modern tire dealer performance handbook 2012
DESCRIPTION
Magazine for the professional tire industryTRANSCRIPT
HANDBOOK 2012
Feldman puts the ‘plus’ in Performance
Plus TireIs plus-sizing
on life support, or worse?
UHP tire and wheel care
hangs in the balancing
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D E P A R T M E N T S
35-57 Performance Showcase
58-61 Performance Datafi le
62-64 Performance Directory
65 Quik-Link
66 Performance Marketplace
EditorialA handy and hands-on handbook | Page 4
Features
Is plus-sizing on life support, or worse?Red fl ags point to a downward trend. But down does not
mean out | Page 6
Performance TPMSChrysler 2009 Challenger (and Charger) | Page 14
Performance Plus Tire & AutomotiveBy leveraging the Web and embracing training, Hank Feldman has
turned one store into THE place to go for performance tires and
wheels. Oh, and he stocks a LOT of them | Page 18
Performance tires need performance balancingEquipment advancements prevent ride complaints | Page 24
On the cover: Photo courtesy of Mike Mavrigian
HANDBOOK 2012
A gauge that determines proper pin position makes performance tire and wheel balancing faster and easier. See page 24 for more crucial balancing information.
3
Modern Tire Dealer is a proud member of:
TIRE RETREAD & REPAIR INFORMATION BUREAUTRIB
MemberAn Industry Association
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disappeared, based on his sales. “I do believe it
will re-emerge again in the future.”
Robert Abram, product planning manager for
Yokohama Tire Corp. based in Fullerton, Calif.,
does not think plus-sizing is dead.
“Living in Southern California, you get to see
the aftermarket. I look around here and see
plus-sizes all the time.”
However, the tuner market now is radically
different compared to what it once was, he
says. Honda Civics are not the vehicle of choice
anymore. There are less extreme sizes: “At one
point we had a 32-inch tire (315/30R32) as the
ultimate plus-size on a Hummer, but that size
is no longer active.”
And vehicle manu-
facturers have caught
up to the market. For
example, the 2002
Toyota Camry SE came
with size P215/60R16
t ires. On the 2012
model, the standard size
is P225/45R18.
“The auto manufac-
turers have taken some
of the steam out of the
tuner market with bigger
wheels. But I think plus-
sizing is always going to
be here.”
One question, many answers
“Is plus-sizing dead?”
That is the question we
posed to a number of
automotive industry
professionals.
Matt Edmonds, vice
president of The Tire
Rack: “It’s kind of in a
transition. Some sensi-
bility has come back to
the market. They are not going from 18s to 26s.
“From our aspect, they are going Plus-One or
Plus-Two at the very most. There are still a lot
of 24-inch and 26-inch wheels out there, but
they are in the fringe market.
“I think there will always be a desire by (car
owners) to personalize their vehicles.”
Carl Mercincavage, retail wheel and acces-
sory director, Jack Williams Tire Co. Inc. in
Moosic, Pa.: “No. What I’ve experienced over
the last fi ve years is that the broad range of
plus-sizing has slowed down, but there are still
plenty of people doing Plus-Ones and Plus-Twos.
“I’ve been in the industry 35 years. The tuner
market is not what it once was, but it’s still there.
For people to personalize their vehicles and make
them unique, they will purchase a performance
upgrade, and that could be for a passenger car,
light truck or SUV. By ‘performance upgrade’ I
mean 15- inch to 16- or 17-inch, maybe with a
slightly wider or taller tire.”
Rick Brennan, vice president of marketing,
Kumho Tire U.S.A. Inc.: “The question is not
whether it is dead or not, but where is it?
“The plus-sizing craze of the ’90’s spurred
tremendous growth in the UHP market as import
tuner and large sport-utility vehicles began
adding jewelry with the likes of large diameter
wheels and ultra-low profi le tires. The number
of tires sold in the aftermarket was staggering,
with tires sales happening just because the drivers
wanted the look!
“This still happens today, but at a variety
of different levels. The ‘bling’ of the past has
changed dramatically with the gas price increases.
Large SUVs still exist, but spending big bucks
on changing the wheels and tires that came on
the vehicle for looks has dropped dramatically.
Much of what is sold today is at a much lower
price and in brand names like Sunny, Delinte,
Achilles and Durun. The sales of Toyo, Nitto,
Kumho, and Hankook and to some extent Falken
have dropped as the lower priced imports have
taken the sales.
“These vehicles also now come with 20 inches
fi tted as the original equipment size, so fewer
people are opting for 22 or 24 inches as the
difference is relatively small.
“As a result, the aftermarket growth has slowed,
and the sales refl ect replacement of tires that
were previously plus-sized and of newer original
equipment fi tments.”
Scott Sulsberger, regional sales manager,
southeast, Nexen Tire America Inc.: “Is plus-
sizing dead? A related question might be ‘Please
comment on how the tuner market has changed
in the last 10 years.’
“Plus-sizing is dying due to limited opportu-
nities resulting from the success of the tuner
market and how it has revolutionized the tire
industry. Ten years ago when 17-inch tires were
considered exotic, the tuner market provided the
catalyst for change that has led to the prolifera-
tion of UHP sizes coming on today’s vehicles
as OEM fi tments.
“When the tuner market began, only a few OE
sizes comprised a majority of fi tments of both
cars and trucks. These fi tments provided a very
‘stock’ look that was conservative and safe in
both appearance and performance.
“At least for our market, I’m not saying the days of the 20’s, 22’s and 24’s are behind us, but they are smaller in numbers,” says Carl Mercincavage of Jack Williams Tire Co. in Moosic, Pa.
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Plus-sizing trends
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“The early tuners took these boring applications
and created a dramatic change to the vehicles’
cosmetic appearance and driving performance.
They replaced OEM touring tires with
‘ultimate high performance tires.’ The
dramatic change of a Plus-Four fi tment
completely changes the appearance
of the vehicle. The desire for these
cosmetic upgrades to vehicles led to
a boom in the tuner industry.
“As time has passed and the market
has evolved, the OEM automobile
industry has found ways to capi-
talize on the consumer’s desire for the
‘tuner’ look by providing these sizes as
OEM fi tments or as upgrade options.
Consider the rapidly expanding
number of OE sizes provided today
when compared to 10 years ago. Also
consider the evolution of wheel diam-
eters and lowered aspect ratios that
was inspired by the tuner market.
“The Ford Flex Limited, which is not
even the highest trim level available,
comes standard with a 19-inch tire.
“The plus-sizing market simply
doesn’t have much room to grow.
The majority of the plus-sizing applications in
today’s market are using older vehicles. When
these vehicles are gone and are replaced by the
newest vehicles in the market which come stan-
dard with tuner applications, the need to plus-
size will be greatly diminished. The remaining
plus-size market will be limited to only the most
exotic wheel diameters, such as 20 inches and
greater.”
Travis Roffl er, director of marketing, Conti-
nental Tire the Americas LLC: “The plus-sizing
market is weakened but defi nitely not dead!
Plus-sizing is not a ‘need’ purchase, but a ‘want’
purchase that requires discretionary income. As
with most discretionary spending, the health of
the economy has a signifi cant impact.
“The U.S. has always had a strong car culture
that emphasized customizing vehicles to be
unique, with tires and wheels as one of the main
focal points.
“Because of this car culture, custom wheels
and tires, including plus-sizing, has been and will
continue to have signifi cant market demand. We
believe that as the economy recovers, the plus-
sizing market (will) become stronger.”
Kevin Keefe, vice president of marketing,
Hennessy Industries Inc.: “I wouldn’t say that
plus-sizing is dead, but we have certainly noted a
drastic reduction in plus-sizing to over 20 inches.
‘When (older, tuner-type)
vehicles are gone and are replaced by the newest vehicles in the market which come standard
with tuner applications, the need to plus-size will be greatly diminished.’
Scott Sulsberger,
Nexen Tire America
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Plus-sizing trends
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That said, we’re seeing a lot more plus-sizing
and high performance/ultra-high performance
fi tments in the 16-inch to 20-inch range. What’s
unique about that for a tire service equipment
manufacturer is that when
plus-sizing was booming in
the over 20-inch category,
we all had to develop new
models — or upgrades to
existing models — to deal
with the increase in wheel
diameter and the challenges
of servicing low profile
applications.
“However, 16- inch to
20-inch applications fall right
in the sweet spot of our high-
volume workhorse models
in terms of diameter. The
challenge over the last few
years has, therefore, been to
continually upgrade our main-
stay models to handle even
the toughest HP/UHP appli-
cations... more/better assist
devices, ‘leverless’ mount/
demount systems, etc. And
any tech will tell you that
a low profile 16-inch or
18-inch tire is much tougher
to mount/demount than a
20-inch-plus tire of the same
aspect ratio: less distance
around the wheel to allow
the bead to relax, use all the
necessary assist devices, etc.
“So, in our view, although
tire dealers are dealing with less of the really
big stuff, plus-sizing has never been more chal-
lenging from a service perspective.”
Its death is greatly exaggerated“Plus-Sizing isn’t dead!” says Henry Kopacz, PR
and product marketing specialist for Hankook
Tire America Corp. “I just bought a plus-sized
set of wheels and tires for my new VW Jetta
Sportwagen TDi. The wheels that came on the
Jetta were 16 inches (205/55R16). I plus-sized
to a 17-inch wheel (225/45R17). I will use the
stock 16-inch wheels during the winter with a
set of winter tires because they have a narrower
footprint.
“For aesthetic reasons, I think the 17-inch
looks better on the car with the shorter sidewall.
The ride is a bit more fi rm, and that’s a trade-
off. But as an enthusiast, it doesn’t bother me.
I actually like it.”
Plus-sizing may be occurring more at the OE
level, but some tire manufacturers still believe
there is room for extreme tire and wheel pack-
ages in the aftermarket.
Sentaida Group Co. Ltd. began manufacturing
32-inch passenger tires at its Qingdao Sentury
Tire Co. Ltd. plant in China earlier this year. The
company will produce the Delinte D8 and a
private brand version in size 305/25R32 108W XL.
Last year, the company was building 28-inch
tires. According to Maxwell Wee, director of
sales for Sentaida’s Miami, Fla.-based subsid-
iary, Sentaida International Inc., the company
also is making 30-inch tires under the Delinte
brand name.
Maybe even extreme plus-sizing is alive and
well.
“As we start to come out of tough economic
times, before they buy new cars, owners may
say, ‘put new tires and wheels on my old car’
instead,” says Tire Rack’s Edmonds. “That may
be a fl ag that the economy is improving.” ■
Pluses and minusesThe effects of increasing
tire and wheel sizeAccording to the Discount Tire Direct web-site, two things happen to the tire to in-crease performance when moving into plus sizes. “First, the tire becomes wider due to an increase in section width. This provides a larger footprint and more contact with the driving surface.“Second, the aspect ratio is lower, result-
ing in a shorter sidewall. The combination of these changes offers better lateral stability and increased steering response.”However, AKH Co. Inc., which does busi-
ness as Discount Tire Centers (no relation to Discount Tire Direct) in Southern California, warns on its website that the plus-sizing of aftermarket tires and wheels on a vehicle can compromise factory components.“Such components
include, but are not specifi c to, suspen-sion, brakes, steer-ing, and tire pressure monitoring systems. Furthermore, such ad-ditions to a vehicle can also affect accelera-tion, performance and braking distances.”AKH and Discount Tire
Centers say they “assume no responsibility for any consequential damages due to the altering of a custom-er’s vehicle.”
Decline in popularityOE trends, rising gas prices
reduce plus sizes
The following illustrates the change in
volume of some of the key “plus” sizes
from the past by comparing 2005 Rubber
Manufacturers Association domestic
replacement tire data to 2011 RMA data:
Size 2005 units 2011 units % decrease
205/40R17 514,046 95,562 81.4%
215/35R18 133,398 34,740 73.9%
225/35R20 41,108 35,705 13.1%
265/35R22 175,728 85,959 51.1%
305/40R22 262,000 149,014 43.1%
305/45R22 154,084 83,255 45.9%
305/35R24 70,905 17,438 75.4%
305/30R26 6,805 4,801 29.4%
The combination of larger original
equipment tires and rising gas prices
has led to a drop in plus sizes in the
aftermarket, says Rick Brennan, vice
president of marketing for Kumho Tire
U.S.A. Inc.
“The unit volume of RMA members has
fallen, but the volume of imported, less
expensive tires has risen due to price.”
A 32-inch tire like the new Delinte D8 will have an affect on both the look and ride of a vehicle being modifi ed.
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Plus-sizing trends
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Chrysler 2009 Challenger (and Charger)
The tire pressure monitoring system
(TPMS) in Chrysler Group LLC’s 2009
Challenger and Charger monitors air
pressure in the four road tires (the spare is
excluded).
The Base TPMS consists of tire pressure moni-
toring sensors attached to each road wheel
through the valve stem mounting hole, a central
receiver module Wireless Ignition Node (WIN),
and an indicator lamp. After a sensor has been
replaced, the WIN automatically learns and stores
the sensor IDs while driving continuously above
15 mph for 10 minutes. The learning sequence
will initiate when the vehicle has been stopped
for more than 20 minutes.
To remove and old sensor, follow these steps.
NOTE: Wheels and tires are match-mounted
at the factory. Before
demounting a tire from
its wheel, a reference
mark should be placed
on the tire at the valve
stem location to ensure
that it is remounted in
the original position on
the wheel.
1. Remove tire and wheel assembly from vehicle.
2. Demount the tire from the wheel following
tire changer manufacturer’s instructions. Pay
special attention to the following to avoid
damaging the pressure sensor.
3. When breaking the tire bead loose from the
wheel rim, avoid using the bead breaker in
the area of the sensor (see Figure 2). When
preparing to demount the tire from the wheel,
carefully insert the mounting/demounting tool
280 degrees +/- 10 degrees from the valve
stem, and then proceed to demount the tire
from the wheel. Use this process on both the
upper and lower tire beads.
4. Using a thin-walled socket, remove the special
nut retaining the sensor to the wheel. While
removing the nut, hold pressure against the
rear of the metal valve stem to keep the valve
stem from pushing rearward, which could
damage the antenna strap.
5. Remove the sensor. To install a new sensor,
follow these steps. NOTE: Before reinstalling
an existing tire pressure sensor, replace the
seal and metal washer at the base of the valve
stem to ensure proper sealing (see Figure 1).
6. Wipe the area clean around the sensor and
valve stem mounting hole in the wheel. Make
sure the surface of the wheel is not damaged.
7. Insert the sensor through the wheel as shown
(Figure 2) keeping pressure against the rear of
the metal valve stem. The potted side of the
sensor is to be positioned toward the wheel.
Install the sensor nut (with pressed-in washer)
by hand. Using a thin-walled socket, install
the sensor nut. While holding the sensor in
position, tighten the sensor nut to 71 in.-lbs.
(8 N.m). CAUTION: Overtorquing the sensor
nut by as little as 106 in.-lbs. (12 N.m) may
result in sensor separation from the valve
stem; the sensor may still function, but the
condition should be corrected immediately.
8. Mount the tire on the wheel following the tire
changer manufacturer’s instructions, paying
special attention to the following to avoid
damaging the tire pressure sensor.
9. Rotating wheel tire changers: Once the wheel
is mounted to the changer, position the sensor
valve stem approximately 280 degrees from
the head of the changer in a clockwise direc-
tion before rotating the wheel (also in a clock-
wise direction) to mount the tire. Use this
procedure on both the upper and lower tire
beads (see Figure 3).
Figure 2
Figure 1
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Performance TPMS
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10. Rotating tool tire changers: Position the
wheel on the changer so that the sensor
valve stem is approximately 210 degrees
from the head of the changer in a clockwise
direction from the mounting end of the
tool (see Figure 4). Make sure the sensor
is clear of the lower bead breaker. Rotate
the tool in a counterclockwise direction to
mount the tire. Use this procedure on both
the upper and lower tire beads.
11. Adjust air pressure to specifi cation. Make
sure an original style valve stem cap is
securely installed to keep moisture out
of the sensor. Install the wheel and tire
assembly.
12. Drive the vehicle for a minimum of fi ve
minutes while maintaining a continuous
speed above 15 mph. During this time, the
system will learn the new sensor ID code
and will clear any DTCs automatically. If a
sensor cannot be trained, see the appropriate
manufacturer service information. NOTE: If
a tire pressure sensor has been replaced,
the tire pressure sensors must be retrained.
Now it is time to reset/retrain the new sensor.
When diagnosing a tire pressure issue, fi rst check
the TPMS indicator lamp in the instrument cluster
with the ignition key ON. From the OFF posi-
tion, turn the key to ON and check the TPMS
indicator lamp to observe one of the following:
If after 10 seconds the indicator lamp is illu-
minating continuously, proceed to Low Pres-
sure below.
If after 10 seconds the indicator lamp fl ashes
on/off for 75 seconds, then remains on solid,
there is a system fault detected. See the appro-
priate manufacturer service information.
Low pressure: If warning indicators are on
continuously due to low pressure in one or
more tires, adjust tire infl ation to specifi cation.
The light will remain on until tire pressure is
properly set. After adjusting the air pressure in
a tire on the vehicle, the vehicle needs to be
driven for approximately two minutes above 15
mph for the message or indicator lamp to go out.
Retraining: If a tire pressure sensor has been
replaced, the tire pressure sensors must be retrained.
After the vehicle has remained stationary for 20
minutes, drive it for a minimum of 20 minutes while
maintaining a continuous speed above 15 mph.
During this time, the system will learn the new
sensor ID code and will clear any DTCs automati-
cally. If a sensor cannot be trained, see appropriate
manufacturer service information. ■
Information for this column comes from Mitchell 1’s ”Tire Pressure Monitoring Systems Guide” for domestic and import vehicles through 2010. For more information, visit the company’s website at www.mitchell1.com.
Figure 3
Figure 4
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Performance TPMS
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By Bob Bissler
There has always been a segment of the
tire buying public that has upgraded to
performance tires and wheels. But now
the OEMs have gotten in on the performance
act, and many consumers need performance
tires to replace the ones that came as original
equipment.
As this market segment expands, tire dealers
need to be able to identify who these consumers
are, and what their special needs are. They also
need to be aware of how swings in the economy
and evolving technology affect this sector.
Modern Tire Dealer recently spoke with Hank
Feldman, president of Performance Plus Tire &
Automotive, Long Beach, Calif. His single-store
operation specializes in servicing vintage and
hot rod vehicles, and is a full-service tire store
with 10 service bays and 35 employees.
Feldman says he sells about 5,000 units a
month between the retail store and his website.
He has kept up with an evolving market by being
a dealer who refuses to be left behind.
MTD: How has the Internet affected perfor-
mance tire and wheel sales?
Feldman: What the Internet has done to the
performance tire business is really educate the
consumer more. It’s become much more price-
sensitive because now people just walk into
your store with a price from the Internet and
they say, “Can you match it? Can you beat it?”
They’ve done their homework in terms of what
they want.
How we differentiate ourselves is by having
a huge inventory and having our people
well-trained.
It can be dangerous answering questions for
consumers if you don’t know the answers. Tire
Performance Plus Tire & AutomotiveBy leveraging the Web and embracing training, Hank Feldman has turned one store into THE place to go for performance tires and wheels. Oh, and he stocks a LOT of them
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Performance sales & marketing
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salesmen have to be a lot more educated than
they were fi ve or six years ago.
I’ve found that the Web has been a phenom-
enal draw for local service. We have 50,000 SKUs
at our location. We’re drawing from outside of
our eight- to 10-mile core business area that we
would draw from for our performance product
because of our price and availability.
Before the Web was the tool that it is today,
we’d probably never get that business. For
someone like us, a single-store operator, we
couldn’t afford to do the advertising that would
get to that consumer. I think the Web is going to
continue to be a valuable tool in local searches
and national searches.
MTD: What is a major current trend you see
in the market?
Feldman: There are more performance tires
at the OE level, and that’s been a trend in the
last several years. The current performance tire
market is strong. With all the plus sizing that’s
gone on with the OEs, the sizes have proliferated
up and it’s broadened the performance market.
Unless they are a mega-economy type model,
virtually all the new cars in the next couple of
years are going into 19-, 20- and 21-inch appli-
cations. We’re starting to see glimpses of it with
European vehicles and also out of Korea. The
sizes at the OE level are proliferating up.
One good thing for the tire dealer is that the
SKUs are growing, so it’s harder for the Costcos
of the world to be in the business and have the
inventory on the shelf. It’s probably harder for a
lot of the smaller dealers who are more service-
oriented to be in the business.
The one caveat to that is the tire manufac-
turers have available data reports that will tell us
what the top SKUs are in our market area based
on car registrations. I’ve gotten those reports
and it’s amazing how accurate they are. Some
manufacturers will tell us if it’s a Tier 1, Tier 2
or Tier 3 type of buyer, based on the age of the
vehicle. In our market, we’re still seeing a lot of
235/75/15s, meaning that there are lots of Ford
Explorers and Chevy S10s out there.
MTD: What consumer demographic poses the
biggest challenge to selling performance tires
and wheels?
Feldman: Selling to kids is the challenge.
We’re competing with iPhones and iPads. My
son has friends who are 18 and 19 years old and
they’re just getting their driver’s licenses. They
don’t care that they don’t have performance
tires and wheels.
That’s a big challenge for the custom wheel
business because to many young consumers,
cars just aren’t that important. I don’t think it
has anything to do with gas prices.
For the kids who are into cars, we see a lot
of fi rst-time buyers, this time of year in partic-
ular. They’re getting their income tax returns so
they’re buying custom wheels and tires.
At the other end we’ve got the baby boomers
who have disposable income, and they are
passionate about cars and they’re doing the
same thing. The economy has eliminated a lot of
the other types of buyers that we had pre-2008
when soccer moms were coming in here and
they had to be like every other soccer mom.
MTD: What strategies can tire dealers employ
to increase sales?
Feldman: We attend 40-plus car shows a year
across the country and get great exposure at all
those events, which are focused primarily on
the vintage and collector car market. We print
and distribute a catalog, and we’re able to shake
hands and really talk to a lot of people.
We have a robust website and we direct them
to it (www.performanceplustire.com). We also
bring them in to our store based on just being
out there in front of car people. Maybe besides
a collector car they have a performance car, or
their friends do. Whenever you do these events,
you’re in front of a real audience that’s defi ned.
MTD: What’s the market like for performance
tires and wheels packaged together?
Feldman: I think that’s the biggest market
because you’re able to get the plus application
and you’re able to sell the wheels. You’re trans-
forming the customer to make an emotional
decision about fashion as well as performance,
whereas if you’re just replacing tires there may
not be the opportunity to sell them a performance
tire other than what the car has rolled in with.
MTD: Do you see many cash-strapped
consumers buying only two performance tires
versus four?
Part of Performance Plus Tire & Automotive’s customer base consists of baby boomers who have disposable income, and they are passionate about cars such as the classic Mustang.
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Performance sales & marketing
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Feldman: On the replacement side, some-
times we do. Some of these people are
getting sticker shock coming in to buy a pair
of tires on what was maybe a mid-priced
vehicle that has a performance application.
It just comes down to economics.
For example, the Mercedes-Benz S Class
often will wear out the rear tires two-to-
one versus the front tires. It wouldn’t make
sense to replace them if you don’t need to
replace them.
MTD: How has the economic crisis
affected the performance wheel market?
Feldman: Since the economic meltdown
in the last couple of years, the volume of
most of the wheel business has funneled
back to the bigger wheel guys who stock
the product and are really in the wheel
business.
Before the recession, all the Firestone
stores and Goodyear stores were selling
wheels. Everyone was. When the economy
slowed down, the market shrunk dramati-
cally and the more passionate buyers really
gravitated toward the dealers who have the
best inventory and the best selection. We’re
one of those guys.
MTD: Where is the performance tire/
wheel market heading?
Feldman: It’s going to continue to grow
based on what’s coming down the pipeline
from the OEMs. They are outfi tting more
and more new vehicles with performance
tires. They’re using them for better handling,
and the suspensions are more highly tuned
and they require a more sophisticated tire.
I think we’re going to continue to see
larger diameters, which are going to be
more performance-oriented.
That trend goes for wheels, too. We’re
already seeing it change. We’re selling very,
very few smaller-diameter wheels anymore.
MTD: Do you have any other advice for
tire dealers?
Feldman: They need to be educated. We
require our staff to regularly go online to
the education programs on our vendors’
websites. They have to take several tests
per month so that they’re up-to-speed on
what’s out there in the marketplace.
When the consumer comes in, our staff
members are able to help them make the
right decision based on that education.
That is opposed to just trying to sell what
they’ve got on the shelf, which can come
off as unprofessional or dishonest. ■
The Web has been a large draw for local
service at Performance Plus Tire & Automotive. The company’s website
brings new customers in from outside of its 10-
mile core business area.
Quik-Link: 800-687-1557 ext. 1511322
Performance sales & marketing
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Quik-Link: 800-687-1557 ext. 15114
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Performance tires need performance balancingEquipment advancements prevent ride complaints
By Kevin Rohlwing
Earlier this year, I completed my 30th year
in the tire industry. When I fi rst started
working for my dad, customers had lim-
ited choices when purchasing replacement tires,
and “performance balancing” was much simpler.
They could choose between bias or radial con-
struction and thin whitewalls or wide whitewalls
on certain sizes. Alpha-numeric sizing was in the
fi nal process of being phased out of the market,
so we had to remember the P-metric conversion
when installing new tires on older cars. If a
car came in with ER78-14 tires, then we would
install a set of P195/75R14s. The P-metrics were
a little smaller in diameter with a wider section
width (a trend that really hasn’t stopped), but
most drivers never noticed the difference so they
weren’t considered performance tires.
At that time, the concept of aluminum alloy
wheels was reserved for few car enthusiasts
because chrome was still king and the majority
of OE vehicles at the time were equipped with
steel wheels and wheel covers. Sports cars were
really the only ones equipped with actual perfor-
mance tires from the factory, so when we talked
about a performance package back in the day,
we were probably looking at someone in the
market for custom tires and wheels. I can still
remember when a friend of mine bought a set
of 50’s on chrome dish wheels from us for his
1971 Chevelle. With the raised white letters
and the wide treads, that vehicle was all about
performance in his mind. Of course, nothing
else on the car had changed. The engine, trans-
mission and suspension were all stock, but the
tires and wheels made it a completely different
car to drive.
Fast-forward three decades after my fi rst years
in the business and it seems like a century has
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Performance balancing
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elapsed. After the new vehicle manufacturers
started recognizing the superior handling and
cool factor that performance tires and wheels
added to a vehicle, the race was on. While 50-
and 60-series aspect ratios and 16- and 17-inch
rim diameters were once reserved for a small
segment of sports cars on the OE scene, they
became common on compacts and sedans. And
while it was once something special to see a
20-inch tire and wheel package on a sport utility
vehicle, the whole Donk culture changed every-
thing with 24-inch rims on full size sedans. In
2001, the P235/75R15 was the most popular
replacement tire and original equipment tire. Less
than a decade later, the P225/60R16 is the most
popular replacement tire and the P215/60R16
is the most popular OE tire. What’s even more
amazing is that the P275/55R20 has become a
top 10 OE size. And the P235/75R15? It’s fourth
on the replacement list and falling fast and
completely out of the OE top fi ve altogether.
The growth in high-performance (HP) and
ultra-high-performance (UHP) is even more
pronounced. In 2001, the total HP and UHP
tire market was 25 million units, or 13% of total
production. A decade later, the HP share alone
was 32 million and the UHP was 29.7 million,
which represents approximately 27% of domestic
tire production. If this trend continues and it ends
up doubling again in 10 years, more than half
of the domestic tire market will be HP and UHP.
I have a lot of theories on what’s driving the
industry toward performance tires, but the one
that I believe has the most merit is based on new
government regulations. When Federal Motor
Vehicle Safety Standard (FMVSS) 139 came
into effect a few years ago, the tire compa-
nies were forced to build a more durable
and robust product. And with the creation
of FMVSS 126 that includes the new elec-
tronic stability control (ESC) requirement,
all vehicles under 10,000 pounds GVWR
must, “use automatic computer-controlled
braking of individual wheels to assist
the driver in maintaining control in crit-
ical driving situations” starting with the
2012 model year. These two requirements
together are changing the way that vehi-
cles, and tires, are being engineered.
In order to fulfill the government
requirements and improve the level of
handling, the new car companies will
continue to use more HP and UHP tires.
The smooth ride that used to come from
the cushiony 75- and 80- series tires is
now dependent on much shorter and
stiffer sidewalls. Since it has been made
possible by replacing the coil springs
and shocks with independent suspen-
sion and sophisticated electronics, even
the slightest amount of imbalance may be
felt by the driver in the steering wheel or
seat. Adding to the problem is a tire pres-
sure monitoring system (TPMS) sensor
that can weigh between 1 to 1.5 ounces.
In an age where a balanced assembly is
more critical than ever for customer satis-
faction, it’s amazing that so little attention
is paid to doing it correctly.
Customers who spend the money to
purchase a set of HP or UHP replace-
ment tires deserve to expect more than
the average tire buyer. They have resisted
the temptation to step down to an S- or T-rated
alternative and save a few dollars because safety,
performance and handling are key factors in their
decision. Tire retailers across the nation depend
on these educated consumers because they
understand the importance of following main-
tenance recommendations. You won’t fi nd them
Determining the proper pin position is easy with a gauge like this. After placing the measuring
pins in the holes, techni-cians can read the loca-
tion for the placement on the plate and then
check to make sure it is correct before using it
to secure the assembly to the balancer.
26
Performance balancing
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Quik-Link: 800-687-1557 ext. 15116
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standing at the counter and arguing about
what work should be performed. They trust
their service provider to do what is best for
their vehicle, which is the primary reason
why the independent tire dealer continues
to thrive in a big-box world.
So why do so many technicians continue
to take the easy way out and slap a quick
static balance on a performance tire and
wheel assembly? You might as well dust off
the old bubble balancer because a static
balance on a computer balancer is basically
the same thing. Static imbalance refers to
the amount of “hop” in a rotating assembly,
and placing a single weight on the inboard
rim fl ange opposite the “heavy” spot will
account for the difference. With the virtual
elimination of the outboard rim fl ange on
most alloy wheels, this is by far the easiest
way to balance a performance tire on a
typical OE wheel. It’s fast, easy, and requires
very little training or effort, which probably
explains why it is so popular. But is it really
the best thing for the tire or the driver in
a performance vehicle world?
A performance balancePerformance balance begins with the
mounting process. All of the bead seating
When it is used cor-rectly, the pin plate aligns exactly with
the bolt pattern and improves the chances of centering the assembly
on the rotating shaft. Once the hub nut is
tightened, there is also little chance of slippage
that can occur when the standard plastic cup
and back cone method is used.
Quik-Link: 800-687-1557 ext. 15117
Performance balancing
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Quik-Link: 800-687-1557 ext. 15118
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surfaces of the rim must be cleaned
and lubricated with a non-petroleum
rubber lubricant. After lubricating the
beads and mounting the tires, any red
or yellow sidewall stamps should be
aligned with the valve stem sensor. Then
the tires should be fully infl ated to the
maximum infl ation pressure molded
on the sidewall and defl ated to allow
the beads to relax. Studies have shown
that this practice improves concentric
bead seating and reduces the amount
of run-out. While the maximum allow-
able amount of variation between the
rim fl ange edge and the molded rib on
the lower sidewall is 2/32 of an inch,
technicians should re-seat every tire that
shows any variation in that distance.
Finally, the tires must be infl ated to the
pressure indicated on the vehicle placard
before making any attempt to balance.
The next step is to secure the
assembly to the balancer and center it
on the rotating shaft. If technicians want
to take the high-tech bubble balance
approach, the standard back cone with
a front cup is simple and quick. But it
is also less precise and more prone to
misalignment than pin plate installa-
tion. And while pin plate sets are not
cheap, the pay-off in the long run is a
much happier customer base with fewer
vibration complaints. Measuring devices
make it a lot easier to determine the
pin positions, and by combining the
proper positions with the correct size
back cone, technicians can consistently
center every assembly on the machine.
Beware the hidden trapHow to prevent residual static imbalance
Even with a two-plane dynamic balance, there is a hidden trap that most technicians aren’t aware of, which is residual static imbalance, i.e., static imbalance that is left over even after a successful dynamic balance that yields “0.00” on the balancer. According to Kevin Keefe, vice president of marketing for Hennessy Industries Inc., here’s how it happens.“Most everyone’s balancer will not indicate that 1/4 ounce of dynamic
corrective weight is required in either plane unless the imbalance measure-ment is actually 0.25 ounce through 0.38 ounce. That means up to 0.24 ounce of residual dynamic imbalance can be left in either or both planes while still achieving a successful ‘0.00’ dynamic balance.“So, let’s take the worst scenario, where there is 0.24 ounce of residual
dynamic imbalance in both planes (remember, balancer says all zeros, tech is happy, believes he’s doing outstanding work). If he’s lucky, the locations of those residual imbalances are exactly 180 degrees away from each other, and the resultant residual static imbalance is zero. The odds of this hap-pening are one in 360.“Now, let’s consider the opposite scenario, where the locations of those
residual static imbalances are exactly the same radially. The resultant re-sidual static imbalance is 0.48 ounce. That’s a half ounce of imbalance the operator can’t see (remember, balancer says all’s well!) that will surely bring most passenger car vehicles back with a vibration complaint. Again, one in 360 odds, but there are still a lot of unacceptable scenarios between 0 and 0.5 ounce of residual static imbalance.”
Keefe offers two remedies for residual static imbalance.
1. The long way: “After every spin, put the balancer in fi ne mode, look at the magnitude and locations of the dynamic residuals, and if necessary put the balancer into static mode and re-spin, placing an additional corrective adhesive weight in the center plane of the wheel to correct for the excess static imbalance without negatively impacting the dynamic balance.”2. The shorter way: “Using our equipment as an example, the Coats 1250
Series or ProRide wheel balancers have a unique balancing algorithm that calculates the corrective dynamic weight amounts and placements in order to automatically minimize residual static. In most cases, it’s below 0.20 ounce, well below what even the pickiest of customers could feel. And, as a quality check and to keep it top-of-mind, we actually display both dynamic and residual static data. Balance it dynamically on any of these balancers, and it’s absolutely going to be balanced statically as well.”
Quik-Link: 800-687-1557 ext. 15119
Performance balancing
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Quik-Link: 800-687-1557 ext. 15120
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Some balancers also include the functionality to
determine if the tire and wheel are centered on
the shaft. Technicians can follow a few simple
steps to verify that the assembly is centered on
these machines. If that function is not available,
activate the balancer and then take note of the
locations for the weights. Loosen the hub nut and
then re-spin the tire. If the amounts and locations
of the weights have changed signifi cantly, the
assembly may not have been centered.
In order to bring most assemblies into complete
balance, weight must be added to both rim fl anges.
Besides the “hop” associated with static imbal-
ance, there is also some degree of “wobble” to the
rotating assembly. Dynamic balance uses weights
on the inside and outside of the rim to offset both
forces, making it far superior to static balance.
Tape weightsBecause the trend toward alloy wheels without
an outer rim fl ange is no longer a trend — it is
now a common trait on OE fi tments with perfor-
mance tires — the installation of tape weights is
necessary and unavoidable. Modern balancers are
already set up to make it much easier than the
guessing game of decades ago. Technicians just
select the wheel weight positions that they want
to use and then follow the regular procedures for
selecting the size and position of both weights.
One of the biggest challenges of using tape
weights has been getting them to stick to the rim
surface. A little brake cleaner spray on a shop towel
does a good job of removing most contaminants
without leaving a residue or damaging the surface.
Modern computer balancers include the functionality to determine the positions of the weights for different types of assemblies.
This machine is set up for a dynamic balance with a tape weight on the out-side and a standard clip-on weight for the inner fl ange. Since the balancer was set up correctly and the assembly was centered, the appropriate weights were installed at top dead center where indicated and it zeroed out.
Quik-Link: 800-687-1557 ext. 1512132
Performance balancing
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Quik-Link: 800-687-1557 ext. 15122
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Applying brake cleaner directly
to the surface can damage the
finish on the outside of rim
as a result of the overspray. It
may take some time to clean
the area for the tape weight,
but a performance balance is all
about the details, so accuracy is
the most important factor, and
that requires a tape weight on
most wheels. And while the inside rim fl ange on
most wheels will still accommodate a standard
clip-on weight, technicians must still select the
correct weight for the fl ange contour and make
sure that a coated weight is used so the fi nish
is not damaged.
Modern balancer technologyFor tire service providers who want to distin-
guish themselves from the competition by
offering extreme performance, modern balancer
technology can measure and correct a lot more
than static and dynamic balance. These machines
can measure the run-out and balance of the tire
and wheel so they can be match mounted on
the wheel and on the vehicle. And for those
who want to factor in any road force when
measuring and correcting imbalance, there is
a balancer that includes a hydraulic wheel that
simulates a loaded assembly. In the hands of
a well-trained technician, advanced features
on today’s computer balancers can drastically
reduce the amount of weight that is necessary
by matching the heavy and/or high spots of the
tire with the light and/or low spots of the rim
while taking run-out into account.
Balancing has come a long way since the
bubble balancer. Tires have come even farther.
And the vehicles that we service today are far
more sophisticated and have more computer
power than the lunar landing modules that pre-
dated my fi rst years in the business. Since the
government is mandating a safer vehicle with
safer tires, there will probably be an increased
emphasis on performance, especially when it
comes to handling.
I purchased a new compact car in 2010 and
recently replaced the V-rated 17-inch perfor-
mance tires without balancing them at all because
I “didn’t have time.” But I did the performance
bead seating of fully infl ating and then defl ating
before properly infl ating them because I fi gured it
would help. On a road trip to Chicago, I noticed
some vibrations at highway speeds. So I decided
to performance balance my tires and take a few
pictures for this story. It took a little work, but I
was able to get rid of the vibration and now the
ride is smooth at every speed. If I had done it
right the fi rst time, I could have saved myself the
extra time and effort. The total cost was about
two hours and after complaining to manage-
ment about the inconvenience, I’ve decided to
deduct two hours of NFL draft coverage from
my personal time and do something productive
around the house instead.
I hope your customers are as understanding
when shortcuts and general laziness result in
preventable ride complaints. ■
A little brake cleaner on a shop towel did a great job of cleaning the inner rim surface so the tape weight could be attached.
Technicians with the proper training on this balancer can perform
a centering check and match-mount the tire and wheel so there is
minimal lateral and radial run-out to the
assembly.
Quik-Link: 800-687-1557 ext. 1512334
Performance balancing
MTD_24-34.indd 34 4/6/12 10:04 AM
35
Performance Showcase
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1515036
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15151 37
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1515238
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15153 39
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1515440
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15155 41
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1515642
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15157 43
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1515844
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15159 45
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1516046
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15161 47
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Performance Showcase
Quik-Link: 800-687-1557 ext.1516248
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15163 49
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1516450
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15165 51
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1516652
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15167 53
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1516854
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15169 55
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Performance Showcase
Quik-Link: 800-687-1557 ext. 1517056
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Performance Showcase
Quik-Link: 800-687-1557 ext. 15171
Quik-Link: 800-687-1557 ext. 15172 57
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1-800EveryRim.com—OEM Wheels9935 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 Trading15354 Park RowHouston, TX 77084(281) 600-TIRE (8473)FAX: (281) 600-8475Chris Brackin, v.p. of sls.Products: PCR, UHP, LTR, MTR, OTR, industrial and farm tires.www.american-omni.com
Atturo Tire Corp.PO Box 302Lake Villa, IL 60046(888) 642-5999 or (847) 348-3455FAX: (847) 589-8446Products: ultra-high performance tires for SUVs, crossovers and sport trucks.www.atturo.com
Blackburn’s Hubcap & WheelSolutions8190 Roll and Hold ParkwayMacedonia, OH 44056(800) 981-8321Todd Deranek, dir. of sls. and mktg.Products: original equipment new, used and refi nished alloy, steel and chrome wheels, wheel covers, center caps and TPMS sensors for import or domestic vehicles from current production year to antique and clas-sic models. www.blackburnswheelfi nder.com
Continental Tire the Americas LLC1830 MacMillan Park Dr. Fort Mill, SC 29707(800) 847-3349Fax: (704) 587-6555Jochen Etzel, CEOProducts: ultra-high performance, passenger, light truck, medium/heavy truck, commercial, motorcycle, bicycle and specialty tires.www.continentaltire.com
Continental/VDO6755 Snowdrift Rd.Allentown, PA 18106AnnaMaria Blose, mgr., mktg. communications, Division Interior/Business Unit Commercial Vehicles & Aftermarket(610) 289-0488FAX: (610) 289-1766 Products: HVAC blower and fan systems, fuel systems, engine actua-tors, tire pressure monitoring sys-tems, sensors, screen and headlight washer systemswww.continental-corporation.comwww.ate-na.comwww.vdo.com/usa
Cooper Tire & Rubber Co. 701 Lima Ave. Findlay, OH 45840(800) 847-3777FAX: (800) 759-5789Products: passenger, performance, light truck, sport utility, motorcycle, racing and commercial truck tires. www.coopertire.com
Falken Tire Corp.13649 Valley Blvd.Fontana, CA 92335(800) 723-2553FAX: (909) 466-1169Products: A vast product line ranging from ultra-high performance Azenis FK453, the aggressive WildPeak A/T, Azenis PT722, RT615K, Sincera SN211, Ziex ZE912 and S/TZ04. Product fi tments range from passen-ger cars, light trucks and SUVS.www.falkentire.com
General TireContinental Tire the Americas LLC1830 MacMillan Park Dr.Fort Mill, SC 29707(800) 847-3349Fax: (704) 587-6555Jochen Etzel, CEOProducts: ultra-high performance, passenger, 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) 488-4737FAX: (909) 476-4028Tom McNamara, v.p. of sales— consumer and commercialProducts: ultra-high performance, high performance, touring, passen-ger, light truck/SUV, and medium truck tires.www.gtradial-us.com
Hennessy Industries, Inc.1601 J.P. Hennessy Dr.LaVergne, TN 37086(800) 688-6359 or (615)641-7533FAX: (615) 641-6069Mike Wilcox, v.p. of sls.; Kevin Keefe, v.p. of mktg.Products: tire changers, wheel balancers, brake lathes and wheel weights.www.ammcoats.comwww.steelwheelweights.com
For information on these compa-nies and many more, check out www.moderntiredealer.com.
Compare and research compa-nies online that offer:
• Shop and tire service equip-ment and various services
• Products from antifreeze through wiper blades
• And tires from ag to SUV!
62
Performance Directory
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The Hercules Tire & Rubber Co.16380 East US Route 224, Suite 200, Findlay, OH 45840(800) 677-3573 or (419) 425-6400FAX: (419) 425-6404Products: passenger, UHP, light truck, SUV, CUV, medium truck, trailer, off-the-road, industrial and specialty tireswww.herculestire.com
Hunter Engineering Co.11250 Hunter Dr.Bridgeton, MO 63044(800) 448-6848 or (314) 731-3020FAX: (314) 731-1776Chris Davisson, customer service mgr. Products: wheel alignment systems, alignment lifts, wheel balancers, tire changers, brake lathes and inspec-tion lane equipment.www.hunter.com
Kenda USA7095 Americana Pkwy.Reynoldsburg, OH 43068(614) 866-9803FAX: (614) 866-9805Bob Phoenix, v.p. sls.; Jan Colann, sls. assist. (614) 729-7872Products: ag/farm, light truck, motorcycle, passenger and specialty tires, tire tubes, tire exporter/importer.www.kendatire.com
Kumho Tire U.S.A. Inc.10299 6th St.Rancho Cucamonga, CA 91730(909) 428-3999 or (800) 445-8646FAX: (909) 428-3994Rick Brennan, v.p. mktg.Products: high performance, light truck, medium/heavy truck, pas-senger, performance, racing, RV and specialty tires.www.kumhotireusa.com
Maxxis International—U.S.A.545 Old Peachtree Rd.Suwanee, GA 30024(800) 4-MAXXIS or (770) 962-9947FAX: (770) 962-7705James 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 LLC3875 California Rd.Orchard Park, NY 14127(800) 669-6887 or (716) 662-8980FAX: (716) 662-8985Durham McCauley, CEO; Peter McCauley, pres.; John Mondo, v.p. sls. & mktg.; Kevin Halt, sls. mgr.; Chris Smith, sls. mgr.Products: wheel accessories includ-ing wheel locks, lug nuts, lug bolts, spare tire locks. Vehicle security products including wheel immobilizer, tailgate locks, navigation locks and license plate locks.www.mcgard.com
Nexen Tire USA21073 Pathfi nder Rd., Suite 100Diamond Bar, CA 91765(800) 576-3936FAX: (909) 923-3991John Aben, senior v.p. of sls. & mktg.Products: ultra-high performance, high performance, light truck/SUV and passenger tires.www.nexentireusa.com
Pirelli Tire North America100 Pirelli Dr.Rome, GA 30161-3538(800) PIRELLI FAX: (706) 368-5888Products: ultra-high performance, high performance, touring, run-fl at, UHP LT/SUV, LT/SUV, winter, motorsports, moto and original equipment tires.www.us.pirelli.com
Sentaida International Inc.16000 NW 59th Ave., Suite 4 & 5Miami Lakes, FL 33014(305) 621-5101Maxwell Wee, dir. of sls.Products: ultra-high performance, ultra-high performance SUV, CUV, PCR, LTR and TBR tires.www.sentaida-international.com
TBC Wholesale4300 TBC WayPalm Beach Gardens, FL 33418(866) 822-4968Richard Purol, v.p.Products: performance passengerand medium truck tireswww.sumitomotire.com
Need some more copies of our 2012 Performance Handbook?
It’s easy! Just call Pam Zsely at (330) 899-2200, email her at [email protected], or FAX a request to (330) 899-2209.
Performance Directory
63
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Tire Centers, LLC (TCi)310 Inglesby Pkwy.Duncan, SC 29334(877) 564-5562Products: passenger, light truck and high performance tires. (Brands: Mi-chelin, BFGoodrich, Uniroyal, Trivant, Maxxis, Riken, Hankook, Pirelli and Greenball.) www.tirecenters.com
Tire Rack Wholesale7101 Vorden Pkwy.South Bend, IN 46628-8422(800) 445-0179 or (574) 287-2316 FAX: (574) 236-7700Wayne Leuthold, wholesale mgr.Products: brake products; high performance, light truck, passenger and racing tires; suspension com-ponents, wheels and accessories, wiper blades.www.tirerackwholesale.com
Toyo Tire U.S.A. Corp.5665 Plaza Dr., Suite 300Cypress, CA 90630(800) 442-8696FAX: (714) 229-6184John Hagan, sr. dir. of sls. oper. Products: ultra-high performance, high performance, passenger, competition, light truck/SUV, crossover, medium truck and OTR tires.www.toyotires.com
Vredestein Tyres North America Inc.13 Bridge St.Metuchen, NJ 08840(732) 549-2440 or (800) 221-3422FAX: (732) 549-2450Al Smoke, sls. mgr.; Rene Wolters, sls. mgr.Products: ag/farm, high perfor-mance, lawn and garden, industrial and passenger tires.www.vredestein.com
Wheel Consultants Inc.2537-D Pacifi c Coast Hwy., #330Torrance, CA 90505(310) 357-7293FAX: (310) 427-7199Joe Findeis, pres.Products: The Ultimate Wheel & Tire Plus Sizing Guide. Contains fi tments for cars, trucks, SUVs and cross-overs. Current and vintage vehicle fi tment applications. Specifi cations and data for original equipment and plus sizes. Available in print and digital formats.www.plussizingguide.com
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3515 Massillon Road, Suite 350Uniontown, Ohio 44685(330) 899-2200, fax (330) 899-2209 Website 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
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
Photo courtesy of Pirelli
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Quik-Link: 800-687-1557 ext. 15124
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Quik-Link: 800-687-1557 ext. 15125
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