diagnose and repair ride disturbance

concerns, the company notes.

And the balancer also works well on

today’s new vehicles that are coming

OE with “plastic-clad” or “chrome-

clad” wheels, Meyer points out. These

wheels are alloy but have the look of

expensive chrome and tend to be a

bit fragile.

Evolving tire changers

Robert Bosch LLC has available the

526THP — a high end manual tilt tower

tire changer with outside clamping

up to 26 inches. The powerful dual

cylinder pneumatic mounting helper

system (HP) makes mounting and

demounting low profi le tires stress

free, the company says. The heavy

tower and cabinet provide maximum

rigidity and saves tires from damage

by eliminating tower fl ex. The non-

opposing jaws with built-in infl ation

jets and a safety restraint system ensure

maximum safety when infl ating tires.

The 526THP is PAX capable with the

addition of the PAX accessory kit.

Corghi USA offers an automatic,

leverless tire changer, the A 2024LL.

The A 2024LL features an adjust-

able bead breaker arm, which moves

to ensure that the working position

is always perfect for the rim diameter.

The bead breaker arm is supplied with

a shoe extension system for use on

large diameter wheels.

It uses a top bead demounting proce-

dure with the same working move-

ments as a manual demount using

a tire lever, but it requires no effort

from the operator thanks to the “leva

la leva” technology incorporated in

the mount/demount head.

The machine features pneumatic

tilting and Corghi’s turntable system,

which allows clamps to be moved to

change the working range.

The Bosch TC 526THP tire changer makes work-ing on low profi le UHP tires stress free thanks to the company’s mounting helper system.

Quik-Link: 800-687-1557 ext. 1511628




Quik-Link: 800-687-1557 ext. 15117



The A 2024LL tire changer is suit-

able for tires up to 14 inches wide

and 43 inches in diameter and offers

an inside clamping capacity of 13 to

26 inches and an outside clamping

capacity of 10 to 24 inches.

The operation of Corghi’s leverless

technology can be optimized with the

optional addition of one of Corghi’s

supplementary bead breaker systems

— the SP3000 (for ultra-hard beads and

particularly demanding technologies),

the SP2000 (for extra low profi le tires,

racing rims in light alloy and wheels

fi tted with pressure sensors) or the

PU1500 pneumatic power unit.

Hennessy Industries Inc. is

offering the Coats ProGuard Lever-

less tire changer developed specifi cally

for handling oversized, run-fl at and

low profi le tires, the company notes.

It features a design that reduces the

risk of tire or rim damage.

It features a highly intuitive and

easy-to-use design that eliminates

metal-to-metal contact, taking the

tire bar out of the operator’s hands

and ensuring a controlled mount-and-

demount process. During demounting,

the leverless tool hooks the lip of the

bead and effortlessly lifts it just above

the rim. The tire then comes off the

rim safely and easily with a simple

rotation of the tabletop. The leverless

tool can also be utilized as an addi-

tional helper device when mounting

a tire’s top bead.

In addition to the leverless oper-

ation, the ProGuard Leverless tire

changer has built-in features that take

the strain out of tire changing: lifting,

prepping, bead loosening, mounting

and demounting can all be done with

easy-to-use controls from a single oper-

ator location.

It features the Coats Leverless Power

Duckhead Bead Lifter that eliminates

traditional tire tools that can mar the

tire’s surface due to application diffi -

culty or operator error, resulting in

improved shop effi ciency and better

tire-changing results, the company

says.

A protective pedestal and center lock

design with a detachable center post

locks the wheel securing in position

at the strongest part of the wheel. A

non-marring replaceable cover protects

the most delicate wheels. A built-in

adjustable wheel lift is controlled

through an easy-to-reach pedal. The

automated wheel lift eliminates the

Hennessy Industries’ Coats ProGuard Leverless tire changer was developed specifi cally for han-dling oversized, run-fl at and low profi le tires.

Quik-Link: 800-687-1557 ext.1511830




Quik-Link: 800-687-1557 ext. 15119



strenuous process of manually placing

a heavy wheel and tire assembly over

the clamping chuck. The unit also

features a bead loosener disc and

tower, Robo-Arm helper device and

a tilt back tool tower.

Additionally, the Coats 70-Series

Rim Clamp tire changer recently got

upgrades to increase its capability to

handle performance tires.

“The additional functionality and

improvements we’ve made to our

workhorse machines for the tire retailer

enable them to handle those high

performance and UHP fi tments down

in the more average size range.

“That’s something we’re all faced

with right now,” says Keefe. “If there’s

a story in UHP now, that’s the story.

The emphasis is not on the 20-, 22-

and 22-plus inch range, it’s smack dab

in the 16- to 20-inch range now. We’ve

migrated a lot of features down from

our high-end changers to ensure our

mid-range equipment can handle those

applications on a daily basis.”

Hunter Engineering Co.’s new

Auto28 tire changer services all wheel

designs from 10 to 28 inches in diam-

eter safely and easily.

The Auto28 is essentially a push

button machine, says Liebetreu. “All

the power is controlled by the operator

with switches, not with manual effort

or even an assortment of powered

pushers where each one is controlled

separately. Wheel damage is avoided

using our fully fl oating polymer lever-

less mount/demount head.”

The Auto28 has a tool head design

that automatically slips easily between

the rim edge and tire sidewall and

extracts the bead gently in one fl uid

down-and-up motion without the use

of bead levers. This leverless system

reduces potentially damaging stress on

the bead and eases overall operation.

The powerful, high-torque elec-

tric motor exerts over 850 ft.-lbs. of

torque to mount even the most stub-

born beads. The variable-speed drive

system gives the technician the ability

to control the amount of force needed

to service a wheel at the most effi -

cient speed, while safeguarding against

damage.

The center-support clamping table

and self-centering quick clamp give the

Auto28 the fl exibility to easily mount

a wide variety of wheel designs with

the same clamping technique. The

cam action of the clamping support

multiplies the clamping force, auto-

matically immobilizing the rim during

mounting and demounting operations

to prevent slippage.

The mount/demount rollers gently

roll the tire off or on the rim under

complete command of the operator.

The rollers are also strong enough to

hold the tire stationary while the rim

is rotated to complete match-mounting

procedures.

The bead press arm works with the

bead rollers for faster mounting of

diffi cult tires, says Hunter. The bead

press arm pushes and holds stiff side-

walls in the drop-center of a rim as

the wheel rotates, greatly reducing

the risk of bead damage.

Tool head, bead roller and clamping

table operations use simple controls

that are easy to learn and promote

fast, effi cient service. A simple control

pendent and single foot pedal control

virtually all tire changing operations,

ensuring the same operation on all

wheels regardless of the size, design

or fi tment.

Wheel Products by McCourt has

introduced its premium WP7528

Passenger Tire Changing System.

It features an ergonomic design to

improve productivity and increase

operator safety.

The heavy-duty turntable accommo-

dates tire diameters up to 46 inches

and rims ranging from 2.5 inch to 17

inch width. The quick-change jaws

have an external clamping ability of 10

to 28 inches and an internal clamping

ability of 12 to 31 inches. The WP7528

also has a built-in infl ation system to

speed up tire infl ation and reduce

downtime.

This tire changer has an oper-

ating air pressure of 150 psi, and

the bead breaking force is a robust

5,500 pounds, the company says.

The WP7528 is available in Electric

(115V:20 amp) or air versions.

Christa McCourt-Riffl e, president of

Wheel Products by McCourt says, “In

today’s economy, shop owners are

scrutinizing every purchase made and

how that purchase of equipment will

refl ect the positive image and quality

of their business.

“Further, they are concerned with

how this equipment purchase will

meet there commitment to service they

have with their customers.”

Snap-on Equipment is offering the

John Bean Pegasus ATC 800 Lever-

less tire changer designed to meet the

needs of shops handling high volumes

of wheels, particularly low-profi le, run-

fl at and extended-mobility tires.

The Pegasus ATC 800 is easy

to operate with its laser-guided

demounting process, in which a laser

light assists the technician in setting the

demount head in the optimal position

for both mounting and demounting,

and eliminates the chance of wheel

damage during the process.

The Pegasus ATC 800’s demount

head has no pivot points. Once in

position, the demount head effi ciently

lifts the sidewall from the wheel with

no manual input and eliminates the

need for a tire lever or for multiple

technicians to assist when demounting

tires.

Also, the Pegasus ATC 800’s bead

breaker does not contact the wheel

at any point in the process, providing

what the company has termed “Do No

Harm” performance. ■

Hunter’s Auto28 tire changer features a side-mounted bead loosener using a side-shovel design familiar to most technicians and an op-tional wheel lift to help with heavy or expen-sive wheel assemblies.

32



Quik-Link: 800-687-1557 ext. 15120



It’s a dilemma that all tire dealers face from time to

time. A customer comes into the shop with a damaged

wheel and asks, “Can this wheel be repaired?” Clearly,

the customer is looking for an alternative to paying the

high price for a brand new wheel.

What’s the right response? There are many answers,

depending on the following:

• Is it an OE wheel or aftermarket wheel?

• Is the damage merely cosmetic or worse?

• Where is the damage?

• Does your company have a fi rm policy on

repairing wheels?

• Are you covered from a liability standpoint?

From a strictly technical standpoint, a variety of types

of wheel damage can be repaired. The question is, “What

can be repaired and by whom?” We’ll get into the “what

and by whom” later in this article, written by our tech-

nical writer, Mike Mavrigian, but fi rst, make certain that

you have done your homework and have a fi rm policy

regarding wheel repair.

The Specialty Equipment Market Association and Tire

Industry Association do not have wheel repair policies,

so the best way to establish your policy is to talk with the

legitimate wheel repair companies and listen to their

suggestions. They can give you guidelines and help you

with risk factors. Then, know precisely what your insur-

ance will cover and decide what to do.

There’s another factor to consider before going any

further. Remember that aftermarket wheels change styles

so frequently (not to mention companies going out of busi-

ness regularly) that your customer may not have an option

of buying a wheel just like the one that is damaged. If the

wheel isn’t repaired, the customer is looking at buying

four new wheels.

(There are more options for original equipment wheels,

of course, because due to volume, those styles last longer.

New and used wheels that match are more readily

available.)

So, how far do you go to help solve the problem? And

what’s repairable? — the Editors

A repaired wheel (left) versus a damaged wheel: Proper restoration work can provide a price alternative to the purchase of a new OE wheel.

Restoration is a viable alternative to selling new

34

Wheel restoration


Quik-Link: 800-687-1557 ext. 15121



By Mike Mavrigian

When it comes to custom

wheels, what is repairable?

Basically, anything that is

“cosmetic” in nature can be repaired.

This would include damage that does

not have an impact on the structural in-

tegrity of the wheel, such as scratches,

surface stains, corrosion, clearcoat

delamination, scuffs, scrapes, etc.

When we begin to consider more

serious damage such as cracks, gouges,

bends or breaks, we must inspect

the wheel closely to determine if the

damage has compromised the struc-

tural integrity of the wheel. In other

words, has the damage made the wheel

unsafe?

As far as rim damage is concerned,

some cracks, bends or chunking can be

properly repaired, providing the crack

or break doesn’t extend into the bead

seat or beyond. Although some bead

area cracks can be repaired, unless

the wheel is extremely rare or other-

wise diffi cult to replace, the repair

facility may opt to avoid this repair.

It all depends on where the repair

facility chooses to draw its limits of

repair selection.

Generally speaking, damage that

is considered non-repairable would

include cracks that migrate inboard,

past the outer rim fl ange, or that run

along the circumference of the rim in

or past the bead area.

Minor rim edge distortion can be

corrected via heating and pressing

— never by impacting. Edge damage

such as chunking (the result of curb

impact, etc.) can be repaired by care-

fully milling the damaged area away,

building fresh material with alloy

welding, and milling to shape (this

is usually performed on a computer-

guided lathe or milling machine, or,

depending on the size of the shop, on a

multi-task CNC machine that guides all

milling operations per wheel design/

shape software).

Once a fresh layer of alloy has been

applied, via welding, to the damaged

area, the wheel can be secured and

indexed in the lathe or milling machine.

The machine will then cut the fresh

weld buildup area down to match the

original OEM profi le of that specifi c

wheel area.

If the rim is both bent and cracked,

it’s critical that distortion be corrected

fi rst. A bent area might be corrected

by preheating and pressing, followed

by welding. If welding is done fi rst,

any subsequent bending may easily

create new stress cracks and fatigue

areas.

If an alloy wheel center section is

cracked or broken in an area that

involves structural integrity (for

example, where a spoke meets the

rim), the wheel is considered non-

repairable. By the same token, if the

center section exhibits distortion

“beyond a reasonable degree,” the

wheel is non-repairable.

A custom wheel dealer in California

notes that if multiple stress cracks

appear, “spreading like a tree,” this is

a clear indication that it simply isn’t

worth trying to repair the wheel.

Virtually any type of damage can

be repaired in theory. However, when

deciding on whether or not to repair

certain types or degrees of damage,

both practicality and liability issues

need to be addressed. If the damage is

so severe as to result in a labor bill that

matches or exceeds the replacement

price of the same wheel, obviously the

damaged wheel isn’t worth repairing

from a fi nancial standpoint.

As a Motomotion Inc. tech told me,

This lip damage must be carefully inspected. If no cracks are found mi-grating into the bead area, the repair will be straightforward. If a crack does extend into the bead area, the wheel should not be repaired.

This fl ange is bent, which may be repairable, but the circumferential fracture inside the fl ange makes this wheel non-repairable.

36

Wheel restoration


Quik-Link: 800-687-1557 ext. 15122



“If the damage and repair involve areas

of the wheel that are critical in terms

of its basic structure (and safety),

the potential risk, both in terms of

road-worthiness and the repair shop’s

liability exposure, may be too great. For

instance, if the wheel center is bent,

chances are great that the wheel repair

should not be attempted because an

attempt to straighten might compro-

mise the structural integrity.” In either

case, replacing the wheel is the better

part of valor.

Alloy wheel repair decisions should

be made by a qualifi ed wheel repair

specialist who knows what to look for

and has the equipment and experience

required to make that decision.

It’s important to understand that

the naked eye alone, whether trained

or untrained, can’t be relied upon to

locate extremely fi ne cracks or frac-

tures. So, just because you can’t see

a crack in the bead area, that is no

guarantee that the adjacent rim dent

or break isn’t accompanied by a struc-

tural crack. While some fractures are

obvious, a repair specialist will also

rely on dye penetrant testing, where a

series of special dyes and developers

are applied to the inspection surface,

with the area then viewed under a

“black” light. Cracks will appear as

easily identified highlighted lines.

Once the wheel has been inspected

for cracks and distortion, a decision

then can be made

regarding the value

of repair.

Always send the

wheel to a quali-

fied wheel repair

specialist.

If the wheel is

repairable, the job can

be handled in one of

two ways: an already-

refi nished duplicate

wheel (same brand,

model, size, color)

can be shipped out

immediately if that

model is in stock; or

the original damaged

wheel can be repaired

and returned. The

only difference lies

in the time of the

turnaround.

Don’t try this at home

Alloy wheel repair

should be left to

the specialists. In

too many cases, the

owner of a cracked

wheel may be tempted to bring it to

a welding shop that claims to be able

to weld aluminum. However, that does

not mean the welders know how to

repair a wheel. If the crack is welded

only to seal any leaking air, the wheel

may still exhibit runout, and will

wobble or thump when driven.

If straightening is attempted at the

wrong temperature for that specifi c

alloy mix, problems may be created.

If the temperature is too high, the

material may weaken; if too low,

stress cracks will be created during

the straightening attempt.

Damaged, potentially repairable

wheels should be inspected for a

number of criteria: cracks, missing

material, cosmetics, radial runout

(roundness of the rim) and axial

runout (wobble resulting from center

section distortion).

We’ve heard of some repairs to bent

rims being performed by chucking

the wheel onto a lathe and machining

the rim edge material in order to

achieve roundness. This approach

removes metal and, depending on the

percentage of material removed, may

reduce the strength of the rim.

Bearing in mind that most wheel

makers don’t haphazardly select mate-

rial thickness, nor do they waste mate-

rial unnecessarily, it’s logical to assume

that the wheel maker produced the

wheel assembly using the specific

material thickness required to meet

performance and safety specifi cations.

At fi rst glance, this crack appears to be repairable by machining (to relieve the crack), welding and remachining, but further inspection reveals a small crack that extends into the bead area. This wheel should not be repaired.

Quik-Link: 800-687-1557 ext. 1512338

Wheel restoration



Quik-Link: 800-687-1557 ext. 15124



The act of reducing material thick-

ness in the guise of a final repair

simply doesn’t seem like a reason-

able approach.

Cost advantages

While individual repairs will natu-

rally vary, we can expect that a typical

repair and refi nishing job will run

in the retail neighborhood of $100

to $200 per wheel. Precision Wheel

Service in Branford, Conn., advertises

that most wheels can be repaired for

$85 to $135.

Compare this to the cost of a new

replacement purchased at the car deal-

ership parts counter, where it’s real-

istic to expect an OEM alloy wheel to

cost from $300 to more than $1,500,

depending on make and model.

This potential cost savings holds

obvious benefi t and appeal for either

a retail customer or for an insurance

carrier (see chart on page 42).

In the case of some aftermarket

wheels, the cost comparisons can be

the same or less drastic, depending

on the value (and availability) of a

replacement. If an aftermarket alloy

wheel is involved, and that wheel can

be replaced, in theory, for $150, it

may not make sense for a customer

to spend the same amount to restore

a damaged wheel.

However, if that specifi c wheel has

been discontinued, and the owner

insists on keeping that make and

model wheel (because of restoration/

nostalgic reasons), wheel restoration

may be the only alternative, regard-

less of the job price.

In terms of replacement price, we

can generalize by saying that any

wheel, whether OE or aftermarket,

that carries a new replacement price of

$200 or more is a candidate for repair/

refi nishing, as long as the damage is,

indeed, repairable.

Chrome-plated rims present their

own challenges in terms of repair

From cleaning to fi nishingEight steps to proper wheel repair

The steps involved in wheel repair typically involve the following:

1. cleaning the surface thoroughly to remove grease, dirt, etc.;2. examining the wheel to eliminate obvious non-rebuildable candidates;3. inspecting cracks, often using a dye penetrant test;4. checking any distortion for runout in both the radial and axial planes;5. stripping the wheel by removing any plating or coatings (chemical strip-ping or blast-stripping, depending on the wheel);6. addressing any distortional issues (heating and straightening where needed);7. machining open the cracks or damaged areas, then weld-fi lling and re-machining them to shape; and8. applying the desired fi nish (color, clearcoat, plating, etc.).

Quik-Link: 800-687-1557 ext. 1512540

Wheel restoration



Quik-Link: 800-687-1557 ext. 15126



diagnostics. If the wheel has hit a hard

object, the rim may be bent, broken

or cracked, and cracks may run into

the center section, as with any other

alloy wheel.

However, if the wheel and/or rim

were/was plated, it is possible that

cracks may exist under the plating.

For that reason, the only positive

way to inspect a chrome-plated wheel

is to strip off the chrome before a

proper inspection can take place. For this reason, the cost may be prohibitive when we factor in the added cost of

chrome stripping and re-plating after

the repair. Again, we must compare

the cost of the repair job to the cost

of wheel replacement.

Has the trend toward larger diameter

wheels and lower profi le tires had an

effect on the market for wheel repair?

The California custom wheel dealer

says absolutely.

“Anytime you place the wheel rim

closer to the ground, you’re going

to have an increase in rim damage,

especially in parts of the country

where potholes are prevalent. Another

thing that really adds to the demand

is the proliferation of wheel compa-

nies and the short lifespan of some

wheel designs.

“When a kid with a lowered Honda

maxes his credit card to buy a set

of alloys and low profile tires, he

sometimes has a rude awakening if

he damages one of those wheels. If

that particular style has been discon-

tinued, he now has only two choices:

to buy a completely new set of wheels

in another style or to have that one

wheel repaired.”

He adds that probably 80% of the

damaged rims he sees are the result

of low profi le tires and big rims being

driven over pothole-riddled streets.

The moral of this story is that you

should never assume an alloy wheel is

a goner and must be replaced. Granted,

if the poor thing has been busted in

half or mashed beyond description,

it’s probably best to let the scrap yard

melt it down to make another cast

aluminum part.

But, if the wheel is essentially whole

but merely “uglifi ed,” let the experts

determine if it’s repairable. If so, you’ll

be able to enjoy the wheel as-new

and save a bunch of bucks in the

process. ■

hi h b hibi i h f i h dd d f

Cost comparison to consumer: new versus used or repaired wheels

Make/model Ford Edge BMW 5-series Toyota Camry

Wheel size 17 inches 19 inches 16 to 17 inches

Cost, new $300 $700 $400

Cost, reconditioned $175 $250-$300 $120

B-level used $100-$110 N/A* $120

* Used wheels are usually not available due to cracking on the rear wheels of this car.

Quik-Link: 800-687-1557 ext. 1512742

Wheel restoration



The newest offerings

in tires, wheels and wheel acces-

sories, automotive service parts,

tire service equipment and more!

That’s what you’ll discover on the

following Performance Showcase

pages.

Manufacturers and distributors

proudly present the features and

benefi ts of their latest products to

give you a preview of what’s hot

and what your customers will be

asking for in the months ahead.

Maximizing your use of the

Performance Showcase couldn’t

be easier.

To request free product informa-

tion by phone, call 800-687-

1557, enter the extension number

listed below each Performance

Showcase, and you will be imme-

diately transferred to the company

you want to talk with — it takes

only seconds.

To request information online,

log on to www.mtdquiklink.com/

plus the corresponding Quik-Link

(extension) number. You’re just

a click away from receiving free

information on the new products

that interest you.

Spotlight on

Performance Showcase

43




Quik-Link: 800-687-1557 ext. 1515044




Quik-Link: 800-687-1557 ext. 15151 45




Quik-Link: 800-687-1557 ext. 1515246




Quik-Link: 800-687-1557 ext. 15153 47




Quik-Link: 800-687-1557 ext. 1515448




Quik-Link: 800-687-1557 ext. 15155 49




Quik-Link: 800-687-1557 ext. 1515650




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Quik-Link: 800-687-1557 ext. 15175 69




Quik-Link: 800-687-1557 ext. 1517670




Quik-Link: 800-687-1557 ext. 15177

Need more copies of our Performance Handbook?

Call Pam Zsely at (330) 899-2200

71



1-800EveryRim.com—OEM Wheels

9935 Beverly Blvd.

Pico Rivera, CA 90660

(800) 383-7974 or (562) 692-0109

Chase Potter, mgr.; Jose Tornero, mgr.

Products: brokers of OEM Wheels; used

alloy and steel, new replica and reconditioned.

www.1-800everyrim.com

American Omni Trading

15354 Park Row

Houston, TX 77084

(281) 600-TIRE (8473)

FAX: (281) 600-8475

Chris Brackin, v.p. of sls.

Products: PCR, UHP, LTR, MTR, OTR,

industrial and farm tires.

www.american-omni.com

Atturo Tire Corp.

PO Box 302

Lake Villa, IL 60046

(888) 642-5999 or (847) 348-3455

FAX: (847) 589-8446

Products: ultra-high performance tires

for SUVs, crossovers and sport trucks.

www.atturo.com

Bridgestone Americas Tire

Operations LLC

535 Marriott Dr.

Nashville, TN 37214

(877) 201-2373 or (615) 937-1000

FAX: (615) 937-1414

Larry Magee, pres., Consumer Tire U.S.

& Canada, BATO; Gary Garfi eld, pres.

& CEO/BSAM; Eduardo Minardi, COO/

BSAM, chmn., pres. & CEO/BATO

Products: tire exporter/importer; ag/

farm, ATV, bus, high performance,

industrial, light truck, medium/heavy

truck, motorcycle, OTR, passenger, per-

formance, racing, RV and specialty tires,

tubes and retreading.

www.bridgestonetire.com

Continental Tire the Americas LLC

1830 Mac Millan Park Dr.

Fort Mill, SC 29707

(800) 847-3349

FAX: (704) 587-6555

Matthias Schoenberg, CEO

Products: ultra-high performance, pas-

senger, light truck, medium/heavy truck,

commercial, motorcycle, bicycle and

specialty tires.

www.continentaltire.com

Cooper Tire & Rubber Co.

701 Lima Ave.

Findlay, OH 45840

(800) 847-3777

FAX: (800) 759-5789

Products: passenger, high performance,

light truck, SUV, motorcycle, racing and

commercial truck tires.

www.coopertire.com

Corghi USA Inc.

9325 Sutton Place

Hamilton, OH 45011

(800) 260-0968 or (513) 874-5958

FAX: (513) 874-1162

Peter Burgess, dir. of oper.

Products: tire changers, wheel balancing

machines, wheel alignment equipment.

www.corghiusa.us

DM Marketing LLC

1356 Hwy. D

Bland, MO 65014

(847) 265-6146

FAX: (847) 589-8446

Don Mathis, owner

Products: international distributor of

UHP tires in most major brands and

several economy brands.

www.dmtire.com

Falken Tire Corp.

13649 Valley Blvd.

Fontana, CA 92335

(800) 723-2553

FAX: (909) 466-1169

Products: A vast product line ranging

from track-inspired RT615K, the aggres-

sive Wildpeak A/T, the new performance

luxury PT722, Sincera SN211, Zeix ZE912,

FK452 and Zeix STZ04. Product fi tments

range from passenger cars, light trucks

and SUVs.

www.falkentire.com

Continental Tire the Americas LLC

1830 Mac Millan Park Dr.

Fort Mill, SC 29707

(800) 847-3349

FAX: (704) 587-6555

Matthias Schoenberg, CEO

Products: ultra-high performance, pas-

senger, light truck, off -road, medium/

heavy truck and commercial tires.

www.generaltire.com.

GITI Tire (USA) Ltd.

10404 Sixth St.

Rancho Cucamonga, CA 91730

(866) 488-4737

FAX: (909) 476-4028

Tom McNamara, v.p. of sales – consumer

and commercial

Products: ultra-high performance, high

performance, touring, passenger, light

truck/SUV and medium truck tires.

www.gtradial-us.com

Performance Directory

77


Greenball Corp.

222 S. Harbor Blvd., Suite 700

Anaheim, CA 92805

(800) 811-2197 or (714) 782-3060

FAX: (714) 782-6026

Tim Landis, sls.

Products: PCR, UHP, SUV, LT, MTR, special

trailer radial/bias, OTR, farm, lawn and

garden, golf and ATV/UTV tires, trailer

wheels and accessories.

www.greenball.com

www.gbcmotorsports.com

Hankook Tire America Corp.

1450 Valley Rd.

Wayne, NJ 07470

(800) HANKOOK

FAX: (800) TIRES OK


performance and touring tires for pas-

senger cars and light trucks; truck and

bus tires for most commercial applica-

tions.

www.hankooktireusa.com

Hennessy Industries Inc.

1601 J.P. Hennessy Dr.

LaVergne, TN 37086

(800) 688-6359 or (615) 641-7533

FAX: (615) 641-6069

Mike Wilcox, v.p. of sls.;

Kevin Keefe, v.p. of mktg.

Products: tire changers, wheel balancers,

brake lathes and wheel weights.

www.ammcoats.com

www.steelwheelweights.com

Hunter Engineering Co.

11250 Hunter Dr.

Bridgeton, MO 63044

(800) 448-6848 or (314) 731-3020

FAX: (314) 731-1776

Chris Davisson, customer service mgr.

Products: wheel alignment systems,

alignment lifts, wheel balancers, tire

changers, brake lathes and inspection

lane equipment.

www.hunter.com

Kumho Tire U.S.A. Inc.

10299 6th St.

Rancho Cucamonga, CA 91730

(800) 445-8646 or (909) 428-3999

FAX: (909) 428-3994

Rick Brennan, v.p. mktg.

Products: high performance, light truck,

medium/heavy truck, passenger, perfor-

mance, racing, RV and specialty tires.

www.kumhotireusa.com

KYB America LLC

140 N. Mitchell Ct.

Addison, IL 60101

(800) 592-2677

FAX: (630) 620-8133

Products: shocks, struts, strut mounts,

strut boots, steering stabilizers and

special replacement suspension

components.

www.kyb.com

Maxxis International—U.S.A.

545 Old Peachtree Rd.

Suwanee, GA 30024

(800) 4-MAXXIS or (770) 962-9947

FAX: (770) 962-7705

James Tzen, pres.;

Doug Addis, sls. mgr.

Products: ATV, high performance,

industrial, lawn and garden, light truck,

motorcycle, OTR, passenger and

specialty tires.

www.maxxis.com

McGard LLC

3875 California Rd.

Orchard Park, NY 14127

(800) 669-6887 or (716) 662-8980

FAX: (716) 662-8985

Durham McCauley, CEO; Peter McCau-

ley, pres.; John Mondo, v.p. sls. & mktg.;

Kevin Halt, sls. mgr.; Chris Smith, sls. mgr.

Products: wheel accessories including

wheel locks, lug nuts, lug bolts, spare tire

locks. Vehicle security products includ-

ing wheel immobilizer, tailgate locks,

navigation locks and license plate locks.

www.mcgard.com

Nexen Tire USA

21073 Pathfi nder Rd., Suite 100

Diamond Bar, CA 91765

(800) 576-3936

FAX: (909) 923-3991

John Aben, v.p. sls. & mktg.


performance, light truck, SUV and pas-

senger tires.

www.nexentireusa.com

Pirelli Tire North America

100 Pirelli Dr.

Rome, GA 30161-3538

(800) PIRELLI

FAX: (706) 368-5888

Hugh D. Pace, chmn. & CEO;

Riccardo Cichi, v.p. of consumer replace-

ment tire sls.


performance, touring, run-fl at, UHP LT/

SUV, LT/SUV, winter, motorsports, moto

and original equipment tires.

www.us.pirelli.com

78



Sentaida International Inc.

16000 NW 59th Ave., Suite 4 & 5

Miami Lakes, FL 33014

(305) 621-5101

Maxwell Wee, dir. of sls.

Products: ultra-high performance, ultra-high

performance SUV, PCR, LTR and TBR tires.

www.sentaida-international.com

Sumitomo Tire, Treadways LLC

2000 Campus Lane

East Norriton, PA 19403

(800) 895-1449 or (610) 615-8000

FAX: (610) 615-8001

Richard Purol, v.p.

Products: light truck, passenger and

truck tires.

www.sumitomotire.com

Tire Centers LLC (TCi)

310 Inglesby Pkwy.

Duncan, SC 29334

(877) 564-5562

FAX: (864) 329-2900

Products: passenger, light truck and high

performance tires. (Brands: Michelin, BF-

Goodrich, Uniroyal, Trivant, Continental,

General, Maxxis, Riken, Hankook, Pirelli

and Greenball.)

www.tirecenters.com/overview

Tire Rack Wholesale

7101 Vorden Pkwy.

South Bend, IN 46628-8422

(800) 445-0179 or (574) 287-2316

FAX: (574) 236-7700

Wayne Leuthold, wholesale mgr.

Products: brake products; high perfor-

mance, light truck, passenger and racing

tires; suspension components, wheels

and accessories, wiper blades.

www.tirerackwholesale.com

Toyo Tire U.S.A. Corp.

6261 Katella Ave., Suite 2B

Cypress, CA 90630

(800) 442-8696

FAX: (714) 236-2080

John Hagan, sr. dir. of sls. oper.


performance, passenger, competition,

light truck/SUV, crossover, medium truck

and OTR tires.

www.toyotires.com

Vogue Tyre & Rubber Co.

1101 Feenhanville Dr.

Mt. Prospect, IL 60056

(800) 323-1466

Greg Hathcock, pres;

Kevin S. Goyak, exec. v.p.;

Scott Kurpiewski, v.p.;

Larry Marciniak, corp. sls. mgr.

Products: manufacturer and distributor

of premium, custom-built Vogue tires

with whitewall and gold stripe design;

aftermarket wheels and accessories.

www.voguetyre.com

Vredestein Tyres North America Inc.

13 Bridge St.

Metuchen, NJ 08840

(800) 221-3422 or (732) 549-2440

FAX: (732) 549-2450.

Al Smoke, sls. mgr.;

Rene Wolters, sls. mgr.

Products: ag/farm, high performance,

lawn and garden, industrial and passen-

ger tires.

www.vredestein.com

Wheel Consultants Inc.

2537-D Pacifi c Coast Hwy., #330

Torrance, CA 90505

(310) 357-7293

FAX: (310) 427-7199

Joe Findeis, pres.

Products: “The Ultimate Wheel & Tire

Plus Sizing Guide,” also known as “The

Red Book,” in printed and electronic

formats; The Ultimate X-Factor Tool used

for determining brake caliper to wheel

clearance.

www.plussizingguide.com

Yokohama Tire Corp.

PO Box 4550

Fullerton, CA 92834-4550

(800) 423-4544 or (714) 870-3800

FAX: (714) 870-3838

Fred Koplin, dir. of mktg. communica-

tions; Dan King, sr. v.p. sls. & mktg.

Products: high performance, light truck,

medium/heavy truck, OTR, passenger,

performance, racing and RV tires.

www.yokohamatire.com

For information on these companies For information on these companies and many more, check out the Web site and many more, check out the Web site www.moderntiredealerdirectory.com.www.moderntiredealerdirectory.com.Compare and research companies Compare and research companies online that offer:online that offer:

• Shop and tire service equipment Shop and tire service equipment• Products from antifreeze, computers, Products from antifreeze, computers, wheel weights to wiper blades wheel weights to wiper blades• Services such as consulting, Web ad Services such as consulting, Web ad assistance and wheel repair assistance and wheel repair• And tires — from ag/farm to SUV! And tires — from ag/farm to SUV!


79


Need more copies of our Performance Handbook?

Call Pam Zsely at (330) 899-2200

3515 Massillon Road, Suite 350Uniontown, Ohio 44685(330) 899-2200, fax (330) 899-2209 Web site http://www.moderntiredealer.com

Editor: ROBERT J. ULRICH [email protected] Managing Editor: LORI L. MAVRIGIAN [email protected] Editor: BOB [email protected]

Contributors: Auto Service/Technical: MIKE MAVRIGIANTraining/Tire Service: KEVIN ROHLWINGIndustry Analyst: SAUL LUDWIG Art Director: NEAL WEINGART [email protected] Production Manager: KAREN [email protected]

Publisher: GREG SMITH [email protected]

South and Texas: GREG SMITH [email protected](330) 899-2200, fax (330) 899-2209

Midwest: MICHELE VARGO [email protected](330) 899-2200, fax (330) 899-2209

West Coast: JOHN DYAL The Dyal [email protected] (760) 451-5026, fax (760) 451-5039

West Coast: MARIANNE DYAL The Dyal [email protected](760) 451-9216, fax (760) 451-9292

Automotive Aftermarket: DAN [email protected](734) 676-9135, mobile (313) 410-0945fax (734) 675-6744

Classifi ed Sales: DONNA STEWART [email protected](405) 513-6794, fax (360) 406-7576 Reprint Sales: KAREN RUNION [email protected](330) 899-2200, fax (330) 899-2209

Customer/Subscription Service: (888) 239-2455, fax (888) 274-4580

Modern Tire Dealer is a Bobit PublicationExecutive offi ces: 3520 Challenger St. Torrance, CA 90503Chairman: Edward J. BobitCEO & President: Ty F. BobitChief Financial Offi cer: Richard E. Johnson

80


www.wheelcollision.com

http://www.tire-dealer-software.com

www.plussizingguide.com

mailto:[email protected]


www.lakintire.com

www.cokertire.com/moderntire


Quik-Link: 800-687-1557 ext. 15128



Quik-Link: 800-687-1557 ext. 15129



modern tire dealer performance handbook 2011

Documents

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performance showcase72

suv tire focus group

indd cov1ph