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Load Range C The chalk test is unreliable. It assumes that the contact patch will be optimal when the pressure is proper - and that is not always true. Consider: That footprint is going to result in a lower pressure - one that risks a load related tire failure.

Just so everyone understands, according to Tire Guides, a publication that lists the tire size and inflation pressure for vehicles sold in the US, SOME 2015 Chevy Silverado's came from the factory with LT265/70R17's with a specified pressure of 45 psi. This is consistent with everything the OP...

I've actually been to this facility, but it was back about 1988 and it was called something else that I can't remember and it was definitely not owned by either Discount Tire or Smithers. I was there because Ford was conducting tire testing at the facility - and if I remember correctly it was a...

I'm going to guess the truck is a 2015 Chevy Silverado 1500 with LT265/70R17's.. If that's the case, then you should be very careful using a lower inflation pressure. 45 psi is fairly low for an LT tire - and. Yes! That's for a fully loaded vehicle. The way to tell if lowering the pressure...

Most tire wear occurs in the cornering mode. Driving straight ahead is practically free. So if you do a lot of cornering, like city driving, then your tires are going to wear faster than if you do - say - country driving. I've seen the same tires range from less than 10K to over 100K and the...

So here's an image straight off the US Tire Manufacturers Association Manual on Passenger Car Tire repair. Here's a link to the manual: USTMA: Passenger Car Tire Repair Procedure Nothing about a 1/2" from the shoulder, just this diagram.

Just so everyone understands: OE tires - the ones that come on a new vehicle from the factory - are unique to themselves - even if the name is the same. That's because the car manufacturer writes the specs and the tire manufacturer designs to those specs. And the specs are not only different...

Ah .... Mmmmm..... Not exactly. Officially, the yellow line is as far out as tire manufacturers recommend. Why? As you point out the belt edges are important because that's where the highest stress in the tire is. But NEAR the edge is also highly stressed and the penetrating object is...

I used to be that guy - and I'll tell you that the more technically deep you get into the organization, the more specialized - and depending on what you want to know, it might not be known in the deeper levels. So is this about the Weather Ready2 and the its suitability for San Fran? I'd say...

Long Version: Barry's Tire Tech: Drifts and Pulls Short Version: There is a tire property called conicity (root word Cone), where each tire has a sideways force generated while rolling. The force is not consistent from tire to tire and certain combinations will cause a pull - sometimes a big...

Wikipedia: Ideal Gas Law: Many gases such as nitrogen, oxygen, hydrogen, noble gases, some heavier gases like carbon dioxide and mixtures such as air, can be treated as ideal gases within reasonable tolerances [2] over a considerable parameter range around standard temperature and pressure...

No, it's not!! ALL gases - including nitrogen and air - behave the same in the range of temperatures and pressures commonly encountered by humans. The principle is called the Ideal Gas Law: PV = nRT.

No, this is not a failure. It's a combination of alignment wear and a narrow belt package. Had the wear been even, then the effect would have been small. Had the belt package been wider, then there would only be alignment wear. Why did Hankook make the belt package narrow? Well, cost comes...

The problem here is belt-leaving-belt separation. If that happens at high speed, very bad things could result! But if you don't go faster than 35 mph, then you'll get a warning.

That's alignment wear - just a very extreme case. Ya' see, the belts stiffen the tread area and reduce the wear rate, Except beyond the edges of the belt. There the wear rate is much faster, but normally the tire gets removed before that wear rate difference becomes apparent.

First, you should expect to take 2 hits in the MPG department: 1) Worn tires get better MPG's than new tires. 2) OE tires get the best MPG's but those aren't available. Unfortunately, it's probably a few years away that rolling resistance data will be available on tires. Your best bet is...

Well, your buddy was wrong. Bubble balancers only balance in one plane. High speed balancers balance in 2 planes. We called that "Static" and "Dynamic" balancing.

I'll bet it's an adaptor for a hubless rim. Measure the diameter at the bend near the rubber as best you can. I'll bet it's 16"

Curious. One of the things that jumped out at me in Jonathan's video was an early comment about the snow braking being quite good on his approach to the test area on the reverse mounts. The data shows that, too! But the data doesn't show the same thing for wet braking. I wonder what's going...

Do the tires have directional arrows? If not, then I'll bet it doesn't matter what the tread pattern is as the contact patch is long and thin - unlike a car with wide tires.