Cassing Preservation
Nitrogen Inflation
Many original equipment manufacturers recommend nitrogen inflation. It helps to minimize the possibility of explosion due to excessive heat from external sources.
Typical sources are:
- Vehicle fires.
- Excessive braking.
- Dragging brakes.
- Welding on rims of mounted tires.
There are several other benefits to nitrogen inflation:
- It offers improved pressure retention.
- It reduces aging due to oxidation of the tire carcass.
- It minimizes rim rust.
Mounting and Demounting
One of the most critical parts of the job to get any kind of success in "cost efficient" operations. TIA certified technicians and trainers is the key. We dedicate our time to perfect the task.
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Tire Load/Pressure
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Basic Design Earthmover tires are produced in three basic constructions:
Tread The part of the tire in contact with the ground. It must provide traction, long wear, and cut resistance. It’s depth and design are tailored to meet site and application needs. |
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Carcass Contains the inflation medium. The greater its strength, the greater the pressure it can hold. Bias and bias/belted tire carcasses use many angled plies of fabric to achieve strength. Unisteel radials have one ply of steel wire. Breakers (Belts) These are placed between the tread and carcass. They assure a union between these parts. They also distribute road shock to protect the carcass. In bias/belted and radial constructions, they control the diameter of the tire. They also impart superior impact and penetration resistance. |
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Bead Bundles of high tensile steel wire. They anchor the tire to the rim. Bias and bias/belted tires may have several bead bundles. Unisteel radials have one large bead bundle. Sidewalls The protective rubber cover on the side of a tire. The rubber is compounded to flex without cracking. It also resists cuts and forms a weather-proof barrier to protect the carcass. Inner Liner A non-porous rubber compound inside the tire. It works with the rim and O-ring to contain the inflation medium in tubeless designs. |
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Deflection Many people think that deflection describes the bulge at the bottom of a loaded tire. Actually, this bulge occurs as a result of deflection. Deflection really describes the change in the tire’s radius when a normal load is applied. The radius is measured from the center of the axle/hub to the ground. Unloaded Radius is measured with no weight on the tire. The tire is mounted on a rim and inflated to working pressure. The tire is stood and supported so the tread touches the ground. However, no load is applied (i.e., not even the weight of the tire and rim). Static Loaded Radius is measured with the weight of the vehicle and payload on the tire. Static means that the tire is standing still. The deflection is the difference between the Unloaded Radius and Static Loaded Radius. This is the same distance that the axle lowers when the vehicle is fully loaded. Deflection is extremely important. Engineers design tires to operate at a certain percentage of deflection. Operating with too much or too little deflection lowers tire life. |
Rim/Wheel Preservation
One of the most expensive hardware on the over and off the road vehicles is the rim/wheel base and parts. Maintaining them and chacking it periodically will extend the life of them as well as the life of the tires. Cracks or bend parts could create a time boom!!.
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At the end of the service life of a tire, we take it out of service and deflate them for demounting. |
| After demounting the tire we inspect for cracks, over heat areas, bends, and unusual wear on the rim/wheels. |   |
| Sand blasting on rim/wheel will reveal little things on them. |  |
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After truly inspection a base paint is applied on rim/wheel. |
| Next step is power coating for preservation of material when put back on service. |  |
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Storage - Final Inspection - Back to Service |