The subject of training has been written about so frequently that I hesitate to use the word in a title. However, the truck tire, wheel technology and servicing requirements are changing, and new training will absolutely be required to avoid delays, expense and even potential safety issues. Several imminent trends are emerging to create this need.
Tire pressure monitoring systems (TPMS) are expected on more commercial trucks and trailers over the next several years. Regardless of a mandated federal regulation, the current belief is that cost savings will more than justify their initial expense. Early indications are that TPMS will reduce on-highway tire failures, reduce needed—but expensive—manual inflation checks, conserve casings for retreading and result in some improved fuel economy. The only remaining question is which TPMS technologies will dominate, based on reliability, cost, and adaptability to individual fleet needs. Implementation will likely involve tire- or wheel-mounted sensors, transmitters, receivers and the “black box” or display module. Proper installation, diagnostics, programming and reprogramming as new tires/wheels are installed or rotated will require skills beyond those practiced by most tire technicians today. If your fleet responsibilities include different vehicle types and/or TPMS systems from several manufacturers, new training needs will multiply.
Another trend is the use of additives (both powder and liquid forms) placed inside the tire’s inflation chamber to provide performance enhancements that may be new or historically addressed by other methods. Several factors are driving this. First, lead is already banned in most of Europe and perhaps soon in North America. Maine already prohibits the sale of new trucks with lead tire weights. Substitute materials, such as tin or zinc, are less dense, resulting in clip-on or tape-on weights that are physically larger, unsightly and more prone to loss. Also, the increased market penetration of aluminum wheels has highlighted the less reliable retention of clamp-on flange weights and issues of galvanic corrosion at the lead weight/aluminum flange interface. However, some additives provide damping in addition to their autobalance function, resulting in a ride improvement beyond the capabilities of traditional balance.
Second, a new generation of eco-friendly, non-corrosive tire sealants is gaining acceptance in many on-/off-highway vocations such as waste hauling and construction. These, along with self-sealing tire liners being developed by some tire manufacturers, are likely to move into the high-speed over-the-road market, beginning with trailer tires, followed by drives and steers. Generally, most of these additives are not compatible with one another and some may require special valves or cleaning of the tire liner. Proper handling of these additives, especially when mounting, dismounting, repairing and retreading tires, is essential to assuring trouble-free performance, long casing life and assurance of the reduced running costs for which they were originally purchased.
Lug nut initial torque setting methods (as well as torque retention over time and mileage) have been topics raised by some fleets. Any changes in wheel fastening systems or wheel end components should trigger a review of in-servicing and scheduled maintenance checks and procedures. If not addressed properly, wheel torque issues can develop into safety concerns. These are examples, but not an exhaustive list of items, that will benefit from increased or improved training.
The Tire & Wheel Study Group of the Technology and Maintenance Council (TMC) is tapping the expertise of industry professionals to draft Recommended Practices (RPs) to address many of these new products and practices. Fleets are encouraged to provide “real world” input during the drafting stages. Timely advice on these new tire/wheel developments should be available from tire and other product manufacturers’ field engineers, members of the TMC Tire & Wheel Study Group and the Tire Industry Association (TIA), www.tireindustry.org. Training is always timely, but for tire/wheel servicing technicians, in the near-term it will be critical.