Broken Cord on Michelin Tire

[David Brady]

Thanks Hisham,

That's great information. We're still working our way back home;
currently in Las Vegas. Gonna
be 95deg F today, better get the sweaters. Glad you had a great trip and
hope to meet up one
of these days.

Best,
David, Suzana, and Danny
'02 LXi, NV

Hisham Amaral wrote:
> David
>
> I found this link to be very good at answering some of the question I
> had about truck tires. I would like to share it with the group. Please
> discard if it is an information overload.
> Hope that your trip to the West Coast was good and enjoyable, our was
> the best ever. We will meet at one of the riles some day soon.
>
> http://www.goodyear .com/truck/ pdf/radialretser v/Retread_ All_V.pdf
> <http://www.goodyear.com/truck/pdf/radial..._All_V.pdf>
>
> Hisham & Sue Amaral
> 97 WLWB 43
> W. Bloomfield, MI
>
> --- On *Tue, 9/9/08, David Brady //* wrote:
>
> From: David Brady
> Subject: Re: [WanderlodgeForum] Re: Broken Cord on Michelin Tire
> To: WanderlodgeForum@ yahoogroups. com
> Date: Tuesday, September 9, 2008, 1:39 PM
>
> Thanks Neil, that helps a great deal. Glad to see you here
> on this list. Just a couple of questions:
>
> 1) can I measure "deflection" ?
> 2) does "deflection" change as the tire rotates at speed?
> 3) sounds like the sole purpose of tire pressure is to maintain
> the correct deflection?
> 4) if I were able to dynamically adjust runtime tire pressures,
> would optimum tire life/performance be achieved by maintaining
> the correct deflection under all ambient operating conditions?
>
> Thanks,
> David Brady
> '02 LXi, LV
>
> Neil & Pat wrote:
> >
> > * Hi Pete, David, Greg, Randy and all else who have been following
> > this thread. * You called for a tire engineer to make input into this
> > subject; well I have been doing that for 36 years now and also happen
> > to own and operate a Wanderlodge (PT-36 ) for the past 12 years and
> > have written extensively on the subject of RV safety in my book on the
> > subject as well as respond to many of the tire questions posed on this
> > and other forums. Perhaps I can help.
> >
> > The original question was re: a broken belt (actually shifted) on a
> > Michelin tire with the thought was this a problem on the Michelin
> > tires and would it be subject to warranty. At 27k miles the tire
> > problem in question is almost certainly the result of a “road hazard”
> > either a rock, shoulder drop off, hitting a curb or possibly even
> > improper usage of “chocks” for leveling or other purposes. Had it been
>
> > a manufacturing problem it would have shown up much before that time.
> > You did receive proper advice in that this is not a warrantable
> > condition by the manufacturer but often dealers do provide “road
> > hazard” protection as a service to their customers.
> >
> > This is one of the major differences between truck tires and those
> > used on automobiles; in order to carry heavy loads much higher
> > pressures are used and the tire is normally operated at a lower
> > deflection rating. On trucks the deflection of the sidewall when
> > normally inflated is on average 8% by design when it is properly
> > inflated for the load carried, in contrast on an automobile tire the
> > deflection is approximately 12%, thus, yielding a smoother ride and a
> > tire less susceptible to impact loads as mentioned above. For your
> > interest aviation tires actually operate at 32% deflection to carry
> > the immense loads involved but do so with a duty cycle limited to a
> > few seconds. The “hoop strength” of the belt package” is under
> immense
> > tension from the inflation of the tire becoming more and more rigid
> > and unyielding as pressure goes up making the tire much more critical
> > to this type of abuse. So for our RVs we have a quandary, RVs are the
> > only vehicles on the road, which operate at 100% of the capability
> > 100% of the time making their safe operation somewhat precarious. We
> > must carry the correct (high) amount of air pressure to carry the load
> > (at the correct deflection rate) but should not exceed that pressure
> > or operate below the required amount. Higher pressure than required
> > will yield decreased steering power, braking power, higher impact type
> > damage as well as decrease life; too low a pressure will result in
> > over deflection, hotter running temperatures (possibly destructive) ,
> > poor handling, greatly reduced life and the potential for catastrophic
> > premature failure. Take your pick, but none of these options are very
> > appealing to me.
> >
> > The above realities of life is the reason why the tire manufacturers,
> > the RVSEF and myself all repeatedly attend and lecture at rallies and
> > anywhere RVers gather to spread the word that RVs are different and
> > incur considerably more operator responsibilities from the
> > owner/operators. It is absolutely essential that you have your RV
> > weighed properly wheel by wheel to assure that none are overloaded and
> > then and only then determine the correct pressure for your specific RV
> > under the conditions you operate it. Plain and simple there is no
> > other way.
> >
> > Always happy to be of assistance:
> >
> > */ Neil LeKander /*
> >
> > */ Author, The Rver’s Ultimate Survial Guide /*
> >
> > */ http://www.rvsafetyinfo. com /*
> >
> > less likely to crush to the wheel rim, possibly protecting the tire
> > from pinching damage, but the high pressure would also place the tire
> > under tension pressure ... so???
> >
> > Any tire engineers out there?
> >
> > Pete Masterson
> >
> >
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