TO THE OPERATORYour off-the-road tires are expensive, valuable pieces ofequipment, the end result of many years of experienceand experimentation by the rubber industry, and theproduct of careful manufacturing practices.

No one will question the rugged strength and the abilityof these specialized tires to absorb punishment andabuse, but there is a limit of endurance as many anoff-the-road operator's scrap pile will eloquently testify.

This book is dedicated to the worthy cause of lowerton-mile tire costs, better and more continuous machineperformance, and more profitable operation. It is offeredin a sincere effort to be of service to off-the-road opera­tors and with an assurance of positive results if its sug­gestions are seriously considered and its fundamentalsof tire maintenance observed.

GOOD/yEAII

INDEXSECTION I - Maintenance and Operations

Construction Features of Off-The-Road Tires 4Basic Factors in Tire Maintenance 5

Loads and Load Distributions 6Inflations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8Burned Beads 12Haul Roads 14Matching of Duals 15Operations 16Repairing 17Recapping 19Handling and Storage of Tubeless Tires & Rims 19

SECTION II - Procedures for Changing Tires and TubesTire Changing Equipment and Tools 22Safety Instructions 24Rim Part Number Locations 28Demounting Procedures

Demounting Instructions for Grader Rims ···LDemounting 25"-49" Diameter Rims ,Demounting 51" and Larger HOT Rims 3Demounting Tube-Type Off- The-Road Tires 35Demounting 15° Drop Center Tires 35Vertical Demounting Tires on a Machine 36Vertical Demounting Tires from Small Size EM Rims 38

Mounting ProceduresMounting Instructions for Grader Rims 39Mounting Bias Off-The-Road Tires on EM Rims 41Mounting Radial Off-The-Road Tires on EM Rims 43Mounting Tube-Type Off-The-Highway Tires 45Mounting 15° Drop Center Tires 45Mounting Tires on a Machine 46

Heavy Duty Driver Application 47

SECTION III - Replacement Tires and TechnicalInformation

Selection of New Tires 48Ton-Mile-Per-Hour 49Ton-Kilometer-Per-Hour 50Work Capability Factor 51Ballasted Tires 54Shredded Wire Undertread Tires 58EM Tire Types - Bias

Hard Rock Rib (HRR-1A) E-1 60EM Sure Grip (SGL-2A) E-2 60EM All Weather (EAW-7A) E-7 60Hard Rock Lug (HRL-3A) E-3 60Hard Rock Lug 8 (HRL-3B) E-3 60Semi-Highway 5 Rib (SHY-7A) E-7 60Hard Rock Lug XT8 (HRL-4B) E-4 61HRL-4E E-4 61Rib Sand (SRB-7A) E-7 61All Weather Sand (SAW-7A) E-7 61SPL Sand & Road Service (SRS-7A) E-7 61Rib Grader (RBG-1A) G-1 62Sure Grip Grader (SGG-2A) G-2 62Rock Grader (RKG-3A) G-3 LSGG-4B G-4 .AWT Grader (AWG-1A) G-2 .All-Service Grader (ASG-2A) G-2 62Smooth Grader (SMG-1A) G-2 62Hard Rock Lug-UMS (HRL-3A) E-3 63Hard Rock Lug XT-UMS (HRL-4A) E-4 63

2

Hard Rock Lug XT-2 (AMS-4/5A) E-4 63Sure Grip Loader (SGL-D/L-2A) L-2 63Sure Grip Loader (Low Profile) (SGL-D/L-2A)L-2 63Super Hard Rock Loader (HRL D/L-3A) L-3 63Sure Grip Lug (SGL-2A) E-2 64Sure Grip Lug D&L (SGL-D/L-2A) L-2 64Super Hard Rock Lug (HRL-3A) E-3 64Super Hard Rock Lug D&L (HRL-D/L-3A) L-3 64Super Hard Rock Lug 8 (HRL-38) E-3 64Super Hard Rock Lug 8 D&L (HRL-D/L-38) L-3 64Super Hard Rock Lug XT D&L (HRL-D/L-4A) L-4 64Smooth Xtra Tred D&L (SMO-D/L-4A) L-4S 65Smooth Super Xtra Tred D&L (SMO-D/L-5A) L-5 65Super Xtra Tred D&L (HRL-D/L-5A) L-5 65Super Xtra Dual Tred D&L (DRL-D/L-5A) L-5 65Nylosteel Xtra-Tred D&L (NRL-D/L-4A) L-4 65Nylosteel Super Xtra-Tred D&L (NRL-D/L-5A) L-5 65

EM Tire Types - RadialRL-2 E-2/L-2 66RL-2F E-2/L-2 66RL-3 E-3/L-3 66

~ RL-4 E-4 66

.'ECTION IV - Loads and InflationsLoads and Inflations for Goodyear EM Tires 67-107

3

SECTION IMaintenance and Operation

Construction features of Off- The-Road Tires

BIAS ANGLEFig. 1

Earthmover tires are produced in twobasic constructions as shown above.To reduce the chance of misunder­standing in later discussions, the fol­lowing brief outline is offered.

1. TreadAs the name implies, the tread is thatpart of the tire which contacts theground. It must provide traction, longwear, and cut resistance. Varioustread thicknesses and designs areproduced to match the speed andwear requirements of various tire ap­plications.2. CarcassThe carcass of a tire forms the air con­tainer. The greater the carcassstrength, the higher the air pressurethat can be used. As the air volumeand pressure determine the carryingcapacity of the tire, the stronger thecarcass, the more load the tire cancarry. Carcass strength is expressedin terms of "ply rating" or "symbolmarks". Neither term refers to theactual number of plies in the tire. Inthe bias angle tire the carcass is madeup of numerous bias angle plies offabric. In the Unisteel tire the carcassis one radial ply of steel wire.

3. BreakersThe breakers are located between thetread and carcass. They insure a unionbetween these parts and break up and

Fig.1Adistribute road shocks as a protecti<4for the carcass. In the Unisteel tir~the breakers also control the diameterof the tire and are the major strengthcomponent in the circumferentialdirection.4. BeadThe tire beads anchor the tire to therim and are the foundation of the tire.Bias angle tires have several beadbundles of high tensile steel wirearound which the plies are wrapped.The Unisteel bead consists of a singlebead bundle around which the singleradial ply is wrapped.5. SidewallsThe sidewalls are a protective cover­ing of flexible rubber compound onthe sides of the tire. They are designedto flex and bend without crackingwhen subjected to continuous flex­ing. The sidewalls also form aweather­proof, cut resistant, protective barrierfor the carcass to prevent loss of car­cass strength due to weathering anddamage.6. Inner LinerSince almost all earthmoving equip­ment now uses tubeless tires, the tiresare lined with a non-porous rUb~compound. This inner liner, wcombined with the rim and sealin"0" ring, contains the air in the tire.

4

BASIC FACTORS IN TIRE MAINTENANCE

Loads

The Tire and Rim Association, in itspublished tables recommends maxi­mum loads to be carried by each tirein different types of service. Use 30MPH table for Scrapers and Trucks;the 5 MPH (8 KPH) table for DozersandLoadersandthe Drive-Awaytablefor roading equipment.

Operatorssometimesknowingly over­~ad their tires, assuming that the

I":_tracapacity thusgained,timesaved,and reduction in numberof hauls,willmore than compensate for the ex­penseof increasedtire wearandshor­ter tire life.

It istrue that acertain margin of safetyis built into the tires, and no imme­diate failure is likely to occur from aslight overload. However when con­sideration is given to overall perfor­mance, and the eventual tire cost perton-mile is computed, it will be foundthat overloading does not pay.

This fact applies to the machine aswell as to tires. Whenone particularlyheavy load is hauled, the tires andmachine may show no apparent illeffects, but there is no justification forthe thought that no permanent dam­agewas done.

Theaccumulated effect of such treat­ment will be felt when the tires beginto break down before their time, withply and tread separation, circumfer­ential flex breaks in the cord body,and radial cracks in the sidewall.

"

Choose Tire to Fit Loads

Equipment manufacturers recognizethe limits of tires and the hazardscreated by overloading. The tires pro­vided as original equipment are de­signed to handle all loads in normaloperationof themachine.Whenreplac­ing tires, follow the sizeand ply ratingof original equipment, or refer to loadand inflation tables on Pages67-107of this book.Overloading ispoor econ­omy any way you look at it - yourequipment and your tires will lastlonger, give better serviceat lesscost,if you do not exceed recommendedmaximum loads and inflations.

When heavier loads must be hauled,adequateequipment and tires shouldbe provided to do the job.

Circumferential flex break due to over­loading.

Fig. 2

5

Tire and Rim Association

This organization is made up oftechnical representatives from allmanufacturers of tire and rimequipment. It has functioned fromthe very beginning of the automo­tive age for the purpose of indus­try standardization.

Its work has been of inestimablevalue in preventing a chaos ofsizes and types, and in makingpossible the wide interchangeabil­ity of rims, tubes, valves, etc., of allmakes. Every operator will appre­ciate the tremendous advantagewhich this has meant to him fromthe standpoint of replacement and

service.

Another of its functions, particu­larly pertinent to this discussion oftire maintenance and performance,is the establishment of load andinflation recommendations, whichare the basis for ti re recommenda­tions to equipment manufacturers.

References will be made through­out this book to load and inflationtables. These recommendationsare the result of the best engineer­ing principles, plus years of refine­ment by trial, on an industry-widebasis.

How to Calculate Loads andLoad Distribution

Fig. 3 Scales set and ready for use.

Th~ be~t method of determiningweights ISto actually weigh the loadedmachine, one axle at a time. Fig. 3.When it is impractical to weigh themachine, it is still possible to closelyapproximate individual tire loads. Forthis purpose, however, it is necessaryto take into consideration the fact thatin many types of carriers the load isnot equally distributed on two or moreaxles. In order to make this calcula­tion it is necessary to know the follow­ing factors:1. Empty weight per axle.2. Weight of payload (estimated, if

necessary).

3. Measurements shown in sketch.L

6

In This Illustration - Fig. 4.

A = Distance from front axle to cen­ter of payload in inches.

B = Distance from rear axle to centerof payload in inches.

C = Wheelbase in inches.Applying these factors, the payloadon each axle may be determined bythis formula:

~ X payload = Payload on rear axle.C

~ X payload = Payload on front axle.,~Example:Scalemeasuredemptyweight on frontaxle - 10,000Lbs.Scalemeasuredempty weight on rearaxle - 8,000 Lbs.Weight of payload - 36,000Lbs.A - Distance from front axle to cen­

ter of payload = 108"B - Distance from rear axle to cen-

ter of payload = 132"C - Wheelbase = 240"Applying the formula to determinethe loaded weight on each axle wehave-

~ X payload = 108X 36,000Lbs.C 240

= .45 X 36,000 = 16,200Lbs. payload on rearaxle.

Plus empty weight on rear axle -8,000Equals total weight on rear axle- 24,200Ibs.In a similar manner we can computethe loaded weight on the front axle-

~ X payload = 132X 36,000Lbs.E 240= .55 X 36,000 = 19,800Lbs. payload on frontaxle.

•~----------c------~----~Fig. 4

Plus empty weight on front axle -10,000Ibs.

Equals total load on front axle -29,800Ibs.From this example it is apparent thatthe proportion of the payload carriedby an axle can be expressed in termsof percentageof thewheelbase.Thus,in the example, the distance from thecenter of payload to the front axle is45%of the wheelbase,and 45%of thepayload is on the rear axle. Conver­sely the distance from the center ofpayload to the rear axle is 55%of thewheelbase and 55%of the payload iscarried on the front axle.It mayalso beseenthat once payloaddistribution has been determined forany piece of equipment, it is notnecessary to again make the calcula­tion for normally distributed loads.Thus in our example where a 45/55ratio has been determined, it can beassumedthat any normal load will bedistributed betweenthe front and rearaxles in this sameproportion.

Load Distribution onother types of Carriers:With slight modifications, the sameformula may be applied to determineload distribution on all types ofwheeled machines. In a semi-trailertractor combination the wheelbaseofthe trailer is the distance from thepivot point to the rear axle. To deter­mine the weight distribution on thetractor, the pivot point becomes thecenter of payload and the payload onthe pivot point is the total payload onthe tractor.

7

Inflation

Fundamentally, inflation pressuresareestablished to fit the load and speed.Each tire is designed and built topermit a definite percentage of de­flection (flattening) in a particulartype of service. When off-the-roadoperation is limited to low speed,loads may safely be increased. But ifhigh speeds are involved, the loadsmust be decreased to stay within therange of safety and economy. Sometemporary deviations from recom­mended loads or inflations may beaccepted as part of the service that agood tire can withstand, provided therecommended loads and inflationsare accepted and maintained asnormal.

OverinflatlonWith or without overload, overinfla­tion results in high cord stress whichreduces resistance to blowouts fromimpacts, Figs. 5 & 6, and increases thedanger of rock cutting.

This break resulted from a severeblow when overinflated. Fig. 5

UnderinflationTires run when underinflated, withrespect to load and speed, are subjectto an increased percentage of deflec­tion and excessive flexing. Operationunder these conditions results in un­even or spotty tread wear, sidewallradial cracks, ply separation, andloose or broken cords inside the tire.Fig. 7.When tires are operated in soft soil orsand, such as typical cut and fill roadconstruction, or levee building, thrinflations are appreciably lower tha~those recommended for pavement orhard gravel surfaces. See tables onPages 65-105.The reason for this is that the tiremakes an impression in the soft sur­face which cradles the tire, prevent­ing extreme deflection. Better flota­tion and traction, lower rolling resis­tance, less cutting and impact breaksare indirect, but important benefitsderived from this lower inflation.

Blowouts such as this occurIy when tires are overinflated. Fig.

8

Loose or bro­ken cords re­sult from se­vere under­inflation orrunning flat.

Fig. 7

Don't Bleed Tire to Correct Build-upof Air PressureContinuous operation of equipmentbuilds up heat in a tire. The hot air in

tire or tube expands as a result ofincrease in temperature. Because

, e tire's carcass restricts this expan­sion, pressure increases. In normaloff-the-road operation this does notcausedeterioration in the ti re becausepressure becomes stabilized asa tem­perature balance is reached betweeninternal heating and external cooling.Reducing the air pressure or "bleed­ing" a tire will result in dangerousunderinflation when the equipmentstops operating at the end of the dayand the tire cools off. Even if operatedthrough the night, the cooler outsideair temperatures will permit the tire tocool, pressures will be reduced, andall of the damaging effects of underin­flation will result.In addition, "bleeding" aggravatesrather than cures the source of trou­ble. Reduced pressure causes in­creased flexing or bulging, createsmore heat, more pressure, and thevicious circle is begun again. Such acycle finally results in the tire break­down - in separation and blowout,radial cracks Fig. 8 - or in ruined tirefabric. Proper attention to inflation,loads, and speeds, especially in ex-

~ely hot weather is the preventa­, for excessive temperatures and

pressures.Check and correct air pressures onlywhen tires areat normal temperatures.

Radialcracksindicate con­tinuedunder­inflation.

Fig. 8

When 24 hour operation does notpermit inflation checks on completelycooled tires, a correction factor caneasily be determined by experiment.Check asmany tires as possible when"cold" and again after at least twohours operation. The average differ­ence should be added to the recom­mended pressure when checking tiresduring constant operation. Bear inmind that this difference will decreaseas the tires stand and cool off.Inflalion Procedures for ProperMountingTUBE-TYPE TIRESAll Truck and Off-The-Road tube­type tires must first be inflated as fol­lows: Grader tires inflate to 50 PSI(3.50 Bar) ... less than 29 inch rimdiameter inflate to 75 PSI (5.25 Bar)... larger than 29 inch diameter inflateto 90 PSI (6.25 Bar). All of the abovetires must then be deflated completelyand finally reinflated to recommendedoperating inflation. This procedure isnecessary to insure two things: first,that the beads are seated properlyagainst the rim flanges and are incompression on the tapered beadseats; and second, that all bucklesand uneven stressesare removed fromthe flap and tube.TUBELESS TIRESInflation Pressuresfor Mounting Tube­less Off- The-Road TiresThe beads of an off-the-road tire mustbefully seated on the rim when the tireis mounted. Failure to seat the beadsproperly may cause bead durability

9

problems, and in the case of tubelesstires, it can allow air leakage underthe beads.

The only positive method to fully seatan off-the-road tire bead is with airpressure. The operation of the tire inservice will not fully seat an improperlymounted tire.

Here are the recommended steps tohelp insure proper seating of beadson off-the-road tires:

Bias, Bias Belted & Radial Tires1. Wire brush rim components to re­move all foreign material.2. Apply anti-corrosion solutionacross face of rim base, from gutter toback flange retainer.3. Bead Lubrication - Use only vege­table base lubricants approved forthis purpose. Lubrication should bemoderately but thoroughly appliedas follows:• Lubricate the tire beads from thebead toe to the "GG" groove.• Lubricate the tapered bead seatson base & bead seat band.• Lubricate a-Ring.

Lubricate Areas Indicated

4. Bead Seating Pressures - Inflatetires as outlined -a. Bias & Bias Belted Tires

1. Grader & Sand Tires - 50 PSI2. Less than 29" rim diameter -

75 PSI3. 29" Rim diameter & larger -

90 PSI•Do not exceed 75 PSI in 16PRor lesstires.

b. Radial Tires25" rim diameter & larger- 90PSI

Note: All service personnel must befamiliar with the applicable govern­ment safety standard regarding ser­vicing of multipiece rim assembliesand comply with the safe practice pro­cedures contained therein.5. PressureAdjustments-OnTube­less Tires - Deflate to proper oper­ating pressure as recommended after30 minutes.On Tubetype Tires - Deflate com­pletely and then re-inflate at properoperating pressure as recommended.Note: Reference Service Load & In­flation Tables for Recommended In­flation Pressure.CAUTION: Never start to inflate a.l..tire unless the bead seat band hasbeen pried out over the lock ring. Besure the lock ring is always securelyin place.Nitrogen InflationNitrogen inflation has been gaining inpopularity as a method of preventingtire auto-ignition caused by the over­heating of the tire from an externalsource. Some external causes of over­heating would be avehicle fire, exces­sive use of brakes, dragging brakes,or welding on the rim. The resultantexplosion caused by tire auto-ignitionismuch more violent than that causedby a tire blowout.In addition to the fact that nitrogen isan inert gas and will not support com­bustion, it also offers the advantagesof improved pressure retention, re­duced tire aging due to oxidation ofthe tire carcass, and minimizes rimrust.Goodyear is in a position to providenitrogen inflation service.

10

FIVE PIECE RIM ASSEMBL V(5 DEGREE)

MOUNTINGMAINTENANCE NOMENCLATURE

CLEAN* ---------;-,~,------(INSPECT) ~

LOCKRING

CLEAN*AND LUBRICATE*~~ BEADSEATBANDTIRE SEAT (INSPECT) .~

LUBRICATE**·=-------C(INSPECT) _

'1EAN*----------- C"""-=""""=~_ FLANGE(GUTTERSIDE)(INSPECT) ~ ~

~,------RUBBER O-RING

CLEAN* ------- ~,----FLANGE (BACKSIDE)(INSPECT) =GIVE SPECIAL

ATTENTIONTO~~_=~~y'~~~~~~~~~~~~==LOCK RINGGROOVE

CLEAN"!EiNSPECTFOR FRACTURESAND REPAINT

RIMBASE

*WIRE BRUSH OR SAND BLAST TO "CORROSIONAND RUSTFREE" BARE METAL.**USE WATER SOLUBLE LUBRICANT ONLY.

***NOT IN ALL EARTHMOVERRIMS.

11

Burned Beads

Burned Beads can create a very dan­gerous condition in that it can cause asudden blowout of the tire ... evenup to an hour or more after the equip­ment has been parked.Burned Beads are a direct result ofsevere heat created by excessive ap­plication of brakes, or from draggingbrakeswhich havefailed to completelyrelease.Excessive braking action can result intemperatures as high as 5000 F(2600 C) which are transmittedthrough the brake drum - throughthe rim - directly to the inside tirebead, and again, the result is "BurnedBeads".It is generally felt that temperatures inexcess of 2500 F (1200C) are detri­mental to proper bead durability.The mechanism of failure which oc­curs when tires with Burned Beadseventually fail can take several forms.In the majority of the cases, there is areduction in the compressive fit be­tween the tire bead and the rim. Thiswill cause a leak which results in areduction in air pressure. If this doesnot produce a flat, it will increase thetire temperature. This, in turn, canproduce a heat separation and even­tual blowout. Since the bead may behotter than the tire shoulder, the resul­tant blowout will likely be in the beadtie-in.Another possible form of failure isseparation due to air wicking throughthe carcass. In other words, air is ableto enter the carcass in the bead areadue to the heat damage in the baseofthe bead. This causes an internal air

pressure buildup within the carcassleading to a separation failure.One other failure possibility is a blow­out at the bead that occurs an hour orso after a machine is shut down.When the machine is parked, the cool­ing effect of the circulating air due totire rotation is stopped. This means ahot brake can transmit heat veryrapidly to the rim base. This in turnwill cause a quick buildup in air pres­sure and an increase in tire beadtemperature. This mayeventually pr~Q­duce a blowout at the bead.The potential energy of the containeair in an earthmover tire has the ex­plosive capability of dynamite whenreleased suddenly. Since burnedbeads can lead to a sudden air loss,extreme-caution must be exercised.When a Burned Bead is suspected,the machine should immediately beparked in a safe outside area remotefrom all personnel. DO NOT STANDNEAR A TIRE AND RIM ASSEMBLYWITH A HOT BRAKE. After the breakhas cooled, the tire can be deflatedand demounted.

12

Fortunately, this Burned Bead condi­tion can be corrected and overcome.

Most of all of the modern earthmovingequipment today is equipped with"engine retarders" which will slowdown the machine without excessivebraking.

This is a responsibility of the contrac­tor, along with the machinery distrib­utor who is in a position to, and isquite willing to, provide proper opera­tor training and instructions in the useof the equipment to prevent excessivebraking and Burned Beads.

Wheel coolant is used on some rna­ines to transfer heat from the beadt area. Many customers are un­are of this design feature and do

Fig. 10Burned bead showing burnedand chafed toe

not check for correct wheel coolantlevel. If bead seat burning is encoun­tered on machines with this designfeature, it is a good indication that thewheel coolant has been lost and mustbe replenished.

Most of the time the Burned Beadsoccur when newequipment is receivedor when new drivers go on the job.After one or two tires have failed thecontractor should become consciousof the cause and see to it that it iscorrected.

This is particularly important from aSAFETYstandpoint ... all concernedmust be made aware of the potentialhazard involved.

Fig. 11 Ultimate failure resulting fromburned bead

13

Fig. 12 Fig. 13

Haul Roads

The term "haul roads" is meant tocover the hauling or operating sur­face. In strictly off-the-road oper­ations, the road may only be thetracks left by the preceding machineor a bulldozer.In any event, the surface over whichthe machine operates isavery impor­tant factor in the total life of the tires- as well as the vehicle.Unnecessarily steep grades, or sharpturns, will increase tire slippage andresult in fast abrasive wear.Imbedded or loose rocks (Figs. 12 &13) will increase the cutting andimpact break hazards and will de­crease the speed of operation whilemachine breakdowns and mainte­nance costs go up.

Improper drainage will cause mudand chuck holes that result in tirespinning, fast wear, cuts and fuellosses.

Theseare but a few of the causesandeffects of poor maintenance of haul­age surfaces. Its importance cannotbe over-emphasized here, as manyoperators haveproven to themselves.While the cost of equipment and laboris high for maintaining the best possi­blehauling surface,thecost of delays,tires, and equipment repairs is manytimes greater.

14

Matching of Duals

Mismatched tires on dual assembliescause unequal distribution of loadwhich makes the larger tire carry th~greater load, subjecting it to unduewear and punishment. Usually thesmaller tire scuffs and wears out fas­ter. To avoid this, tires of approxi­mately the same diameters of overallheight should be matched togetheron dual wheels.On dual wheels, there should not be a

ferential of more than ',4" in diame­on 8.25or smaller tires ... and not

ore than W' (13 mm) in diameter onsizes 9.00 to 16.00 ... %" (19 mm) indiameter for sizes 18.00 and larger.Circumferential measurement with asteel tape on tires mounted and in­flated provides the most accuratecheck. All 18.00 and larger tires,mounted as duals, should be within2.5" (60 mm) in inflated circum­ference.Apply the smaller tire to the insideposition.Tandem drive graders should havematched tires on all drive wheels.Failure to keep tires uniform in sizewill result in excessive slippage andfast wear of the odd sized equipment- also may cause axle breakage, dif­ficult steering, etc.Should it be necessary to check thematching of tires already mounted onmachines, the following method canbe used.As illustrated, Fig. 14 a right angledsquare made of two 1"x2" (25mm x 50mm) wood strips, serves to measurethe diameter differentials of duals. Inconstruction, this measuring or check-

unit should be squared up with arpenter's steel square and rigidlytened to maintain a true 90° angle.

If one tire is too small, it becomesapparent at once as the wood strip is

laid across the dual assembly. Thematching cord method, Fig. 15 isanother quick and convenient way ofchecking duals. This device can beeasily improvised using two rubberbands made of old tubes, two hooksmade from welding rod, and a lengthof Va" (3 mm) cord. By hooking onto awheel stud or valve, the cord quicklyindicates if inside wheel is smaller. Ifcord touches both wheels, the differ­ence in diameter can be determinedby slowly lifting the cord from theoutside tire until it is just touching theinside tire.

Fig. 14

Fig. 15

15

~ tiAFig. 16 This tire shows the result ofspinning. Tireshavebeenworn smoothin 500 hours by spinning on abrasivematerial.

Fig. 17Grease and oil are highly dam­aging to tires.

Fig. 18A machine obstruction takes abite out of this tire tread at eachrevolution.

ConscientiousOperationBy Drivers

Careful selection and training of driv­ers will reduce tire failures resultingfrom rock cuts, impact breaks fromavoidable road obstructions, and ex­cessive tread wear from spinning drivewheels. Fig. 16.Good drivers will allsee that mechanical irregularities ~corrected. Machine defects such asmisalignment, loose,or broken springs,grabbing brakes, all come under theheading of tire hazards.When additional power is needed forloading scrapers or to help trucks andtractor-trailers through very soft spots,drivers should usecareto besure bull­dozer blades do not gouge the tires.Oil, grease or gasoline left on tirescauses rapid deterioration. Fig. 17.Conscientious drivers will check forleaky grease fittings and see that theyare corrected to prevent tire damage.Rims and rim flanges for both tube­type and tubeless tires should bechecked regularly to be sure they arein good condition and fit correctly.Since the rim flange comes in directcontact with the bead, which in turnsupports the whole tire, flanges thatare bent, Fig. 20, chipped, broken, orthe wrong size, put a terrific strain onthe bead and lead to tire failure. Rust,oil, orgrease on rim assemblies causedeterioration of the rubber and pre­mature tire failure.

16

Operators should check carefully fordamage due to machine obstruc­ti'ons. Fig. 18. Spring clips, fenderbolts, etc., may be set at a satisfactorylocation when the machine is not inmotion but under unusual operating

conditions the body movement maycause these units to contact the tireand cause severe abrasion. Dry cakedmud, wedged rocks, Fig. 19, shouldalso be kept clear of tires to preventtire damage.

!~j,,,*~

f)

Fig. 19. A bent out rim gives inade­quate support and puts an excessiveload on the bead at that point.

Fig. 20. Failure to check duals andremove wedged rocks will damagetires.

Repairing

Tubeless tires can be repaired in thesameway as tube-type tires. Injurieswhich may lead to blowouts in tube­type tires are detected early in tube­less tires and can be repaired beforeextensive and costly damage results.Figs. 21 & 22.Even with the best of maintenancepractices, cuts will still be a source oftire trouble. The correct procedurefor handling and repairing tires shouldbe given careful attention. Close in-pection of all tires should bemadeathe time of inflation checks, and alltires having cuts that penetrate intothe cord body should be taken off forproper repair.

Failure to make regular inspectionsand repairswhen neededwill result infurther deterioration of the cord bodyand eventually a blowout.Small rocks and dirt will get into shal­low cuts in the tread and if neglectedwill gradually be pounded throughthe cord body.One simple method of forestallingthis action is to clean out the cut withan awl or similar tool to remove anystones or other matter which may belodged in thecut. Useasharp, narrow­bladed knife and cut away the rubberaround the cut to form acone-shapedcavity extending to the bottom of theinjury. Figs. 23 & 24.

17

The sides of the cavity should beslanted enough to prevent stones fromwedging into it. Tires with cuts treatedin this manner may be continued inservice without danger of furthergrowth of these injuries.

If a tire has at least one deep cut thatrequires a repair, then all smaller cutsmay be quickly and economically re­paired and vulcanized by the steamkettle method.

Large carcass breaks over 1/3 of thewidth of the tire cannot be economi-

cally repaired except for use in lightservice.

When the injury may be classed asrepairable, the anticipated remainingservice life of the tire must be calcu­lated in comparison with the cost ofthe repair work required. Tire repairrecords have shown that the older thetire, the less service is received fromrepairs.

It is apparent from the above thatmany factors must be considered insetting up your repairing policy.

Figs. 21 & 22. A repair of this cut at the right time would have prevented thisdamage.

Figs. 23 & 24. Skiving out this small cut reveals an imbedded stone which couldresult in serious tire damage.

18

Recapping

Tubeless tires can be recapped in thesame manner as tube-type tires.Recapped tubeless Earthmover tiresdo not require a tube when put backinto service if the tire beads and innerliner are in good condition.In some off-the-road operations re­capping pays real dividends.

A good tire maintenance program willcontribute to savings in tire costs andgreatly improve retreadability for fur-

~her savings.Jiigh speed and overloaded opera­tions and abnormally long service atlow inflations take too much life out of

the cord body to expect it to stand upunder the strain of more than onetread.

An exception, of course, is the case offast tread wear from steep grades andabrasive surfaces. Where, of neces­sity, these conditions exist, recappingis highly profitable.

Without shredded wire, severe cut­ting operations almost eliminate re­capping. With shredded wire, a re­capping program should be carriedout. Modern recappers can recapshredded wire tires and will replacethe shredded wire if necessary.

Handling and Storageof Tubeless Tires and Rims

To obtain all the advantages of tube­less tires, it is necessary to observeproper handling and storage pro­cedures.Unmounted tires should be storedand shipped in a vertical position.Horizontal storing may compress thebeads making initial inflation difficult.Do not lift ti res by beadswith hooks orforks. Sharp hooks or forks may tear,cut, or snag the tubeless tire beadsand result in leaks at these points.Foreign material or moisture should""'e removed from inside the tire.~ubeless rims perform an important

function as part of the assembly airseal. Proper care therefore must betaken not to distort or mutilate the rimparts.Never lift rim by the valve hole. Neverdrop, tumble, or roll rim parts.Babbit or lead hammers, not sledgehammers, should be used in assem­bling rims."0" ring seals should be carefullystored in a cool, dry place where theywill not be injured or damaged.Valves should be stored in a cool, dryand clean place.

19

Tire and Tube Storage

Tires and tubes are subject to ratherrapid deterioration under certain con­ditions, it is essential that they bestored with a view to preventing andlimiting such conditions. Storage timeshould be limited by using tires in thesame order they are received.Among the factors which cause andaccelerate deterioration in storage are- light, heat, air in motion, ozone,oils, dust and dirt, and water inside oftires.Thefollowing procedure is recom­mended for tire storage whether forprolonged periods or for a relativelyshort time.

New Tires1. Store indoors in a cool, dark, dryarea, free from drafts. If indoor stor­age is impractical, tires may be storedoutdoors, providing they are coveredwith tarpaulins or other opaque water­proof covering. It is absolutely essen­tial that water and moisture be keptfrom inside of tires. A good way toachieve this is to mount on wheels,inflate to 50% of operating pressure,then cover with tarpaulins.2. Store away from electrical devicessuch as motors, or switches, sincethey are an active source of ozone.3. Do not store tires in the same oradjoining rooms with gasoline andlubricants. The solids, fluids, or vaporsfrom them are readily absorbed byrubber and cause deterioration.4. Tubeless tires should not bestackedbut should be stored in avertical posi­tion, on the tread. Stacking will tendto deform the tire and force its beadstogether and produce strains in therubber which will accelerate weatherdamage. This may make initial infla­tion difficult. New tubeless tires arebanded to prevent bead deformity.

Do not remove bands prior to mount­ing.5. Carbon dioxide fire extinguishersshould be provided in tire storageareas.

Used Tires1. Clean and carefully inspect beforestoring. Make all necessary repairsbefore storing, especially if cord fabricis exposed, as moisture will be ab­sorbed very readily.2. Observe same storage conditions ~and cautions as for new tires. \..,..

Mounted Tires1. If necessary to store tires whilemounted on machine, block up sothat the weight does not rest on thetires, and release the air from the tire.Where machine cannot be blocked,checkair pressurefrequently andmain­tain proper inflation.2. Each tire should be protected by acover or wrapping of canvas orsimilarmaterial.3. Machines on tires should bemovedevery month or two so that the samesection of the tire is not always understrain from deflection.

4. Paint should not be used to pre­serve tires. If it appears that exposurewill be severe consult your tire supp­lier for additional recommendations.

Tubes1. New tubes should be left in originalpackage. Store in dry, cool, draft-freestorage area.

2. Used tubes should be removedIfrom the tire, completely deflated, """cleaned, folded and stored in thesame manner as new tubes.

20

SECTION II

Procedure for ChangingTires and Tubes

Changing Off-the-Road Tires

, Removal and replacement of off-the­road tires is adifficult job. The natureof the terrain overwhich they operate,andthegeographical location of manyoff-the-road operations, often causeconditions to be far from ideal, andproper equipment may be lacking.This section of the book deals withthe procedure of changing the largersizetires - both under ideal anddiffi­cult conditions.Theseprocedures arebasedon expe­rience, both in the field and in theshop, and are designed to help youmake tire changes as easily as possi­ble, with a minimum of effort time.The original equipment manufactur­ers of certain off-the-road vehiclesnow recommend that the tires onthose vehicles be inflated with nitro­gen to minimize the possibility ofexplosion of air-inflated tire/rim as­semblies due to excessiveheat build­up-from sources external to the tire.

Since serious personal injury and/ordeath can result from such explo­sions, it isthe fi rmpolicy of TheGood­year Tire & Rubber Company to fur­nish nitrogen inflation asapart of ouroff-the-road tire service,wherever it isrecommended by the OE manufac­turer of the equipment involved. Theadditional cost is minimal, particu­larly in light of theserious risk involvedwith ordinary air inflation in theseapplications. There are several otherbenefits of using nitrogen which ourservice personnel can discuss withyou. In the event you refuse nitrogeninflation where so recommended bytheequipmentmanufacturer involved,you hereby agree to indemnify andhold harmless The Goodyear Tire &RubberCompany, its agents and em­ployees, from any and all liability forinjury to persons,death, or damagetoproperty, arising out of the failure toinflate such tireswith nitrogen insteadof ordinary air pressure in thoserecommended applications.

21

Tire Changing Equipment and Tools

Procedures of tire changing will varywith individual operators. Certain toolsare essential to change off-the-roadtires:1. Heavy equ ipment jack.2. Tire tools and irons, including sev­eral irons with dished or spoon shapedends, stud wrench, crowbar. Alsoheavy duty rubber or wood mallet, orlead or babbitt hammer (See Good­year Rim Catalog).3. Wheel blocks - wood 4x4's (10 cmx 10 ern) or larger - for supportingjack and chocking wheels.4. Air compressor, either mounted ontruck, or in shop if facilities are avail­able for moving tires to shop. Nitro­gen inflation tank for those off-roadtires requiring nitrogen instead of airin accordance with recommendationsof the OE equipment manufacturers.

5. Service Truck - On larger jobs atruck equipped with the above itemswill prove to be economical in keep-ing equipment in service. If possiblethis truck should be equipped with amounted hoist big enough to handlethe largest tires. Air compressors areavailable which operate off truck en­gines or are self-powered. large boreinflating equipment should be used toreduce inflating time. For nitrogeninflation where required by the OEequipment manufacturer, nitrogentanks are highly pressurized up to~2200 psi, and the following extra '-"equipment is essential to avoid possi-ble serious personal injury or death toservice personnel: an appropriate re-lief valve; an inline pressure regulatorset for not more than 20 psi, and clip-on chucks with remote control topermit inflation from a safe distance.

22

IMPORTANT

THIS IS THE FIRST STEP IN ALL DEMOUNTINGOPERATIONS.

For safety's sake, always remove the valve core and exhaust all airfrom a single tire and from both tires of a dual assembly prior toremoving any rim components, or any wheel components, such asnuts and rim clamps.Check the valve stem by running a piece of wire through the stem tomake sure it is not plugged.Failure to follow above procedure will lead to serious injury or death.

23

SAFETY INSTRUCTIONSGeneralDo not mount or demount tires with­out proper training. Follow all proce­dures and safety instructions. Wallcharts containing mounting and de­mounting instructions for all Good­year on & off-highway rims are avail­able through your Goodyear rim sup­plier. Ask for "ON-HIGHWAY RIMMOUNTING AND DEMOUNTINGCHART SET NO. TR71-2042". Thisset contains five charts covering allGoodyear on-highway rims. Or, askfor "OFF-HIGHWAY RIMMOUNTINGAND DEMOUNTING CHART SETNO. EM73-2154". This set containsfour charts covering all Goodyear off­highway rims."MUL TIPIECE RIM/WHEEL MATCH­ING CHARTS" are available throughMotor Wheel Corporation and theUnited States Department of Trans­portation, Washington, D.C. (On­Highway Rims).DemountingPRECAUTION: Always exhaust all airfrom a single tire and from both tiresof a dual assembly prior to removingany rim components or any wheelcomponents such as nuts and rimclamps.REASON FOR PRECAUTION: A bro­ken rim part under pressure can blowapart and kill you. When you removethe lugs, if the tire is still under pres­sure, the assembly may fly apart.PRECAUTION: Make sure to removevalve core to exhaust all air from thetire. Remove both cores from a dualassembly. Check the valve stem byrunning a piece of wire through thestem to make sure it is not plugged.REASONFORPRECAUTION: Foreignmaterial may clog the valve stem dur­ing deflation or ice may form asthe airleavesthe tire clogging the valve stem.PRECAUTION: Always stand clearduring deflation.REASON FOR PRECAUTION: If theassembly bursts for any reason, theoperator should be well away fromthe explosive force.

PRECAUTION: Use caution when re­moving heavy earthmover rim com­ponents. Use mechanical aids. Thiswill help protect you from injury.REASON FOR PRECAUTION: Drop­ping a flange can crush a hand or foot.Attempting to stop a slipping flangeor bead seat band can cause seriousback injury.PRECAUTION: Demounting toolsapply pressure to rim flanges to unseattire beads. Keep your fingers clear.Always stand to one side when youapply hydraulic pressure.REASON FOR PRECAUTION: If thetool slips off, it can fly with enoughLforce to cause severe bodily injury ordeath.InspectionPRECAUTION: Clean rims and repaintto stop detrimental effects of corro­sion and facilitate checking and tiremounting. Be very careful to clean alldirt and rust from the lock ring andgutter. This is important to secure thelock ring in its proper position. A filteron the air inflation equipment to re­move the moisture from the air linehelps prevent corrosion. The filtershould be checked periodically to seethat it is working properly.REASON FOR PRECAUTION: Partsmust be clean for a proper fit - par­ticularly the gutter section which holdsthe lock ring in proper position.PRECAUTION: Check rim compo­nents periodically for cracks. Replaceall cracked, badly worn, damaged andseverely rusted components with newparts of same size and type.REASON FOR PRECAUTION: Partsthat are cracked, damaged or exces­sively corroded are weakened. Bentor repaired parts may not engageproperly.PRECAUTION: Do not, under any cir­cumstances, attempt to rework, weld,heat, or braze any rim components Lthat are cracked, broken, or damaged.Replace with new parts or parts thatare not cracked, broken, or damagedand which are of the same size andtype.

24

REASON FOR PRECAUTION: Heat­ing may weaken a part to the extent itis unable to withstand forces of infla­tion or operation.PRECAUTION: Make sure correctparts are being assembled. Checkyour distributor or the manufacturer ifyou have any doubts.REASON FOR PRECAUTION: Mis­matched parts may appear to fit - butwhen the tire is inflated may fly apartwith explosive force.PRECAUTION: Don't be careless ortake chances. If you are not sureabout the proper mating of rim andwheel parts, consult a rim and wheelexpert. This may be the tire man who

,servicing your fleet, the rim andheel distributor in your area, or theotor Wheel sales engineer.

REASON FOR PRECAUTION: Mis-matched parts may appear to fit - butwhen the tire is inflated may fly apartwith explosive force.PRECAUTION: Don't reinflate a tirethat has been run flat without firstinspecting the tire, tube, flap, rim andwheel assembly. Double check theside ring, flange, bead seat, lock ringand "0" ring for damage and makesure that they are secure in the gutterbefore inflation.,REASON FOR PRECAUTION: Com­ponents may have been damaged ordislocated during the time the tire wasrun flat or seriously underinflated.Mounting and InflationPRECAUTION: Don't try to seat ringsor other components by hammeringwhile tire is inflated or partially in­flated.REASON FOR PRECAUTION: Prop­erly matched and assembled compo­nents will seat without tapping. If apart is tapped, it or the tapping toolmay fly out with explosive force.PRECAUTION: Double check to makesure all components are properly

'1eated prior to inflation.EASON FORPRECAUTION: If partsre improperly installed they may fly

apart with explosive force.

PRECAUTION.:Inflate in asafety cage,use safety chams or an equivalent re­straining device during inflation.REASON FORPRECAUTION: Misas­sembled parts may fly apart duringinflation.PRECAUTION: Don't inflate tire be­fore all components are properly inplace. Place in safety cage or usechain sling and inflate to approx. 5 psi(.5 bar), recheck components forproper assembly. If assembly is notproper, deflate and correct. Neverhammer on an inflated or partiallyinfl~ted tire/rim assembly. If assem­bly I~prope! at approx. 5 psi (.5 bar),continue to Inflate to fully seat the tirebead. Then on tube-type tires, com­pletely deflate the tire to prevent local­ized over-stretching of tube. Reinflateto recommended operating pressure.REASON FOR PRECAUTION: Prop­erly mat~hed and .assembled compo­nent~ will seat .wlthout tapping. If apart IS tapped, It or the tapping toolmay fly out with explosive force.PRECAUTION: Never sit on or stand!n front of a tire and rim assembly thatIS being assembled. Use a clip-onchuck and make sure inflation hose is!ong .enough. to permit the personinflating the tire to stand to the side ofthe tire, not in front or in back of thetire assembly.REASON FORPRECAUTION: Misas­:;emb.led parts may fly apart duringinflation.PRECAUTION: Follow tire and rimmanufacturers' recommended mount­ing, demounting, inflating and deflat­ing procedures for tires and rims.REASON FOR PRECAUTION: Fail­ure to do so can result in seriousinjury or death.

PRECAUTION: Don't hammer on rimsor components with steel hammers.Use rubber, lead, plastic or brassfaced mallets if it is necessary to tapuninflated components together.REASON FOR PRECAUTION: Maydamage components and cause im­proper fit.

25

PRECAUTION: When using a cableor chain sling, stand clear.REASON FOR PRECAUTION: Thecable or chain may break, lash out &cause serious injury.PRECAUTION: Never attempt to weldon an inflated tire/rim assembly or ona rim assembly with a deflated tire.REASON FOR PRECAUTION: Heatfrom welding will cause a sudden,drastic rise in pressure resulting in anexplosion with the force of a bomb.Deflated tires can catch fire inside thechamber, pressure can build up asdescribed with the same result.PRECAUTION: Mixing parts of onetype rim with those of another ispotentially dangerous. Always checkDOT chart or manufacturer for ap­proval.REASON FOR PRECAUTION: Mis­matched parts may appear to fit - butwhen the tire is inflated may fly apartwith explosive force.PRECAUTION: Inflate off-the-roadtire/rim assemblies with nitrogen In­stead of ordinary air pressure whererecommended by the original equip­ment vehicle manufacturer. Inflate tothe same level of pressure as youwould with air for the tire involved.REASON FOR PRECAUTION: A vio­lent explosion may result from an off­road tire being subjected to extraor­dinarily high temperatures from anexternal source, in certain applica­tions. Death, serious injury, and/orproperty damage may result.PRECAUTION: Inflating with nitrogenshould only be accomplished by trainedpersonnel using proper equipment,including an appropriate relief valve:a pressure regulator set for not morethan 20 psi (1.5 bar) in excess of thedesired tire inflation level; and remotecontrol clip-on chucks which allowpersonnel to stand clear of the tire/­rim assembly during inflation.REASON FOR PRECAUTION: Nitro­gen tanks are highly pressurized,containing as much as 2200 psi (152bar), but proper tire inflation for ni­trogen is the same as that for air.Unless the correct equipment is usedand the proper safety precautions

taken, a dangerous explosion/blowoutof the tire/rim assembly could result,causing possible death, serious per­sonal injury, and/or property damage.OperationPRECAUTION: Don't use undersizedrims. Use recommended rim for tire.Check Goodyear catalogs for propertire/rim matching.REASON FOR PRECAUTION: Thisexcessive overload can cause dam­age to the tire and rim assembly.PRECAUTION: Don't overload orover-inflate tire/rim assemblies.Check your rim manufacturer if spe­cial operating conditions are required.REASON FOR PRECAUTION: Thisexcessive overload can cause darrlage to the tire and rim assembly. '-"PRECAUTION: Never run a vehicleon one tire of a dual assembly.REASON FOR PRECAUTION: Thecarrying capacity of the single tireand rim is dangerously exceeded andoperating a vehicle in this manner canresult in damage to the rim and tire.PRECAUTION: Never use a tube in atubeless tire/rim assembly where therim is suspected of leaking.REASON FOR PRECAUTION: Lossof air pressure through fatigue cracksor other fractures in a tubeless rimwarns you of a potential rim failure.This safety feature is lost when tubesare used with leaking rims. Continueduse may cause the rim to burst withexplosive force.PRECAUTION: Always inspect rimsand wheels for damages during tirechecks.REASON FOR PRECAUTION: Earlydetection of potential rim failures mayprevent serious injury.PRECAUTION: Never add or removean attachment or otherwise modify arim (especially by heating, welding orbrazing) unless the tire has been re­moved and you have received appro-val from the rim manufacturer. LREASON FOR PRECAUTION: Modfication or heating of a rim or one ofits parts may weaken it so that it can-not withstand forces created by infla­tion or operation.

26

PRECAUTION: If the vehicle wheelshave been designed or altered to con­tain a wheel coolant, never operatethe vehicle without the coolant. Al­ways use the mix and amount of thecoolant recommended by the vehiclemanufacturer.REASON FOR PRECAUTION: A vio­lent explosion which could causedeath, serious personal injury, and/orproperty damage may result from atire being subjected to extraordinarilyhigh temperatures from an externalsource. Wheel coolant helps keep theoperating temperatures down, andmust be used where recommended.PRECAUTION: Do not let the brakes

1ecome overheated. "Dragging" ofrakes, speeding, poor brake adjust­ent, overloading and other operat­

ing abuses which might overheatbrakes should be avoided, and all ve­hicle manufacturer's recommenda­tions concern ing operati ng practices,including but not limited to the use ofretarders, brakes, and brake mainte­nance, should be followed carefully.REASON FOR PRECAUTION: A vio­lent explosion which could causedeath, serious personal injury and/orproperty damage may result f.rom.atire being subjected to extraordinarilyhigh temperatures from an externalsource. The risk of explosion is great­est soon after the vehicle is stopped.Clear the area if excessive brake heatis suspected, such as the smel! ofburning rubber or hot brakes. Walt atleastone hour before again approach­ing the machine.Servicing Tire and Rimon the MachinePRECAUTION: Block the tire andwheel on the opposite side of themachine before you place the jack inposition.REASON FOR PRECAUTION: Themachine may shift, slip off the jackcausing injury or death.PRECAUTION: Regardless of howhard or firm the ground appears, put

~ardwood blocks under the jack. AI­,ays crib up vehicle with blocks justIn case the jack should slip.REASON FOR PRECAUTION: Themachine may shift, slip off the jackcausing injury or death.

PRECAUTION: Always secure the de­flated tire/rim assembly by means of asling, tire handler or other supportbefore loosening nuts/clamps. Con­sult vehicle manufacturer for detailedinstructions on removal of tire/rimassembly from vehicle.REASON FOR PRECAUTION: Unse­cured assembly may fall on you whenfasteners are removed.PRECAUTION: Don't try to drive anassembled or partially assembled tireand rim over a cast spoke wheel byhammering. Stop - deflate and exam­ine to determine the reason for theimproper fit. Look for distortion or forcomponents that are not properlylocked or seated.REASON FOR PRECAUTION: Fail­ure to fit may be an indication of dis­torted components or incorrect as­sembly which could fly apart andcause serious injury.PRECAUTION: Do not, under anycircumstances, weld, braze or useany type of heat source on an Inflatedtire/rim assembly. Do not, under anycircumstances, attempt to rework,weld, heat, or braze any rim compo­nents that are cracked, broken ordamaged. Replace with new parts, orparts that are not cracked, broken ordamaged, and which are of the sal'!'lesize, type and make. Consult the rimmanufacturer concerning proper re­placement of components.REASON FOR PRECAUTION: Weld­ing or applying .any heat. sou.rce ofthat kind to an Inflated tire/rim as­sembly can cause immediate explo­sion of the assembly, resulting indeath, serious personal injury, and!orproperty dam~ge. Welding or ~razlnga rim even with a deflated tire cancause damage to the tire which, uponlater inflation and/or service condi­tions, can lead to a sudden explosi­on/blowout which could cause deathor personal injury. Even welding orbrazing a rim with no tire on it is con­trary to the recommendations of rimmanufacturers, since it can cause astructural weakness that may fail uponinflation or under service conditions,which could cause death or personalinjury.

27

GOODYEARSAFETY AIDS

Rim Part Number LocationsCheck part numbers of all rim com­ponents; the base, side ring, or flangeand lock ring. All Goodyear rims andcomponents are stamped with theirproper part number.Be certain you have mated parts bychecking the part number of all therim components.

The location of these part numbers0Lthe various Goodyear rims can be ashown in these typical examples:

Two-Piece Truck RimsGoodyear two-piece truck rims haverim basepart number located asshownon inside diameter or wheel side ofrim base adjacent to butt weld area ofrim base. Side ring part number isstamped on outside face as shown 2"to 4" (5 cm to 10cm) left of the split inside ring.

Three-Piece Truck RimsGoodyear three-piece truck rims haverim basepart number located asshownon inside diameter or wheel side ofrim base adjacent to butt weld area ofrim base. The flange part number isstamped on the outside face asshown2" to 4" (5 cm to 10ern) to the right ofthe butt weld area of flange. Split lockring part number is stamped on oULside face of bead or lock ring 2" to(5 cm to 10 ern) to the right of split in·ring.

28

Semi-Drop Center Rims - Graderand Front End Loader Types

Goodyear semi-drop center gradertype or front end loader type rimshave rim base part number stampedon inside diameter or wheel side ofrim base as shown adjacent to thebutt weld areaof rim base.Side flangepart number is stamped on outsideface of side flange 2" to 4" (5cm to 10ern) to the left of the butt weld areaofside flange. The split lock ring hasthepart number stamped inside of ringand cannot be seen when mounted.The part number is located on flatface as shown adjacent to the safetyhump away from split in lock ring.

Multiple Piece Earthmover RimsGoodyear earthmover multiple piecerimsarestampedasfollows: Rimbasepart number is stamped on upsetback lip of rim baseon outside face ofrim base as shown. Both inside andoutside flanges must have the samepart number, and this number isstamped on the outside face of eachflange adjacent to the butt weld areaof the flanges. The bead seat band(the long tapered five degree band)has the part number stamped on theoutside of upset or lip portion of beadseat band midway between the prybar pockets and 1800 from driver ordriver notch. The split lock ring partnumber is located on inside face oflock ring and cannot be seen whenrim is mounted. The number isstamped on flat face of lock ring asshown 6" to 8" (15cm to 20ern) left ofsplit in lock ring.

29

Photo NO.5

Demounting Instruction for GoodyearType T - TO - TL - TLD - TG - TGD-TGF Rims (Graders)CAUTION: Read safety instruction(pgs 24-27) before proceeding.PROCEDURE REQUIRES: One (1)TO-399 tool. Two (2) TO-799 tools.Rubber lubricant. Rubber, lead,plas­tic or brassfaced mallet.CAUTION: Alwayscompletely deflatetire (both tires of a dual assembly)byremoving valve core(s) from valve(s)before attempting any demountingoperation. Check the valve stem byrunning a piece of wire through thestem to make sure it is not plugged.After complete deflation, place thLassemblyon the floor (on blockswitloose flange side up) and proceed inorder with the steps below.1. Drivethegoose-neckedendof twoGoodyear TO-799 tools between thetire and flange about 5 inches (13ern)apart. (Photo No.1)2. Pry both tools outward and side­ways through an arc of about 70degrees. Leave one tool in positionand place the second about 5 inches­(13 cm) beyond. Repeat the aboveoperation in successive steps untilthe tire bead is completely unseated.(Photo No.2)

3. After the tire bead is unseated,stand on flange and tire sidewall todepress the flange down along therim base;then, pry loosethe lock ring.Keep fingers out of the way. (PhotoNo.3)4. Hold the side flange down withhooked end of TO-799 to removethe"0" ring from "0" ring groove. (PhotoNo.4)

5. Removethe side flange. Turn tireand rim over and unseatsecondbeadby inserting both TO-799 tools beLtween tire bead and rim flange as iStep2. RepeatSteps 1and 2 until thetire is completely broken loose fromthe rim on the fixed flange side. Liftrim basefrom tire. (Photo No.5)

30

HORIZONTAL DEMOUNTING 25"-49" DIAMETER RIMSCAUTION: Read safety instructions(Pgs24-27)before proceeding.Tools Required:TO-1600and/or TO-2000, two TO-399. **(See Note atbottom).NOTE: Be sure tire is completely de­flated. Removevalvecore anddeflatetire completely. Check valvestemforblockage.1. Laythe assemblygutter side uponblocks.2. Remove the lock ring, using two

'

0-399 tools. (NOTE: If this is notJ ossible, the tire bead may be un­seatedwith the lock ring and "0" ringin place.) (Photo No.1)3. Removethe "0" ring by prying thebead seat band back and inserting apry bar or screwdriver under the "0"ring and pulling it from the groove. Itis good practice to cut the "0" ringwith a knife to be sure that a new "0"ring will be used. (Photo No.2)4. Place the hook of the TO-1600hydraulic demounting tool into oneofthe pry bar pockets. A continuous lipis provided on somebases.Adjust theramadjusting screwto enablethe toolto remain vertical when under pres­sure. Insomecases,the pressurefootmay have to be removed to ensure agood hold. Activate the hydraulicpump and apply pressure. If neces­sary, release pressure and readjustthe ram adjusting screw. Depressflange about %,'-314'(13-19mm) andplace a nut or similar object betweenthe flange and the lip of the beadseatbandby laying it on the rim flangeandsliding it into position with a screw­driver. Keep your fingers clear at alltimes. Always stand to the side and

",",old the tool with one hand. ThisJllows control should the tool notseatproperly and fly off with enough forceto kill. (Photo No.3)

Photo NO.1

Photo No.2

Photo NO.3

31

Photo No.4

Photo No.5

Photo No.6

5. Release the pressure and moveabout 2 feet (60 ern) around the rimfor the second bite. Continue theprocedure until about 3;' of the wayaround the rim, then apply pressureuntil the tire bead is unseated.CAUTION: Do not use tool in the vic­inity of the flange butt weld. (PhotoNo.4)

6. Removebeadseatbandusinghoistor pry bars.7. Removeflange.8. Turn assemblyoverand repeattirebeadunseatingprocedureon the backside. (Photo No.5)

9. Lift rim basefrom tire using hOiSl....10. Removeback flange."NOTES: In some cases, when thetire bead is difficult to loosen, it maybe advantageous to use the TO-2000in conjunction with the TO-1600 on35"-49" rims. However, caution mustbeusedto avoidbending the flange orbreaking the butt weld.' Procedure isas follows: Make initial pusheson theflangewith the TO-1600,placing nutsbetween the flange and bead seatbandasoutlined in the precedingsec­tion. If it is not possible to completelyunseatthe tire beadwith the TO-1600,insert the hooks of the TO-2000 be­tween the flange and the bead seatband,keepingwell awayfrom the buttweld. Adjust the ram adjusting screwso that the tool will be vertical whenpressure is applied. Standing off toone side, activate the hydraulic pumpand apply pressure.Work around therim depressing the flange a slightlygreaterdistanceeachtime and block­ing with larger objects until the beadhasbeencompletely unseated.(PhotoNo.6)

'Due to the added power and 10ngeLstroke of the TO-2000.

32

HORIZONTAL DEMOUNTING 51"AND LARGER HDT RIMS

CAUTION: Read safety instructions(Pgs.24-27) before proceeding.ToolsRequired:TO-2000,twoTO-399.NOTE: Be sure tire is completely de­flated. Removevalvecore and deflatetire completely. Check valvestem forblockage.

1. Lay assembly gutter side up onblocks. (Photo No.1)2. Standinside rimand,working care­fully, remove lock ring using two TO-376or TO-399 tools. Start at the split

1d work the tools around the ring.hoto No.2)Remove"0" ring by inserting pry

bar or screwdriver (DO NOT USEYOURFINGERS!)under the ring andpulling it from the groove. It is goodpractice to cut the "0" ring with aknife to besure that a new "0" ring isused. (Photo No.3)4. PositiontheTO-2000hydraulic de­mounting tool so that the hooks areunder the lip on the bead seat band.The initial pushshould bemadeabout30 degrees to one side of the flangebutt weld; then work away from thebutt weld. Adjust the ram adjustingscrew to enable the tool to beverticalwhen pressure is applied. Keep yourfingers clear. (Photo No.4)

5. Activate the hydraulic pump andapply enough pressureto depresstheflange about 3f,," to 1" (19-25 mm).While applying pressure,theoperatorshould alwaysstand to the side of thetool and hold it with one hand. If thetool slips off, it can fly and causeinjury, so proceed with caution.(Photo No.5)

33

Photo No.1

Photo No.2

Photo No.3

Photo No.4

Photo No.5

Photo No. 10

6. If necessary, releasethe pressureand readjust the ramadjusting screw.While the flange isdepressed,placeanut or similar object between theflange and the lip of the bead seatband.WARNING: Do not put fingers underbeadseat band. Layobject on the rimflange and slide it into position with ascrewdriver. (Photo No.6)7. Releasethe pressureandmovetheTO-2000approximately 2-3 feet (60-90cm) around the rim for the secondbite. Continue the procedure untilabout % of the way around the rim;then apply pressureuntil the tire beadis completely unseated. Avoid usirfthe tool within 12" (25 mm) of t~flange butt weld. (Photo No.6)8. Lift out the beadseat band using ahoist or pry bars; then remove thefront flange. (NOTE: When using acable or chain sling, stand clear; itmight snap and lash out.) (Photo No.7)

9. Turn assembly over using a hoistor Goodyear tire handler; then repeattire beadunseating procedure on theback side. (Photo No.8)10. Lift rim base from tire using ahoist and removeback flange. (PhotoNos.9 & 10)

L

34

DEMOUNTING TUBE-TYPE OFF-THE-HIGHWAYTIRES

CAUTION: Read Safety Instructionsbefore proceeding.Same procedure as for tubeless ex­cept for the following:1. Alwayscompletelydeflatetire (bothtires of a dual assembly) by removingvalve core(s) from valve(s) before at­tempting any demounting operation.Check the valve stem by running apiece of wire through the stem tomakesure it is not plugged.2. Beforeworking the tire off the rim,ake certain that valvewill clear thetter section.

3. Removeflap from tire, using a toolwith a rounded end to pry out andaway from the beads.On some typesof tires it may be necessary to use atire spreader or a small auto jack tospreadthe beadsandassist in remov­ing the flap.

4. Removethe tube in a similar man­ner, being careful not to pull on thevalvestem or to enlarge any injuries.

DEMOUNTING 15° DROP CENTER TIRESSeveral different types of machinesarecurrently availablefor demounting15° drop center tires. It is suggestedthat appropriate manufacturers becontacted for detailed instructions.

35

Photo No.1

Photo No.2

Photo No.3

Photo No.4

VERTICAL DEMOUNTING TIRES ONA MACHINECAUTION: Read safety instructions(Pgs. 24-27) before proceeding.Tools Required: TO-1600 and TO-376.NOTE: First, block tire and wheel onthe other side of the vehicle beforeyou place the jack in position; alwayscrib up the vehicle with blocks just incase the jack may slip. Regardless ofhow hard or firm the ground appears,put hardwood blocks under the jack.1. Before making any attempt at de­mounting, besure that the tire and rimassembly has been completely de­flated (deflate both tires if a dutmounting). Always remove valve co"",,and check to insure clear passagethrough stem. Remove driving key ifpresent. (Photo No.1)2. Place the hook of the TO-1600hydraulic demounting tool into one ofthe pry bar pockets. A continuous lipis provided on some bases.Adjust theramadjusting screw to enable the toolto be perpendicularto the wheel whenunder pressure. (Photo No.2)3. Always stand to one side of the tooland hold it with one hand as shown. Iftool slips off, it can fly and causeinjury. Apply pressure and depressthe flange about %" (19mm). If neces­sary, release the pressure to readjustthe tool. Place the end of a TO-376tool between the flange and the lip ofthe bead seat band and release thepressure. Now place the hook of theTO-1600 under the lip of the bead seatband and continue the procedurearound the rim; then slowly applypressure until the tire bead is COM­PLETELYunseated. (NOTE:This oper­ation is simplified by using the TO-9foot operated Hydraulic Pump.)(Photo No.3)4. Remove the lock ring with a r~

bar, starting near the split and wo~ing around the ring. (Photo No.4)

36

5. Insert the tip of a TO-376 toolunder the "0" ring and pull it from thegroove. It is good practice to cut "0"ring with a knife to insure that a new"0" ring will be used. (Photo No.5)

6. Use a TO-376 tool under the flangeto pry the bead seat band loose. Sup­port the band on your thigh, then,with assistance, carefully lower it tothe ground and roll it out of the way.This procedure will protect your backand toes. (Photo No.6)

7. With assistance, remove the flangeby supporting it on your thigh, thencarefully lower it to the ground androll it out of the way. (Photo No.7)

'" To UNSEAT the back tire bead,8se either the TO-1600 as used on thefront bead or a shorty ram betweenthe frame of the vehicle and the backflange, as shown. (Photo No.8)

9. Remove the tire using a boom truckand sling' or a tire handler. Removethe back flange to complete the dis­assembly. (Photo No.9)

'When using a cable or chain sling,stand clear; it might snap and lashout.

Photo No.5

Photo No.6

Photo No.7

Photo No.8

Photo No. 9

37

Photo No.1

Photo No.2

Photo No.3

Photo No.4

VERTICAL DEMOUNTING TIRESFROM SMALL SIZE EM RIMSCAUTION: Read safety instructions(Pgs. 24-27) before proceeding.TOOL REQUIRED: TO-100.NOTE: First, block tire and wheel onthe other side of the vehicle beforeyou place the jack in position; alwayscrib up the vehicle with blocks just incase the jack may slip. Regardless ofhow hard or firm the ground appears,put hardwood blocks under the jack.Before making any attempt at de­mounting, besure that the tire and rimassembly has been completely de­flated (deflate both tires if a dualmounting). Always remove valve co~reand check to insure clear passathrough stem. Remove driving keypresent.1. AttachtheTO-100frameassemblyto the outer rim flange by slipping theclamping jaws over the outer edge ofthe flange. (Photo No.1)2. Securely tighten adjusting screwsat bottom of jaws. Set hand screwagainst lock ring and adjust until jawassembly is in a right angle position tothe plane of the flange. (Photo No.2)3. With spade tip down and ram inretracted position, insert spade andram assembly between open sides offrame. Place spade tip between tirebead and rim flange. (Photo No.3)4. Lift ram until trunion engages frameshoulder and move stop screw intosupport ram. Standing off to one side,apply pressure to ram and spade bymeansof pump until spade hasmovedtire bead toward center of rim assem­bly far enough to permit the placing ofa bead wedge between tire bead andflange on each side of the tool. (PhotoNo.4)5. Release pump pressure. Removespade and ram assembly from frame.Loosen clamping jaw bolts and removefrom flange.6. Move to spot approximately 90dLgrees from first application (eithdirection) and repeat entire procdure. Repeat procedure until tire beadis free. Four to five applications usu­ally accomplishes this.

38

Mounting Instructions for GoodyearType T - TO - TL - TLO - TG - TGO-TGF Rims (Graders)

CAUTION: Read safety instruction(Pgs.24-27) before proceeding.NOTE: Install valve spud on rim andtighten to proper torque. Make sureparts are clean, repainted if neces­sary, and have been inspected fordamage and cracks before proceed­ing with mounting.

1. Placerim baseon block with flange

1ide down. Place tire over rim base.ire beadsand bead seatareasof rimhould be lubricated with anapprovedrubber lubricant or vegetableoil soap.

(Photo No.1)2. Placeside flange over rimbaseandpush straight down with hands as faras possible. Make sure flange doesnot bind on rim base.

(Photo No.2)3. Stand on side flange to position itbelow both grooves in the rim baseand snap lock ring into lock ring(upper) groove. Be certain the em­bossed"safety bulge" on the lock ringis up toward the operator.

(Photo No.3)4. Lubricate a new rubber "0" ring.Place "0" ring in groove on one sideand stretch "0" ring snapping it intoplace rather than rolling it into place.Then lubricate the entire "0" ringgroove area with an approved vege­table-based lubricant. (NOTE: It maybe necessary to hold the side flangedown with the end of the TO-799 toolin order to expose the "0" ringgroove.)

(Photo No.4)

39

Photo No.1

Photo No.2

Photo NO.3

Photo No.4

Photo No.5

5. Check components (lock rings,beadseat& flanges) to makesurethatpartsarecorrectly assembled.(NOTE:Lock rings should be fully seated ingutter around the ci rcumference.)Insert drive lug as required. Place rimand tire in a safety cage or usesafetychains during tire inflation. Inflate toapprox. 3 PSI (.25 bar) and againcheck for proper engagement of allcomponents. If assembly isokay, con­tinue to inflate to recommended pres­sure. If assembly is incorrect - STOP- DEFLATE - CORRECT THEASSEMBLY - AND REPEAT PRO­CEDURE.

(Photo No.5)6. Inflate grader tires to 50 PSI (3.5bar). Then adjust to recommendeloperating pressure. NOTE: For balasted tires (liquid or dry filled) tiremust first be seated with air as des­cribed. Then air should be exhaustedfrom the tire and ballasting procedurefollowed as directed on pages45-47.

40

Photo No.1

Photo No.2

Photo No.3

Photo No.4

Photo No.5

MOUNTING BIAS OFF-THE-ROADTIRES ON EM RIMSCAUTION: Readsafety instructions (Pgs.24-27) before proceeding.1. Before mounting, always clean all rimcomponents, removing rust and dirt, es­pecially from the lock ring groove andO-ring groove to insure proper seatingand seal. Inspect parts for damage.Replace all cracked, badly worn, dam­aged and severely rusted components;paint or coat all parts with a rust inhibi­tor. Double check to be sure correctparts are being assembled. Also inspectthe tire for foreign matter. (Photo No.1)2. Place base on blocks (4" to 6" (10-13cm) high) on floor, gutter side up. Placeback flange on rim base, lubricate tirebeads with vegetable lubricant. Placetire on rim using Goodyear tire handleror hoist with sling. (NOTE: When using acable or chain sling, stand clear; it mightsnap and lash out.) (Photo No.2)3. For ease of assembly, depress the tirein the bead area. (Photo No.3)4. Place the front flange over the rimbase on the tire. (Photo No.4)5. Place the bead seat band on the rimbase. Besure driver pockets in bead seatband and base are in line if present. Dueto limited clearance between bead seatand rim base, bead seat band will bind ifcocked slightly. Band should slide freelyover base. If it becomes wedged due tococking - DO NOT HAMMER BEADSEAT BAND INTO PLACE! If necessary,lift, or use a rubber, lead, plastic orbrass-faced mallet to tap, lightly upwardon the bead seat band in order to get it toseat properly. (Photo Nos. 5 & 6)

41

6. Place a new, lubricated "0" ring intothe "0" ring groove, then lubricate theentire "0" ring groove area with anapproved vegetable-based lubricant.Snap "0" ring into place by placing ingroove on one side, stretching like arubber band and seating on oppositeside. (Photo Nos. 7 & 8)7. Start the lock ring in the lock ringgroove and push or walk it into place.(Photo No.9)8. Insertdrivekeyas required in pockets.Place rim and tire in safety cage or usesome other approved restraining deviceduring inflation. Always stand to the sideof the rim during inflation. When the tirehasbeen inflated to 3 psi (.25bar), checkand makesure all components areprop­erly seated all around rim. If assemblyokay continue to inflate per tire manu­facturers recommendations for seatingtire beads.' Thenadjust to recommendedoperating pressure. CAUTION: Do notexceed 75 psi (5.25bar) for 16ply ratingor less (Photo No. 10)'For Goodyeartires lessthan 29" diame­ter, inflate to 75 psi (5.25 bar) for 29"diameter and larger, inflate to 90 psi(6.25bar).NOTE: A filter on the air inflation equip­ment to remove moisture from the airline prevents a lot of corrosion. Checkthe filter periodically to besure it's func­tioning properly.

Photo No.6

Photo NO.7

Photo NO.8

Photo No. 9

Photo No. 10

42

MOUNTING RADIAL OFF- THE-ROAD TIRES ON EM RIMS

Photo No.1

Photo No.2

Photo No.3

Photo No.4

Photo No.5

1. Rim Preparation. Wire brush beadseat bases, flanges, O-ring groove,including mating surfaces of bead seatband. This is to assure that no foreignmaterial (dirt and rust) or metal burrs arepresent which would prevent proper tirebead seating or air seal. (Photo's No.1and No.2). Repaint any bare metal toprevent rim corrosion. (Photo No.3).2. Lubrication (Note: Without lubricant,tire beads will not seat). Lubricate tirebead area from bead toe to lowersidewall circumferential mold line(approximately 5" above bead base)located just abovetop of rim flange aftermounting. (Refer to pages 10 and 11).)Lubricate rim on beadseatareasof baseand bead seat band, O-ring, and seatband. Use approved vegetable base,water soluble lubricant (i.e. Murphy'sTire Mounting Compound) full strength- do not dilute. This lubricant should bemoderately, but thoroughly, applied toall areas indicated above. (Photo's No.4and No.5).3. Mount tire (90 psi required to seatbeads). (Refer to pages9and 10). Installon rim base, the inside flange, the tire,outside flange, bead seat band, O-ring,and lock ring. (Photo's No.6 and No.7).After assembled,check to insure that allcomponents are correctly installed.(Photo No.8). Place the assembly in asafety cage or use another restrainingdevice. Stand away from the tire duringinflation. Always use an inflation hoseequipped with aclip-on chuck, an in-linegauge and acontrol valve.(Photo No.9).

43

Photo No.6

Photo No.7

Photo No.8

Photo No.9

Photo No. 10

4. Inflate tire to 3 psi and recheck properengagement of all rim components. Ifassembly appears to bewrong - stop­deflate - correct - repeat aboveprocedure. (Photo No.8).To seat beads, inflate radial earthmovertires as follows:

25" rim diameter and larger - 90 psiLeave at this pressure for 30 minute -then adjust to operating pressure.NOTE: If operating pressure is above 90psi tire can be inflated tothis pressuretoseat beads.Do not run tire until pressure has beeLnadjusted to recommended operatinpressure. (Photo No. 10).5. If the tire is to be inflated vertically,the tire tread and rim should besupported while inflating to avoidexcessive bead to rim eccentricity.When the tire is to be inflatedhorizontally the rim must be supportedabove ground level to allow the bottombead to pilot (self-center) onto bead seattaper.In either case, if the tire to rim is offcenter, bead seating will not beobtained.6. All service personnel must befamiliarwith the applicable government safetystandards regarding servicing ofmultipiece rim assemblies and complywith the safe practices contained therewithin.

44

MOUNTING TUBE-TYPE OFF-THE-HIGHWAYTIRES

CAUTION: Read Safety Instructionsbefore proceeding.Sameprocedureasfor tubelessexceptfor the followinq:1. Before replacing tube in tire, in­spect the tire casing carefully, insideandout, for breaks,bruises,nails, etc.Remove all dirt and foreign matterfrom inside the tire casing.2. Replace tube in casing, starting atthe bottom and working around the

1·re. Adding air as the tube is beingorked inwill help hold it in placeandiminate the possibility of wrinkles.

3. Insert flap in casing - makesure itis properly centered and free from

wrinkles. Rotate the tire as the flap isworked in so the portion being in­serted is at the bottom of the tire. Adry lubricant, such assoapstone,maybe used to lubricate flap and tube. Insome cases, it may be necessary tospread the beads,using aspreader orcar jack. Lubricate beads with ap­proved rubber lubricant.4. Placetire & rim in asafety cageandinflate tire to approximately 75 psi(5.25 bar) pressure (Grader, 50 psi(3.5bar) ).Then completely deflate toremove buckles and uneven stressesfrom the tube and flap before reinflat­ingto correct operating pressure.Thisdouble inflation is necessary to pre­vent premature tube failures.

MOUNTING 15° DROP CENTER TIRESSeveraldifferent type of machinesarecurrently available for mounting 15°drop center tires. It is suggested thatappropriate manufacturers be con­tacted for detailed instructions.

45

MOUNTING TIRES ON A MACHINECAUTION: Read safety instructions(Pgs. 24-27) before proceeding.1. Clean and inspect all rim compo­nents for fatigue cracks, especiallythe lock ring groove and "0" ringgroove areas in the rim base.Replaceall cracked, badlyworn, damagedandseverelyrustedcomponents. Coat therim and components with paint or arust inhibitor. Also check the tire forwater or foreign matter.2. Place the back flange on the rimbase, lubricate the tire beads with avegetable base lubricant, and posi­tion the tire on the rim base using aboom truck or tire handler. (PhotoNo.1)3. Position the front flange on the rimbasewith the helpof the boom. (PhotoNo.2)4. Place the bead seat band on therim basewith the help of the boom. Besure driver pocket on bead seat bandlines up with pocket on rim base.(Photo No.3)5. Using the boom to hold the rimcomponents back out of the way,insert a new, lubricated "0" ring intothe "0" ring groove; then lubricate theentire "0" ring groove area with anapproved vegetable-base lubricant.Snap "0" ring into place by placing ingroove on one side stretching like arubber band and seating on oppositeside. (Photo No.4)6. Work the lock ring into the lockring groove. (Photo No.5)7. Check components (lock rings,bead seat and flanges) to make surethat parts are correctly assembled.(NOTE: Lock rings should be fullyseated in gutter around the circum­ference.) Insert drive key as required.Use an approved restraining deviceduring tire inflation. Stand to the sideof the tire during inflation. Inflate toapproximately 3 psi (.25 bar) andagain check for proper engagementof all components. If assembly isokay,continue to inflate to recommendedpressure. If assembly is incorrect -STOP-DEFLATE-CORRECTTHEASSEMBLY - AND REPEAT PRO­CEDURE.NOTE: A filter on the air inflationequipment to remove moisture fromthe air line prevents a lot of corrosion.Check the filter periodically to besureit's functioning properly.

Photo No.1

LPhoto No.2

Photo No.3

Photo No.4

LPhoto No.5

46

HEAVY DUTY DRIVER APPLICATIONGOODYEAR TYPES

STM, SCM, HTM, HCM,HTHM, HCHM, HTHL, HCHL,HTEM,HTEL,HTSM,HTSL

~ rims with "M" in the part number, equipped with heavy duty driversasshown above and asshown in Figs.25-28 which detail the assemblyprocedure.

Rim types with "L" in the part numberare equipped with a similar drivingarrangement (with tapered pocket onrim base) and are assembled in thesame manner as shown.

Rim stylesSTM, SCM,HTM, HCM,HTHM, '"""~~~~HCHM,HTHL,HCHL withGY-31Cdriver (rimstyle HTHdepicted inFig. 29)

Fig. 29

Rim stylesHTEM,HTEL,HTSM,HTSL with

a heavygutter

d a GY-31Edriver Fig.30 Fig. 30

Fig. 25.Fig. 25. Align driver pockets in beadseat band and base as shown.

Fig. 26.Fig. 26. Insert driving slug (GY31C)into driver pocket on base.

Fig. 27.Fig. 27. Make certain that all parts areproperly aligned before inflation.

Fig. 28.Fig. 28. View of final assembly.

47

SECTION III

REPLACEMENT TIRESAND TECHNICAL INFORMATION

Selection of new tiresOff-the-road tires have four prime requirements:

Strength to carry great loads.Toughness to resist cuts and bruisesTraction to deliver powerFlotation to stay on top in soft going

All off-the-road tires havethese char­acteristics, but each different type oftire embodies one or more to an out­standing degree.Selection of the right tire for a pieceofequipment requires careful analysisof the type of service to be en­countered.Most Goodyear earthmover tires of­fered as "standard" aredesigned for awide variety of operating conditions.However, some applications requiresomething extra in the way of perfor­mance - extra treadwear, extra im­pact resistance,extra heat resistance,or some other special property.All Goodyear bias ply constructedearthmover tires - 16.00and largerhave shredded wire undertread as"Standard."With the newGoodyearCustomCom­pound/Construction program yourGoodyear representative can orderfor you any combination of com­pounds and constructions to exactlypinpoint your earthmover tire require­ments - in the best tread design andnon-skid level from its world-widefactories.YourGoodyearrepresentativeor earth­mover tire specialist will be an invalu­able aid in helping you to select just

the right compound and constructionfor your operating conditions. Hewillthoroughly analyzeconditions on thework site. He will review the perfor­mance of your present tires. He willworkwith you to determinewhat prop­erties you will require for better tireperformance. Then he will recom­mend the tread design, compound,and construction for maximum tireefficiency.Goodyear representatives are listedon the back cover of this booklet.Tires removed for replacement canoften by shifted to machines requir­ing adifferent type of service, andwillperform satisfactorily for many morehours.Forexample,high traction tiresworn too smooth for efficient serviceon drive wheels can well be moved totrailing wheels where flotation andeasy rolling are the principal requi­sites. When buying new tires, con­sider the savings that may thus beachieved.The following pages cover the off­the-road tires developed to meet thevarious requirements of off-the-rL'service. Sizes available in eachmay be determined from price lis

48

THE TMPH FORMULA:

Multiply the average tire load' timesthe average speed per hour" to deter­mine the Ton-Mile-Per-Hour rating.'(Average tire load = empty tire load +loaded tire load divided by 2)."(Average speed = round trip dis­tance in miles x numberoftripsdividedby total hours from start of first shift toend of last shift).TMPH Job Rate =

Average Tire Load x AverageSpeed for the Day

Average Tire Load ='" "Empty" tire load + "loaded" tire

, load2

Average Speed =Round trip distance in miles x num­ber of tripsTotal Hours (from start of 1st shiftto end of last shift)

EXAMPLE:"Empty" vehicle tire load = 20,000Ibs., or 10.0Tons"Loaded" vehicle tire load = 34,000Ibs., or 17.0TonsTheearthmoverisworked two 8-hourshifts per day - 8 a.m. to 4:30 p.m.,and 6 p.m. to 2:30 a.m. (Include 1%hours of down time between shifts)Each shift hauls 15loads, 4%miles,each way.

SOLUTION:10.0Tons + 17.0Tons = 13.5 Tons

2average tire load.

9 miles round trip x 15 trips x 2shifts18.5 hours (total hours from startof first shift to end of last shift)

= 14.6 MPH average speed.

1JOB RATE (TMPH): 13.5 Tons x14.6MPH = 197Ton miles PerHour.

ONCLUSION: If the tires now usedfor this job have aTMPH rating of 197or higher, there will be no heat prob-

lem. If the tires being used have aTMPH rating of less than 197, eitherthe speed orthe load, or both, must bereduced - or a tire selected that hasahigher TMPH rating.NOTE: Each tire position on the ma­chine must be considered.TheTon-Miles-Per-Hourformula (aver­age tire load multiplied by averagetire speed), is designed to help youachieve optimum performance fromGoodyear earthmover tires. It helpsyou calculate the load - speed-timefactor that's within safe tire tempera­ture limits. Use the TMPH formula toavoid premature tire failure due toexcessive heat.All Goodyear earthmover tires havebeen assigned a TMPH limit. Earth­mover haul jobs operate at variousTMPH rates, depending on the load,distance and time involved in roundtrips. Thus, each job's haul rate mustbe determined to compare it witheach tire's TMPH rate limit.Obviously there must be a limit bothin load and in haul distance, wherebythe TMPH formula would no longerapply. Our tests have shown that ve­hicles - with tires loaded at 20%above their rated capacity or, used onhauls of more than 20miles - cannotqualify for TMPH calculations.For haul lengths in excess of 20 milesone way, consult your GoodyearRepresentative.

49

THE TKPH FORMULA:

Multiply the average tire load' timesthe average speed per hour" to deter­mine the Ton-Kilometer-Per-Hourrating.'(Average tire load = empty tire load +loaded tire load divided by 2)"(Average speed = round trip dis­tance in kilometers x number of tripsdivided by total hours from start offirst shift to end of last shift).TKPH Job Rate =

AverageTire Load x Average Speedfor the Day

Average Tire Load ="Empty" tire load + "loaded" tireload

2Round trip distance in kilometers xnumber of tripsTotal Hours (from start of 1st shiftto end of last shift)

EXAMPLE:"Empty" vehicle tire load = 9000Kilos = or 9.0 metric tons"Loaded" vehicle tire load = 15000Kilos = or 15.0 metric tonsThe earthmover is worked two 8-hour shifts per day - 8a.m. to 4:30p.m., and 6 p.m. to 2:30 a.m. (In­clude 1V2 hours of down time be­tween shifts) Each shift hauls 15loads, 7 kilometers, each day.

SOLUTION:9.0 M Tons + 15.0 M Tons = 12.0

metric tons2

average tire load.14 kilometers round trip x 15 trips x2 shifts18.5 hours (total hours from startof first shift to end of last shift)

= 22.7 KPH average speed.JOB RATE (TKPH): 12.0Metric Tonsx 22.7KPH = 272Metric Ton KilometerPer Hour.CONCLUSION:If the tires now used for this job haveaTKPH rating of 272 or higher, therewill be no heat problem. If the tires

being used have aTKPH rating of lessthan 272, either the speed or the load,or both, must be reduced - or a tireselected that hasa higherTKPH rating.NOTE:Each ti re position on the veh icle mustbe considered.

The Metric Ton-Kilometer-Per-Hourformula (average tire load multipliedby average tire speed), is designed tohelp you achieve optimum perform­ance from Goodyear earthmover ti res.It helps you calculate the load -speed-time factor that's within safrtire temperature limits. Use the TKPformula to avoid premature tire tailutdue to excessive heat.All Goodyear earthmover tires havebeen assigned a TKPH limit. Earth­mover haul jobs operate at variousTKPH rates, depending on the load,distance and time involved in roundtrips. Thus, each job's haul rate mustbe determined to compare it witheach tire's TKPH rate limit.Obviously there must be a limit bothin load and in haul distance, wherebythe TKPH formula would no longerapply. Our tests have shown that ve­hicles - with tires loaded at 20%above their rated capacity or, used onhauls of more than 32 kilometers -cannot qualify for TKPH calculations.For haul lengths in excess of 32 kilom­eters one way, consult your Good­year Representative.

50

THE WCF FORMULA:

Multiply the average tire load' timesthe Max. Average Speed Per Hour"to determine the Work Ca­pability Factor Rating.'(Average Tire Load = empty tire load+ loaded tire load divided by 2)"(Maximum Average Speed =round trip distance in miles x maxi­mum number of cycles per hour ofcontinuous "Load & Carry"operation.)Goodyear Dozer and Loader tires aredesigned for use in "Dig and Load"service and selected on a Tire & RimAssociation SMPH(8KPH)maximum

l,ed basis.Tire heat build-up in thise of operation is not a factor.th the advent of new earthmover

operational techniques, loaders areincreasingly being used as transportmachines. When a loader is used tohaul material distances greater thanSO feet (1S meters), the operation isclassified as "Load and Carry". Sincethis type of servicewill involvespeedsabove SMPH (8 KPH) for considera­ble distances, tire heat build-up mustbe taken into consideration to insureoptimum tire performance.As with all earthmover tires used intransport service, tire heat buildup isa function of the amount of work thetire is doinq.HEAT ISATIRE'SWORSTENEMY­the increased thickness and higherload carrying requirements of Dozerand Loader tires necessitatesthe useof atire limitation system- theWORKCAPABILITY FACTORSYSTEM.The Work Capability Factor ratingsystem provides the guidelines toselect the correct Goodyear tire forthe job requirement. Years of con­trolled testing and field studies haveculminated in a valid and practicalmeans of establishing capabilities ofDozer and Loader tires when used in"Load and Carry" Service.

e factors of Load and Speed haveg beenusedfor evaluating the lim­tions of transport tires. For tires

used in transport service on loaders,additional factors such asmorestops,

starts and turning must be consid­ered. These additional operationalfactors produce higher stresses onthe tire components, resulting in in­creased tire heat build-up.On one way haul lengths of less thanSOOfeet (1S0 meters), there is signifi­cantly higher tire heat build-up thanon haul lengths in excess of SOO feet(1S0 meters) (run at the sameaveragespeed and load). For this reason,separateWCFtables areusedfor haullengths O-SOOfeet (0-1S0 meters)andSOO-2,OOOfeet (1S0-600 meters).The formula is figured by multiplyingtheAVERAGEton load PERTIREandthe MAXIMUM AVERAGE speed ofthe machine PERHOUR.Here's an example:First, determine the AVERAGETIRELOAD for each tire by adding theempty tire load to the load, and divid­ing by 2.NOTE: Average front tire loads arealways greater for front end loadersthan average rear tire loads. Use thehighest front tire average load for theWCF calculation. Equipment specifi­cations, or better yet, actual weightsmay be used.1S.0 tons Empty+ 30.0 tonsloaded

222.5 TONS AVG.

LOAD

14.0 metric tonsempty + 28.0tons loaded

221 METRICTONS AVG.

LOADThen, determine the MAXIMUMAVERAGE machine speed: To findthis figure, compute the round tripdistance in miles, and multiply thatnumber by the maximum number ofcycles per hour of CONTINUOUS"Load and Carry" operations. Shortperiods of vehicle downtime shouldnot be included in the averagespeedcalculation due to the relatively slowstatic cooling rate of D & L tires.

S1

400 feet one way = 800feet found trip =.152Mile per cycle.15 Miles X 35 Cycles

Cycle Hour= 5.32MPH (Max. Avg.)125metersoneway = 250metersroundtrip = 25 KM/Cycie.25Kilometers X 35 Cycles

Cycle Hour= 8.75KPH (Max. Avg.)Now you have both the AverageTireLoad for this job and the MaximumAveragemachine speed.To find the Work Capability Factorrating required for this job, multiplythese two numbers:22.5tons x 5.32mph = 119.7WCF(21metric tons x 8.75 kph = 183.75WCF)To find the right tire for the job con­sult the published Work CapabilityFactors for haul lengths of less than500 feet (150 meters) one way thathave been established for each sizeand type of Goodyear Dozer andLoader tire, and select the tire whoseWCF rate meets or exceeds the JobWCF requirement. If you havea mul-

tiple choice of tires whoseWCFrate ismore than the job requires, alwaysselect the tire with the lowest ratewhich will meet the requirement. Inthis way you will have the optimumtire - that is, the besttire for wearanddurability, as well as being adequatefor heat resistance.The Work Capability Factor require­ment figure maybepredetermined forany "Load and Carry" job involvingDozer and Loader tires by using thisformula. If the job requires a higherWCF rating than that of the tires youare now using, you should either (a)replace the tires with higher ratedtypes, or (b) reduce either speed orload factors to bring the WCF ratingwithin acceptable limits for the tireLObviously there must be a limit bin load and in haul distance, wherethe WCF formula would no longerapply. Vehicles with tires loaded at15% above their rated capacity orused on hauls of more than 2000feet(610meters) one way cannot qualifyfor WCFcalculations.For haul lengths in excessof 2000feet(610meters) one way, consult Good­yearDevelopmentDepartment,Akron,Ohio.

52

The WCF Formula helps you selectthe right Dozer and Loader tires forthe job - before you buy. It's anothercustomer service of Goodyear, pro­ducers of the industry's Work Capa­bility Factor rated Dozer and Loadertires.Example of WCF Application - forestablished jobsite planning a "Load& Carry" operation.1. Conditions: Front Tire Loads -

Empty = 30,000#Loaded = 60,000#Avg. = 22.5 tonsOne Way Haul Lengths = 400 feet

2. Tire on Loader: 33.25-35 (L-5)WCF = 115

.

. Determination of Maximum Allow­able Average Speed:

115WCF =5.11 MPH22.5 tons

4. Determination of Maximum Num­ber of Cycles per Hour:5.11 MPH =Cyclesx 800 Feet x 1

Hour CycleMILE Mile

5280 feetCycles, 5.11MPH x 5280 Feet/M iHour 800 feet/cycle= 33.7 Cycles/Hour Maximum

Example of WCFApplication (metric).1. Conditions: Front Tire Loads -

Empty = 14,000KilogramsLoaded = 28,000 KilogramsAvg. = 21.0 metric tonsOneWayHaul Length =125meters

2. Tire on Loader: 33.25-35 (L-5)WCF = 168

3. Determination of Maximum Allow­able Average Speed:168metric WCF = 8.00 KPH21.0 metric tons

4. Determination of Maximum Num­ber of Cycles per Hour:8.0MKH = Cycle~ 250 Meter~ 1

Hour CycleKilometer1000MetersCycles= 8.0Km/Hour x 1000M/KmHour 250 M/Cycle= 32.0 Cycles/Hour Maxmum

53

BALLASTED TIRES

It has been shown that by increasingthe axle load of a machine of suffi­cient power, the tractive ability isalsoincreased.NOTE: Before adding ballast, tube­less tires must be air inflated as fol­lows: grader tires inflate to 50 PSI(3.50 Bar)... 35 inch rim diameterand smaller to 75 PSI (5.25Bar) ...larger than 35 inch diameter inflate to90 PSI (6.25Bar). (This must bedoneto seat beads properly and preventpossible tire slip on the rim). Tiresmust then be deflated and ballastedas described.Liquid Filled TiresFor load carrying vehicles such astractors, motor graders, bulldozers, asimple method of adding weight tothe drive wheels consists of partialliquid filling insteadof air inflating thetires. This method of replacing con­tained air 75%with a solution of cal­cium chloride and water is recom­mended for the tires. Calcium chlor­ide ischosen for severalreasons:Theadditional weight (up to 50%)that canbe gained over the weight of plainwater is advantageousfrom the trac­tion standpoint; it is not harmful to

rubber, and it is plentiful low-costcompound for anti-freeze use.The present opinion in regard to liq­uid filling tires usedon load carryingmachines is that 100%filling shouldnot be recommendedfor general use,asvariations in pressurewhich wouldoccur with large variations in loadmaycause internal pressurerise andstressestoo great for safetyandsatis­factory tire service.Tubes to beused in calcium chloridesolution filled tires areequippedw'Lspecial sealed-in base valves whipreventseparationof the rubbervalvbaseand the valvemetal.Whensolution filled tire pressuresarechecked a special corrosion proofgauge should be used. The valveshould always be in the highest posi­tion, otherwise variations in pressurewill be noted due to differences in theheight of the static head.Liquid filling isalso recommendedforuse with tubeless earthmover tires.Corrosion of tubeless rims is not aproblem.

54

The advantages of calcium chloridesolution filling are: improved traction,increased drawbar pull, less slippageand tread wear, less bounce, and lessfuel consumption, in addition to small­er need for reinflation due to pres­sure loss, as the solution will not seepthru the tube, as will air.

The table on the following page andthe data below, will be helpful indetermining the amount of solutionneeded and the gain in weight it willafford. The table is based on actualmeasured volumes of tires mountedon recommended rims and at recom­mended pressures. The formula fornding the quantity of water and cal­ium chloride needed for any tire, ifhe volume is known is:3. Gal. of water need-Y4 Vol. InCu. In. = ed. (Multiply by

269.6 8..3Lbs. for weight)Gal. of water x 3.5 Ibs. = Weight inpoundsof calcium chloride needed.This 3.5poundspergallon (.42kg perliter) of water will provide protection

against freezing to a temperature of-30°F (-34°C) -"the table below willshow other amounts of calcium chlo­ride and to what temperature protec­tion against freezingwill be provided.Also shown is the specific gravitywhich maybereadon astandard bat­tery hydrometer.Sp. Gravity Lbs. CaCI2 Freezesat 62° F. per Gal. H2O Below OF

1.000 0.0 +321.050 0.7 +211.100 1.5 +71.150 2.3 -101.218 3.5 -301.250 4.2 -42

Sp. Gravity Kg. CaCI2 Freezesat 18°C. per Liter H2O Below °C

1.000 0.00 01.050 .08 -61.100 .18 -141.150 .28 -231.218 .42 -341.250 .50 -41

55

99

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LIQUID BALLAST TABLESTire Size PR Type Required CaCI2@ Dissolve in H2O Total/WI. Increase

Tire 75%Fill.42 Kg

3.5 Lbs./Gal. Per Liter Gals. Liters Pounds Kg37.5-51 44 SXT 1332 605.0 380.5 1440.5 4508 2045.5

44 SHRL8 1737 789.0 496.3 1878.5 5879 2667.543.5-43 40 SHRL8 2168 985.0 619.5 2345.0 7338 4330.030/65-29 16 SXT 546 248.0 156.0 590.5 1841 838.5

24 SXT 499 203.5 128.0 484.5 1515 688.035/65-33 24 NYST XT 873 396.5 249.3 943.5 2951 1340.0

24 NYST SXT 753 342.0 215.1 814.0 2548 1156.038-39 30 NYST XT 1218 633.0 398.1 1507.0 4123 2140.0

30 NYST SXT 1116 507.0 318.8 1207.0 3776 1714.040/65-39 30 NYST XT 1353 615.0 386.7 1464.0 4580 2079.0

) 30 NYST SXT 1200 545.0 342.9 1298.0 4061 1843.045/65-45 34 NYST SXT 1754 798.0 501.9 1900.0 5944 2698.050/65-51 38 NYST SXT 2222 1009.0 634.7 2402.5 7518 3411.0

54 NYST SXT 4046 1838.0 1156.0 4376.0 13693 6214.036 NYST SXT 1142 655.0 412.0 1559.5 4854 2214.5

57

SHREDDED WIREUNDERTREAD TIRES

STANDARD CONSTRUCTION IN:Hard Rock Lug - Sizes 14.00 andlargerHard Rock Rib - Sizes 14.00 andlargerSure Grip Lug - Sizes 26.5-25 andlargerSuper Hard Rock Lug - Sizes 20.5and larger (Wide Base)Sure Grip - Sizes 18.00and largerOther Sizes available on SpecialOrders

SHREDDED WIRE UNDERTREADThe combination of steel filamentsdispersed in extra-tough rubber (asshown in cutaway above) combinesthe cut-resistance of steel and theflexibility of rubber. Forms a ruggedbarrier against cutting andpuncturing objects while guardingagainst tire separation and cutgrowth.

3-T NYLON CORD BODIESTriple-Tempered by Goodyear'sexclusive Triple-Tempering process,3-T nylon cord bodies provideoutstanding resistance to severeshocks and bruises ... haveability tostand up longer under heavier loadson long hauls.

l.

SUPER STEEL-GUARD TIRES LSTEEL GUARD BREAKERSuper-tough Steel Guard breakeracts asabuffer betweenthe treadandbody to protect against penetrationsand bruises.

SHREDDED WIRE BENEFITSOne of the greatest Land Fill tireimprovements in years! Thecombination of steel filamentsdispersed in extra-tough rubber (asshown in the cutaway view at right)combined the cut-resistance of steeland the flexibility of rubber to form arugged barrier against cutting andpuncturing objects ... while guardingagainst tire separation and cutgrowth by literally "zippering" thetread and body together. Also,Shredded Wire treads, undertreadsand sidewalls add up to longer tirelife, a minimum of tire-causeddowntime for equipment andreduced tire costs in the long run!Recommended in Hard Rock Lug,Super Hard Rock Lug, Super HardRock Lug Xtra Tred and RockGraderDesigns. Can also be produced inSure Grip Lug, SureGrip Grader andSure Grip Loader.

L

58

,SHREDDEDWIREUNDERTREAD(ActualX-rayView)

TRIPLE-TOUGH3-T NYLONBODY

• Retards Cuts and Cut Growth .• Guards Against Bruise Breaks .• Resists Separations ...

• Improves Recappablllty ...• Saves Money for You!

Shredded wiretread

Shredded wireundertread

Steel Guardbreaker

3-T Nyloncord body

Shredded wiresidewall

Shredded wirestops ordinary

puncturing objectssuch as nails

Steel Guard protectstire body against

largepuncturing objects

59

EARTHMOVER TIRESBIAS CONSTRUCTION - TRUCK

\

HARD ROCK RIBE-1 (HRR-1A)Off-the-highway, in frontwheel and trailer service,the three continuous ribsgive smooth riding, straighttracking and reduce sideslippage.

HARD ROCK LUGE-3 (HRL-3A)The lug tread meets all re­quirements for heavy duty,off-the-highway service.Used primarily for rock ex­cavating, mining and quar­rying where fast tread wearandtread-cutting havebeena problem, but not whereheat is a factor.

EARTHMOVERSURE-GRIPE-2 (SGL-2A)Good traction for big loadsin soft, muddy and slipperygoing.

HARD ROCK LUG 8E-3 (HRL-3B)Designed for Off-the-Roadmining and quarrying ser­vice. The cut resistant andlong wearing tread is suit­able for use in all wheelpositions - drive,steer,andtrail. TheHRL 8hasahigherTKPH-TMPH ratingthantheHRL tire.

60

EARTHMOVER ALLWEATHER E-7 (EAW-7A)This all-purpose tire for theheaviest off-the-highwayduty. Designedprimarily forfree-rolling wheelsandgen­eral purpose traction.

SEMI-HIGHWAY 5 RIB(SEMI-HWY 5R) E-7

(SHY-7A)A specialized 100 level tiredesigned for steering a~free rolling wheels over iprovedhaul roads.Thiscorunning tire operatesat rel­atively high TKPH-TMPHrates.

EARTHMOVER TIRESBIAS CONSTRUCTION - TRUCK

HARD ROCK LUG XT-8E-4 (HRL-4B)Basically Off-The-Road -Massivecut resistant, deeptread for long wear, underthe most trying conditions.eavy under-tread, goodecappability. For front,drive or trail position ser­vice.

HRL-4EE-4A front, drive, or trail posi­tion tire suitable for use inmining, quarrying and con­struction. Flat, deep treadprovides long wear and ex­cellent recappability. Goodton-mile-per-hour rating.

EARTHMOVER TIRESBIAS CONSTRUCTION SAND SERVICE

RIB SAND SERVICEE-7 (SRB-7A)Providingminimumsinkagewith adequatetraction, evenwear and no "heel and toe"effect, the Rib Sand tire iseffective in soft, very finegrain sand with minimumsurfaceandsub-surfacedis­turbance - the maximumflotation-mobility tire.

ALL WEATHER SANDE-7 (SAW-7A)Withgoodflotation andtrac­tion qualities in coarse andfine sand, the AWSand tirecan also be satisfactorilyused on unimproved andmediumhard loadsurfaces.The "cross-hatched grooveeffect" aids both lateral andcircumferential traction.The diamond tread patternextends down over theshoulder aiding maneuver­ability. This design isagoodcompromise betweenflota­tion-mobility and alternateroad service.

61

SPECIAL SAND ANDROAD SERVICE E-7

(SRS-7A)This design features a flat­ter, wider tread than "sandserviceonly" tires aswell asincreased non-skid andundertread which providesimprovedpenetration resis­tanceand reduced rock-cuthazards. In addition, theSpecial Sand and RoadService tire has exception­ally heavy upper sidewalland shoulder constructionto resist snagging and tear­ing. This tire is not recom­mendedfor soft sandwhereflotation and mobility arecritical.

EARTHMOVER TIRESBIAS CONSTRUCTION - GRADER

RIB GRADERG-1 (RBG-1A)For power grader frontwheels and all wheels ondrawn graders.

SURE-GRIP GRADERG-2 (SGG-2A)Designedfor maximumtwo­way, non-skid - hard pull­ing and long wearing.

ROCK GRADERG-3 (RKG-3A)The tread to meet all re­quirements for heavy-dutyservice.Designedfor maxi­mum forward-and-backtraction over rough or soft­surface.

AWTGRADER(AWG-1A)

Finest for rolling bigloads faster on allfree-rolling wheels.Providesexcellentflo­tation in loose soiland insures smooth,evenwearonfirmsur­faces.

ALL SERVICEGRADER (ASG-2A)Non-directionaltreadprovides equal trac­tionforwardandback­ward. Square shoul­der lugs provide ex­cellenttraction insoftsoil. Connected barsprovide smooth rideon hard surfaces.

SMOOTH GRADER(SMG-1A)

Smooth tread tire foruse whPreminimumdamage to soil sur­face is desired.

62

G4 GRADER(SGG-4B)

The SGG-4B is aheavy-duty grader­deeptread for 10ngeLrservicehours. It isdsigned for maximuforward and backtraction over roughor soft ground.

EARTHMOVER TIRESBIAS CONSTRUCTION MINE SERVICE

HARD ROCK LUG XT(HRL XT-UMS)

(HRL-4A6S)atures extra heavy treadthe most abrasion resis­

tant compounds togetherwith non-directional treaddesign forthe best in ahightraction, long wearing, un­derground mine tire.

HARD ROCK LUG XT2(HRL XT2-UMS)

(AMS-4/5A)More of everything neededinseveremineservice.Con­tains as much as 25%morerubber byweight than regu­lar mining and quarry tires.Bigger, huskier, longerwearing tread with feweropeningsfor rock andstonedamage.

HARD ROCK LUG(HRL-UMS) (HRL-3A6S)Combines the proven HardRock Lug design with themost abrasion resistantcompounds for a longwear­ing, damage resistant tire.

EARTHMOVER TIRESBIAS CONSTRUCTION (WIDE-BASE) LOADER

SURE-GRIP LOADER15.5-25, 17.5-25,20.5-25SIZES ONLY L-2

(SGL-D/L-2A)Wide Sure Grip Lug treadfor loader tire with high flo­tation. Tire with "Bite" insoft soil.

SURE-GRIP LOADER(LOW PROFILE)20-24, 22-25 SIZES ONLYL-2 (SGL D/L-2A)Manufactured in the provenTraction Sure-Grip design,this loader type is distin­guished by its low profile,only65 percentashigh (sec­tion height) as it is wide(section width) made pos­sible by using low cordangles.The benefit of thesetwo low profile designedtires is better loader stabil­ity than with wide-basedsized tires.

63

SUPER HARD ROCKLOADER 15.5-25, 17.5-25,20.5-25 SIZES ONLY L-3

(HRL D/L-3A)Wide base hard rock lugdesignfor loaderti res.Widertread and lower pressuresprovides increased weightdistribution and increasedtire to ground pressure.

EARTHMOVER TIRESBIAS CONSTRUCTION (WIDE-BASE)

SURE-GRIP LUG E-2 (SGL-2A)SURE-GRIP LUG D&L L-2 (SGL D/L-2A)This wide base, low-pressure tire hasimprovedflotation to allow faster,constantoperation of big equipment.

SUPER HARD ROCK LUG 8 E-3(HRL-3B)

SUPER HARD ROCK LUG 8 D&L L-3(HRL D/L-3B)

The successor to the SHRL,the SHRL8 isdesigned to provide traction onall typesofsurfaces as well as to produce high treadmileage. With a strong bruise resistantcarcass, the SHRL 8 has a higher TKPH­TMPH rating than the SHRL for scraper,Code E,applications.

SUPER HARD ROCK LUG, E-3 L(HRL-3A)

SUPER HARD ROCK LUG D&L L-3(HRL D/L-3A)

The low-pressure, wide base Super HardRock Lug is constructed for superior flo­tation under all conditions. Greater treadwidth and lower pressure combine toreduce bruising and cutting by increasingweight distribution and increasing tire-to­ground contact.

SUPER HARD ROCK LUG XT D&L L-4(HRL D/L-4A)

Designed for Dozer and Loader service.Toughtreadcompound,heavyunder-treadand truncated shoulder buttress provideslong tread life. Treaddesigned to SimulaL"Track Type Tread."

64

EARTHMOVER TIRESBIAS CONSTRUCTION (WIDE BASE)

SMOOTH EXTRATREO O&L L-4S

(SMO O/L-4A)SMOOTH SUPER XTRATREO O&L L-SS

~ (SMO OIL-SA)l: specialized tire usuallyfound in undergroufldloader applications, theSmooth D&L design is bestknown for evenwearwherelug snagging has been aproblem. Tread and side­wall penetration resistancecharacterize the tire.

SUPER XTRA TREO O&LL-S (HRL OIL-SA)Flatwide tread tire for max­imum performance in mostrugged service.Reinforced,cut resistant tread withshredded wire undertreadfor superior traction. Thicksturdy sidewalls give highdegree of stability.

SUPER XTRA DUAL TREOO&L L-S (ORL OIL-SA)A combination of two ag­gressivetread designs for aunique application in ex­tremerock servicejobs. TheSuper Xtra Dual Tred givesyou the benefit of smoothxtra tred on the outboardshouIder to protect againstcutsandsnagsby providinga constant tread carcassthickness balanced by deepxtra tred bars and grooveson the inboard shoulder toprovide the extra traction.

NYLOSTEEL EARTHMOVER TIRESSTEEL-BELTED CONSTRUCTION

NYLOSTEEL SUPER XTRA-TREO O&LL-S (NRL OIL-SA)The same construction advantages de­tailed above except that the NylosteelSuperXtra-Tred (extra deeptread) tire willgive longer wear especially in severe rockservice applications.

NYLOSTEEL XTRA-TREO O&L L-4(NRL O/L-4A)

The65AspectRatio (sectionheight dividedbysection width) Nylosteel design offers awider, flatter tread to provide Improved

'

readwearand traction. The lower aspect,ombined with steel belted construction,makes possible a DozerlLoader tire withgreater stability. Xtra-Tred (deep tread)tire gives longer tread life than standardtread depth tires.

65

UNISTEEL EARTHMOVER TIRESRADIAL CONSTRUCTION

RL-2F E-2, L-2Successor to the RL-2,the RL-2F is a newaddition in the standard tread depth Uni­steel radial tire line. The RL-2F gives im­proved traction in wet and soft underfootconditions while retaining theshoulder re­inforcement for sidewall protection of the"RL" seriesdesign.

RL-2 E-2,L-2Good traction in rough conditions de-Lscribesthe application towhich the "RL-2"is most suited. The "RL-2" is a semi-extratread tire with added shoulder reinforce­ment. With its three segment open blocktread, the "RL-2" is especially suited forloader service, where additional sidewallprotection and traction is required.

UNISTEEL EARTHMOVER TIRESRADIAL CONSTRUCTION

RL-3 E-3,L-3A semi-extra tread tire for longer wear,the"RL-3" should be used for medium tosevererockserviceapplications. Increasedcut protection and long tread life resultfrom the compact tread design. The "RL-3" is suitable for Loader/Dozer, Scraperand Truck service where maximum side­wall protection is required.

RL4 E4An extra-tread Loader/Dozer, and Trucktire that isavailablein two treadconfigura­tions,(RL-4Davailablein limitedsizerange)the "RL-4" is designed for mediumsevererock service applications. Increased cutprotection and extra long life result fromLthe "RL" tread design andaddedshouldereinforcement when applied within itsTKPH rating. Available in "4S" compoundfor abrasion resistanceand "3S" "2S" forhigher speedapplications. '

66

SECTION IV

Load and InflationsFor Goodyear

Off- The-Road Tires

67

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Goodyear U.S.A. District Sales Office

Atlantic DivisionAlbanyPort of AlbanyAlbany. NY 12202518463-4184

Baltimore4625Hollins Ferry RdBaltimore. MD 21227301 247-0900

Boston215 First AveNeedhamHts MA 02194617 444-3900

New Brunswick1665Jersey AveNo. Brunswick. NJ 08902201 745-6500

New York1665JerseyAveNo. Brunswick NJ 08902201'745-6500

PhiladelphiaScott Plaza2Philadelphia. PA 19113215/365/0700

Pittsburgh875 Greentree Rd1 ParkwayCtrPittsburgh. PA 15220412922-2810

Syracuse290Elwood-DavisSUite309Liverpool NY 13088315451-6100

Great Lakes DivisionChicago1501Nicholas BlvdElk GroveVii. IL 60680312 640-5000

Cincinnati3680E Kemper RdCincinnati. OH 45241513/769-4300

Cleveland18901SnowRdCleveland.OH 44181216 267-3000

Detroit6500M1 ElliottDetroit. MI 48211313/925-7200

Milwaukee16300 W, Lincoln AvenueNew Berlin. WI 531514141784-0240

PeoriaPOBox 3404Peoria: IL 61614309/693-2525

Southeast DivisionAtlanta2755Piedmont Rd NEAtlanta. GA 30305404 237-4611

Charlotte2700NevadaBlvdArrowood S roo. Pk.Charlotte. NC 28217704/588-0500

Jacksonville829HainesStJacksonville. FL32201904354-1471

Miami8181NW36thMiami. FL 33166305/592-4960

RichmondW.Roslyn RdRoslyn Ind ParkColonial Hts. VA 23834804/526-4950

Mid-South DivisionBirmingham506Tenth St -SBirrrunqharn.AL 35201205 322-0521

Memphis2070S 3rd StMemphis, TN 38109901'948-3493

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New Orleans1000Dakin StJefferson. LA 70181504,838-4765

51. Louis8544PageBlvdSI LOUIS.MO63114314/429-8700

Goodyear U.S.A. District Sales Offices

Heartland DivisionDes Moines1600E Euclid AvenueDes MOines, IA 50313515/265-5341

Kansas City10100W. Santa Fe DriveOverland Park, KS 66212913/381-8200

Minneapolis5100W. 35th SI.Minneapolis, MN 55440612/927-7381

Omaha1600 E. EuclidPO Box 1576Des Moines, IA 50313515/265-5341

~outhwest DivisionDalias Oklahoma City7301 Ambassador Row 4300 Highline BlDallas, TX 75247 Metro Pk. Office214/637-9100 Ctr. Bldg. 0

Oklahoma City, OK 73108Ei Paso 405/947-20406936 Commerce AvenueEI Paso, TX 79991915/778-5421

Houston5544 Armour DrHouston, TX 77001713/672-9481

San Antonio631 N. WWWhite RoadSan Antonio, TX 78220512/333-1217

Pacific DivisionLA-North6666 E. Washington BlvdLos Angeles, CA 90040213/721-5125

LA-South6666 E. Washington BlvdLos Angeles, CA 900402131721-5125

Hawaii1150S. King SI.Suite 507Honolulu, HI 96814808/531-7078

Phoenix5060 N, 19th Ave.Suite 416Phoenix, AZ 85015602/242-4300

Sacramento147 Commerce Cir.Sacramento, CA 95813916/922-9851

San Francisco1800Merced SI.San Leandro, CA 94577415/483-2900

Great Northwest DivisionDenver4686 Ivy SI.Denver, CO 80207303/399-1780

Portland6445 SW Canyon CourtPortland, OR 97225503/226-2951

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Salt Lake925 N. OverlandN. Salt Lake, UT 84054801/292-4401

SpokaneN. 3808 Sullivan RoadSpokane, WA 99215801/292-4401

Goodyear International CorporationEarthmover Tyre Sales &

Service Department

MANAGERTelephone: (216)796-2355

1144 East Market StreetAkron, Ohio 44316 USA

Telex: 64-0550INT'L ACCOUNTS MGR.Telephone: (216)796-2656

FIELD SERVICEMGR.Telephone: (216)796-1078

Regional Manager - Eur/Afr/MEEMTire Sales & Serviceclo S A Goodyear NVDe Kleetlaan 21920MachelenDiegem, Belgium

Regional Manager - Latin AmericaEMTire Sales & ServiceCompanhia Goodyear do BrasilAvenida Paulista 854- 8/11 AndaresPO. Box 142401310Sao Paulo, Brasil

Telephone: 720-51-00Telex: 22279Cable address: Goodyearegional Brussels,

Belgium

Telephone: 285-2244Telex: 1122196Cable address: Goodyear Saopaulo (Brasil)

International Accounts Mgr.EMTire Sales& Service

Manager - South AmericaEMTire Sales& ServiceCompanhia Goodyear do BrasilAvenida Paulista 854 - 8/11 AndaresP.O.Box 142401310Sao Paulo, BrasilTelephone: 285-2244Telex: 1122196Cable address:Goodyear Saopaulo(Brasil)

Manager - Europe (Non-EEC Countries)EMTire Sales & Service(Both managers havesameaddressas the Regional Manager - EurlAfrlMEas detailed above.)

Manager - Mid East(Incl. Greece, Turkey)

EMTire Sales & ServiceGoodyear International CorporationPOBox 17176Amman, JordanTelex: 22027(GDYRJO)

Manager - ColombialVenezuela/CaribbeanEMTire Sales& ServiceGoodyear de Colombia, SAYumbo (Valle) ColombiaApartado Aereo 142Cali, ColombiaTelephone: 68-61-41/59Telex: 55589Cable address:Goodyear-Cali(Colombia)

Manager - West AfricaEMTire Sales & ServiceGoodyear International Corp.01 B P 3946Abidjan, 01 Ivory CoastTelephone: 225136Cable address: c/o Goodyear Abidjan

Manager - Mexico/Central AmericaEMTire Sales& ServiceCompania Hulera Goodyear-Oxo SACalle VarsoviaNo. 44 Piso 9Mexico 6, D FMexicoTelephone: (Area Code 905) 533-56-40Telex: 001774447Cable address: (Originating in USA)Compania Hulera Goodyear-Oxo SACalle Varsovia44 - Novena PisoMexico 6, D FMexico

Manager - EastAfricaEMTire Sales & Serviceclo Goodyear Zimbabwe Pvt. Ltd.POBox 1354Harare, ZimbabweCable address: Goodyear Salisbury,Zimbabwe

Regional Manager - AsiaEMTire Sales& ServiceGoodyear Tyre & Rubber Co. (Aust) Ltd.Box 3885,GPOSydney, NSWAustralia

(Originating in other countries)Goodyear Mexicocity (Mexico)

Telephone: 339-0311Telex: 20375Cable address: Goodaust Sydney (Australia)

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