Truck tyres -

technical basics
The 11 golden tyre rules
1. Storing tyres:
Cool, dry, dark, with little air movement. Avoid any contact with fuel,
lubricants, acids and solvents.
2. Fitting/removing tyres:
Avoid using sharp-edged objects. Use fitting paste (apply to tyre bead and
rim shoulder). Tyre fitting pressure should never exceed the value given in the
table by more than 150%. Replace damaged or worn rims. Fit a new rubber
valve or valve insert (on metal valves). Ensure the tyre is fully deflated
before removing it.
3. Fitting/removing wheels:
When loosening wheel nuts, use a wheel brace wherever possible and tighten
the nuts with a torque wrench (note the torque values given by the vehicle/rim
manufacturers). Clean the contact areas on the wheel hub and rim before
refitting. Wheels should only be fitted/removed when the brakes/rims/axles
are cold. Careful wheel balancing and centring means improved quiet running.
4. Tyre inflation pressure:
Check the pressure on the cold tyre. Tyre pressure should be checked at
least every four weeks. For recommended tyre pressures, see the tyre
manufacturer's tables or the operating instructions provided by the vehicle
manufacturer. After checking/adjusting the tyre pressure, ensure the valve is
airtight and remember to fit valve caps. On twin tyres, provide valve
extensions for inner tyres.
5. Tyre condition:
Tyres in use should be checked regularly for damage/defects.
If damage goes deep, the tyre should be replaced immediately. In doubt,
have the tyre checked by a tyre specialist.
6. Tread depth:
Truck tyres must have a minimum tread depth of 1.6mm (in the main tread
grooves across the entire tyre circumference). Details of where to find the
measuring points on Continental tyres can be found in the company's
technical data brochures.
7. Spare tyres:
It is wise to apply the same criteria to spare tyres as to tyres in use
(see item 4. k Tyre inflation pressure, 5. k Tyre condition and 6. k Tread
depth). The tyre pressure should be set to the maximum permitted axle load.
8. The “right” tyre:
The tyre size (e.g. 315/80 R 22.5), Load Index (e.g. 156/150) and Speed
Symbol (e.g. L ^= 120 km/h / 75 mph) must be in line with the details given in
the car papers, although the Load Index and Speed Symbol of the tyre fitted
can be higher than indicated. Check the tread recommendations given by the
tyre manufacturer.
9. Regrooving:
Only tyres designated as “REGROOVABLE” may be regrooved in accordance
with the recommendations of the respective tyre manufacturer. Details of the
regrooving depths permitted for Continental tyres can be found in the
company's technical data brochures.
10. Remoulded tyres:
The use of remoulded tyres on the front axle of certain vehicles is forbidden
by law (100 km/h / 62 mph - buses).
11. Winter tyres:
In particular companies working in long distance cross-border traffic should
ensure they are familiar with the different national regulations in force.
In Germany, for example, the following new ruling has just been introduced:
“Motor vehicle equipment must be adapted to the weather conditions”.
Coaches and vehicles (tractive unit) transporting hazardous goods should
always be fitted with proper winter tyres on all wheel positions to meet the
increased safety requirements in the winter (Recommendation).
2
Publisher's imprint List of contents

The content of this publication is provided for information only and without
responsibility. Continental Ltd. makes no representations about the accu-
racy, reliability, completeness or timeliness of the information in this publi-
cation. Continental Ltd. may, in its sole discretion, revise the information
contained herein at any time without notice.

Continental Ltd.'s obligations and responsibilities regarding its products

are governed solely by the agreements under which they are sold. Unless
otherwise agreed in writing, the information contained herein does not
become part of these agreements. This publication does not contain any
guarantee or agreed quality of Continental Ltd.’s products or any warranty
of merchantability, fitness for a particular purpose and non-infringement.
Continental Ltd. may make changes in the products or services described Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
at any time without notice. From the crossply to the radial tyre . . . . . . . . . . . . . . . . . . . . . 6
This publication is provided on an “as is” basis. To the extent permitted by From the 5° to the 15° tapered rim . . . . . . . . . . . . . . . . . . . . . . 7
law, Continental Ltd. makes no warranty, express or implied, and assumes
no liability in connection with the use of the information contained in this
Development of low profile tyres . . . . . . . . . . . . . . . . . . . . . . . 8
publication. Continental Ltd. is not liable for any direct, indirect, incidental, The materials that make up a truck tyre . . . . . . . . . . . . . . . . . 9
consequential or punitive damages arising out of the use of this publicati-
on. Information contained herein is not intended to announce product
Tyre components and their functions . . . . . . . . . . . . . . . . 10/11
availability anywhere in the world. Sidewall markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/13
The trademarks, service marks and logos (the Trademarks) displayed in The most important markings . . . . . . . . . . . . . . . . . . . . . . . . . 14
this publication are the property of Continental Ltd. and/or its affiliates.
Units of measurement and definitions . . . . . . . . . . . . . . . . . . 15
Nothing in this publication should be construed as granting any license or
right to the Trademarks. Without the express written consent of Tyre manufacture - a glimpse inside the factory . . . . . . . 16/17
Continental Ltd. the use of the Trademarks is prohibited.
Winter tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18/19
All text, images, graphics and other materials in this publication are sub-
ject to the copyright and other intellectual property rights of Continental
Ltd. and/or its affiliates. Continental Ltd. owns the copyrights in the selec- Tyre tips
tion, coordination and arrangement of the materials in this publication.
Tread depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
These materials may not be modified or copied for commercial use or dis-
tribution. Tyre inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Copyright © 2006 Continental Ltd. Storing tyres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
All rights reserved.
Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Regrooving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
MC/ZKD 01/2006
Retreading/Remoulding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
0131 1209 3
Introduction Tonnage distribution across individual modes of transport

Rail

Inland waterways 13%

7%
Pipelines
5%
75%
Transport of goods by road

Source: EU Commission

The good old pneumatic tyre is now well over a Market surveys in Europe show that nowadays trucks
hundred years old, and has not really changed much handle three-quarters of all goods transport.
from its original concept.
In comparison, the next most popular mode of
John Boyd Dunlop registered this pneumatic tyre with transport, the railway, carries only an eighth of the
the British Patent Office in 1888 and is therefore total.
generally considered to be its inventor. Whether he
was the first person or the second to register this
patent - the pneumatic tyre is now an indispensable
feature of our motorised society.

4
 Demands made on a
truck tyre
(snow- and ice-free
Tyre life
road surface)
Rolling resistance Noise emissions

Remouldability Demands on resources

Price Recycling of old tyres

Economy Environmental aspects

Tyres for commercial vehicles are used in a wide
range of applications and therefore have to meet
many different demands.

The main requirements are that the tyre offers

sufficient load capacity and is able to transmit drive,
braking and lateral forces, whatever the situation. Comfort Driving safety

Absorption of road unevenness Transmission of forces

• Tractive force
Interior noise • Braking
• Lateral force
Handling comfort
• Durability
Uniformity • Resistance to ageing
• Resistance to road unevenness

5
 From the crossply
to the radial tyre
After the invention of the pneumatic tyre, it was a fur-
ther thirty years before the first crossply tyres were
developed for commercial vehicles. Progress in com-
mercial vehicle technology imposed substantial requi-
rements on crossply tyres which - despite all the
advances made - they were eventually unable to
meet.
There are very distinct differences in the construction
of radial and crossply tyres.
Whereas the carrying “air container” on crossply tyres
is made from criss crossing layers of rubberised
fabric, on radial tyres it is formed by radially running
Crossply tyre
The fabric plies (1) cross over each other at the
same angle.
1
Used by Continental for:
• Tyres for two-wheeled vehicles
• Multi-purpose tyres (MPT)
• Industrial tyres
• EM tyres
plies (casing plies) of rubberised cord (on commercial
vehicle tyres steel cord is normally used).
A so-called belt, made up of 3-5 rubberised steel
cord belt plies, prevents or reduces tread deformation
caused by tyre deflection or swelling when the tyre is
inflated.
It was only with the introduction of the radial tyre
concept, where substantially improved design and
materials meant the tyre could meet the necessary
requirements, that development was able to progress
and reach the standards we have today.
Radial tyre
The belt (1) and casing plies
(2) overlap at different angles.
1
Used by Continental for:
• Tyres for cars, trucks and two-wheeled vehicles
• Multi-purpose tyres (MPT)
• Industrial tyres
On firm road surfaces the radial tyre is superior to the
crossply tyre in many ways. One of the strong points
of the crossply tyre, however, is its good selfcleaning
tread pattern; its stiffer sidewalls also enhance resi-
stance to tipping on vehicles with a high centre of
gravity, such as cranes.
The radial tyre, however, definitely dominates today's
truck sector.
6
From the 5° to the
15° tapered rim Inner tube

Flap

Sealing ring

5° tapered rim 15° tapered rim

tube-type tubeless tubeless

In the development of the radial tyre, the multi-piece
5° tapered rim from the crossply tyre was initially
used, in conjunction with an inner tube and flap. In
the course of further development, the one-piece 15°
rim used in the car sector was adopted.
This type of rim offers substantial advantages in
terms of true running, weight reduction and automatic
fitting options. Compared with conventional rims, the
newly-designed bead seat means improved true run-
ning and also the option of a reduced height:width
(H:W) ratio.

7
 Development of
S = Single-fitment
low profile tyres 313
D = Dual-fitment

Rim 8.50
12.00 R 20
Load capacity S 7.500

A Ø 1122
(kg per axle) D 13.400
Tyre inflation bar 8.5
(psi 123)

292

Rim 8.25
12 R 22.5
Load capacity S 7.100
(kg per axle) D 12.600

A Ø 1084
In addition to
• reduced outer dimensions (lowering Tyre inflation bar 8.5
the vehicle height) and (psi 123)
• weight savings,
312
a reduced H:W ratio means further advantages in Rim 9.00
performance characteristics, such as
315/80 R 22.5
Load capacity S 7.500
• quiet running A Ø 1076 (kg per axle) D 13.400
• steering precision and Tyre inflation bar 8.5
(psi 123)
• good wear pattern.

A tyre's load capacity is determined primarily by its 267

volume and inner pressure. Rim 7.50
275/70 R 22.5
Load capacity S 6.300
A Ø 961

This means that for each inner pressure (= tyre inflati-

(kg per axle) D 11600
on) there is a calculated load capacity. The tyre inflati-
on should be adjusted in line with the axle weights Tyre inflation bar 8.5
(psi 123)
specified by the vehicle manufacturer and the actual
weights in operation. Under-inflation impairs driving 298
performance and wear pattern, increases rolling resi-
Rim 9.00
A Ø 938

stance and, as a result, fuel consumption. Under-infla- 305/60 R 22.5

tion over a longer period leads to premature casing Load capacity S 6.700
damage or to total tyre failure. (kg per axle) D 12.300
Tyre inflation bar 9.0 8
(psi 131)
 The materials that make
up a truck tyre

6 1

Tyre example: HSL1

315/80 R 22.5 5
2

4 3

Compound: Structural components:

A tyre comprises different components, all of which 1 Natural rubber 19 kg 30% 5 Core wire 3.5 kg 6%
contain elements in varying compositions. These (electro-plated steel wire)
2 Synthetic rubber 3 kg 5%
elements vary with the size and type of tyre. Listed
in the example below are the elements used for the 3 Halogen butyl rubber 2.5 kg 4% 6 Nylon fabric 0.5 kg 1%
315/80 R 22.5 HSL1 tyre. This particular tyre weighs
approximately 64 kg. 4 Other chemicals 24 kg 37% 7 Steel cord 11 kg 17%
(accessory agents, (electro-plated stranded
plasticiser, preservative, vulcanising agents) steel wire)

9
Tyre components and
their functions

3
5

1 10
1 Tread strip Material Function

Rubber compound The tread strip has to provide high wear resistance and
good grip under all road conditions. In some instances
the tread strip combines two different materials (cap and
base); the base is there to minimise the tread tem-pera-
ture and the rolling resistance.

2 Multi-ply steel belt Material Function

Steel cords embedded in rubber compound Enhances driving stability, reduces rolling resistance and
gives the tyre its long service life. Restricts casing gro-
wth and increases the tyre's structural strength.

3 Steel casing Material Function

Steel cord Gives the tyre its structural strength and its deflection
characteristics; substantially determines driving comfort.

4 Innenseele
Inner lining Material Function

Rubber compound Major factor in preventing diffusion of air and moisture in

tubeless tyres.

5 Sidewall Material Function

Rubber compound Protects from lateral scuffing and the effects of the
weather.

6 Bead reinforcement Material Function

Nylon, aramide, steel cord Securing the end of the steel cord ply on the bead core.
Reinforcing the bead against high shear forces.

7 Bead core Material Function

Steel wire embedded in rubber compound Ensures the tyre sits firmly on the rim.

11
 MADE IN ?? ?
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12
Legal and standardised markings used on the tyre sidewall

1 Manufacturer 5 Data as per US safety standard 11 E = tyres complies with value

(brand name or logo) on inner construction or number of set forth in ECE-R 54
plies, in this case
1a Tread pattern reference 4 = country code for the coun-try
Tread: under the tread there are five steel in which the approval
2 Size designation cord plies (including carcass) number was issued
Sidewall: viewed from the side there is one (here: 4 = Netherlands)
315 = tyre width in mm
steel cord ply (in this case the carcass ply)
80 = aspect ratio (section 12 DOT = U.S. Department of Transportation
height to section width) =80%
5a Load range (responsible for tyre safety standards)
R = radial construction
in accordance with US standard
22.5 = rim diameter (code) 13 Manufacturer code:
6 US load designation
• Tyre factory
3 Service description
of single/dual fitment and indication
• Tyre size
consisting of of max. inflation pressure in kg/kPa (lbs/psi)
1 pound (lbs) = 0,4536 kg • Tyre model
154 = load index for single fitment
1 pound per square inch (psi) = 6,895 kPa
• Date of manufacture
150 = load index for dual fitment
(Production week/year)
7 TWI
L = code letter for speed rating
Tread Wear Indicator
4 Country of manufacture 13a Identification for China
8 Recommended application
only Continental Truck Tyres
13b Identification for Brasil
9 Regroovable
The manufacturer has designed
the tyre for regrooving

10 Tubeless

Tube Type 13
 The most important
markings

Speed Index:

Index F G J K L M N

Speed in km/h 80 90 100 110 120 130 140

(mph) 50 56 62 68 75 81 87

315 tyre width in mm

Load Index:
80 cross-sectional ratio H:W in %
R radial design Index 147 148 149 150 151 152 153 154 155 156

22.5 nominal rim diameter of 15° Load capacity (kg/Tyre) 3075 3150 3250 3350 3450 3550 3650 3750 3875 4000
tapered rim (code)
154 3750 kg tyre load capacity S
Example of tyre marking:
(single tyre fitment)
150 3350 kg tyre load capacity D
315/80 R 22.5 154/150 M 156 L tubeless
(dual tyre fitment) 150
M Speed 130 km/h (81 mph)
156
( 150 L) alternative permitted operating code
14
tubeless tubeless
 Units of measurement
and definitions
As a matter of principle the technical data in the
tables always complies with the international
standards as specified by ISO and the ETRTO.
Further details such as other tyre sizes or designs,
plus the static radius and the rolling circumference
comply with DIN/WdK Guidelines.
Lengths
are given in millimetres (mm).
Tyre pressure
tyre inflation pressure is given in Bar based on cold
tyre.
Outer diameter New*)
is a nominal size which refers to the tread centre.
Max. outer diameter in service
is the maximum diameter permitted in the tread
centre as a result of permanent growth during tyre
use. Dynamic deformations are not included.
Cross-section width New*)
is a nominal size which refers to the smooth tyre wall.
Max. operational width
is the maximum permitted width. This includes scuff
ribs, decorative ribs, lettering and permanent growth
during use. Dynamic deformations are not included.
*) Construction size
maximum operational width
B
new cross-sectional width
Maximum tyre Ø in operation
H
r
tyre Ø new
Rim Ø
clear rim width
f
M = Dual-tyre spacing
B and Ø new when using the measuring rim
A = Outer diameter on the tyre
r = static radius When planning vehicle wheel space, automotive
f = deflection under load
designers must proceed on the basis of the
maximum values for tyre width and outer diameter,
taking into account the tyre`s static and dynamic
Static radius
deformation. In this way they ensure that all
is the distance from the tyre centre to the ground
standardly approved tyres will fit in all cases. If this is
level. Measurements are checked on fitted-tyres
not possible in exceptional cases, appropriate
inflated to the tyre pressure specified in DIN 70020
measures are to be taken to exclude any possible
Part 5.
risk to safety.
Rolling circumference
PR
is the distance covered by each revolution of the tyre.
The ply rating, or PR for short, is an internationally
Load capacities used standard for the structural strength of the tyre
are given in kgs (weight in the sense of mass) sub-structure. The term stems from the time when
cotton was still used for the fabric sub-structure. In
Dual-tyre spacing
those days PR actually referred to the number of
Maintaining the minimum spacing distance ensures
plies. When materials with greater strength were
that the two tyres in a dual fitment arrangement
introduced, the same structural durability was
function without any infringing the ETRTO standards
achieved with fewer plies.
providing the tyres are not fitted with chains.
In the course of development, a variety of
PR therefore now refers to a load capacity category
designations for tyre dimensions have been
and is being increasingly replaced by the Load Index.
introduced, some of which are used concurrently.
The following combination is most frequently used:
tyre width in mm, then H : W (height : width) in % and
finally the codes for the tyre construction - for
example R for “radial” and “-” for “crossply” - and the 15
nominal rim diameter.
Tyre manufacture - a glimpse inside the factory.

Supplier Compound Manufacture of Building Vulcanisation Quality

industry production Semi-finished Putting together the control
products individual components
of a tyre
5 Steel cord 6 11 12 13

steel industry rubber steel-cord spools steel-cord calen- cutting steel-cord building of the pre-treatment of final visual
(steel cord, steel portioning dering to size casing the “green” tyre inspection
wire)

Tread 7

portioning of raw tread extruder control of weight tread cooling cutting the tread control of unit X-ray control
materials and per metre to size weight
supplies
chemical industry
(synthetic rubbers, Textile-cord 8
additives)

3 production of cord fabric on textile-cord cutting building of the vulcanisation check for
master batch rollers calendering textile-cord to size tread/belt imbalance
assembly

Steel bead 9

rubber extraction
(natural rubber)

unwinding of coating of bead rewinding bead ring applying the force variation
4 making up of bead wire wire of bead wire apex control
production
compound
Sidewall/inner liner 10

Each individual stage of production – from

textile industry
(various cords) the inspection of the raw materials through
shaping into sidewall calendering of to delivery of the finished tyre – is subject
transportable extrusion the inner liner
units to ongoing quality control.
16
Supplier industries
and manufacturing compounds
The tyre industry draws its raw materials from various
sectors of industry. After appropriate pre-treatment,
these materials are then further processed to form
individual semi-finished products.
1 The steel industry
provides high tensile steel, the basic material used in
the manufacture of the belt and the casing (steel
cord), as well as in the bead cores (steel wire).
2 The chemical industry
supplies a variety of raw materials and accessory
agents needed in tyre manufacture. These are prima-
rily various synthetic rubbers and additives, which
affect, for example, the tyre's wear resistance, grip
and ageing stability.
3 Natural rubber
is extracted from specific trees by cutting into the
bark. The milky-like liquid (latex) clots when acids are
added and, once it has been washed with water, it is
pressed to form solid bales.
4 The textile industry
provides the basic materials for cord manufacture:
rayon, nylon, polyester and aramide fibres. These
are used, for example, to manufacture bead
reinforcements.
5 Natural and synthetic rubber bales
are divided up, appropriate quantities measured out,
weighed and mixed with other additives in several
stages, in accordance with strictly specified recipes.
More than ten different natural rubber compounds are
processed to form the individual components of
modern tyres.
These individual tyre components and their functions
are described in detail on pages 10 and 11.
Manufacture of semi-finished products
6 Steel cord
Steel cord, pre-treated and delivered on bobbins, is
fed into a calender via special coiling devices. It is
then embedded in one or more layers of natural rub-
ber. Depending on the tyre size, this “continuous belt”
is cut at a specific angle and to specified dimensions
using guillotine shears; it is then rolled up for further
transport.
7 Tread strips
The ductile material manufactured in the mixing plant
is extruded to form a continuous strip. After extrusi-
on, the weight is checked and the tread strip immer-
sed in a cooling tank. Once it has been cut to the
required lengths the weight is re-checked.
8 Textile cord
A number of individual textile fibres are fed into
the calender via special coiling devices and then
embedded in a thin layer of natural rubber. This
“continuous belt” is cut to the required widths on the
shearing machine and rolled up for further transport.
9 Steel bead core
The core of a tyre bead is made up of several
steel wires, shaped to form a ring and individually
coated with rubber. This ring is then additionally
covered with a core profile made from rubber
compound.
10 Sidewall/inner lining
The extruder is used to produce sidewall
patterns featuring different geometry, depending on
the tyre size.
The inner lining is impermeable to gases and is
extruded on the calender to a wide, thin layer.
11 Assembly and vulcanisation
The semi-finished products manufactured in the
various individual stages referred to above are
gathered on the assembly machine and combined in
two stages (casing and tread layer) to form a
moulded blank.
12 Before being vulcanised,
the “moulded blank” is sprayed with a special liquid.
In the vulcanisation press heat, pressure and time
give it its final shape.
13 Final quality controls and despatch
After vulcanisation, the tyres are checked
optically and undergo various other checks.
Once the tyres have passed all the tests, they are
taken to the delivery warehouse to be prepared for
despatch.
17
 Winter Tyres The most important characteristic of a tyre is its road holding. And winter weather presents a real
challenge here. Two features are crucial for winter tyres used on trucks: tread pattern and sipes.

Only the combination of these two features ensures that the truck is well-equipped to handle the
different road surfaces in winter.

Tip
For tougher winter applications, we recommend switching to HDW tyres before the winter season starts.
These applications would involve operation at low, below-zero temperatures, for example, and on gradients
where the road surface is covered with snow or ice.

A little background
Continental developed the first prototypes of a special
winter tyre for use on snow and ice as early as 1914.
Continental's first series-made winter tyres were
launched in 1952.

With their large tread lugs, these first winter tyres

produced a loud rolling noise. They were also hard
Tread pattern Sipes
The benefits of a winter tyre tread pattern can be seen When setting off, rows of fine lateral sipes enable the
and by today's standards, their suitability for winter
particularly well on snow-covered or slushy roads. tread blocks to flex and bite deeper into the ice or
use was only limited.
Short tread lugs mean enhanced tread movement as snow for better traction.
Modern winter tyres benefit from years of develop- the tyre rolls. As a result, snow and slush is automati-
ment work, which has enabled design, material cally removed from the tread pattern.
composition and in particular sipe technology to be
constantly optimised.

18
 Winter Tyres
Different regulations
for different countries

Regulations regarding winter tyres vary greatly from one

European country to another, depending on the respective
geographical position.
In particular companies working in cross-border traffic
should ensure they are familiar with the different national
regulations in force.
New legal ruling in
Germany:
“Motor vehicle equipment must be adapted to the
weather conditions”.
This means that winter tyres will not be stipulated
(with truck tyres there is also no clear legal definition of
the term “winter tyres”).
However, one must be aware that the way this ruling is
worded leaves plenty of scope in legal decisions. Truck
drivers who cause an accident or a traffic jam because of
the winter conditions must expect an appropriate fine.
What Continental recommends:
1. Ensure there is sufficient tread depth on the tyres on all wheel positions:
• This refers to the tractive unit/truck and conventional/articulated trailer
• Experience has shown that neither 4mm nor 1.6mm tread depth is sufficient
2. Proper winter tyres are recommended for all wheel positions on the tractive unit
or truck, although there are different priorities:
1st priority: on the drive axles
(drive and engine/retarder brake)
2nd priority: on the steered axle,
as this also transmits braking forces
3rd priority: on all other axles,
e.g. lift axle or trailing axle
In winter coaches and vehicles transporting hazardous goods
(tractive unit) should always be fitted with proper winter tyres
on all wheel positions to meet the increased safety requirements.

19
 Tyre tips 100

80

Service life in %
60

40

20

0
120 100 80 60 40
Tyre pressure in % of the recommended value

the grooves where the wear indicators are located.

Wear indicators on commercial vehicle tyres are brid-
Example:
ge-like protrusions 1.6 mm high, which show whether Service life in relation to tyrepressure
the tyre has reached the wear limit. (100% = recommended value)

The tread depth should therefore never be measured

Tread depth
The following requirements are law in the majority of
European countries:
• Pneumatic tyres on trucks and trailers have to
feature tread grooves or sipes round their entire
circumference and over the whole width of the
tread area.
• The main grooves on truck tyres have to have a
tread depth of at least 1 mm, 1.6 mm or 2 mm,
depending on the law in each country. The limit in
the UK is 1mm.
The depth of the tread pattern is to be measured in
the grooves or sipes; bridge-like protrusions or
reinforcements in the tread base should be ignored
in this context.
• On tyres with wear indicators (TWI = Tread Wear
Indicators), the tread depth should be measured in
on the wear indicators, but next to them.
N.B. Consult your local Continental office for legislati-
on regarding specific countries.
Tyre inflation
One of the most important causes of excessive tyre
wear and damage is incorrect tyre pressure.
Service manuals produced by the vehicle
manufacturers and technical documentation from
the tyre manufacturers provide information about
correct tyre pressure. These values apply without
exception to the cold tyre, as the inner pressure of
the tyre increases in operation.
Tyre pressure should be checked every 2 weeks, at
the latest every 4, on the cold tyre. Spare tyres must
also be checked.
Under inflation leads to
• increased flexing, which makes the tyre overheat
and may cause tyre failure;
• increased wear = shorter service life;
• higher rolling resistance and subsequently
increased fuel consumption;
• irregular wear.
When checking tyre pressure an optical inspection of
the tyre for external damage (e.g. embedded nails or
screws) should also be made. Missing valve caps and
leaky valves should be replaced immediately. 20
 Tyre tips

Storing tyres
Tyres should be stored in cool, dry, dark and modera-
tely ventilated rooms.
Tyres which are not fitted on rims should be stored
standing up. Avoid contact with fuel, lubricants, sol-
vents and chemicals.
Tyres age more quickly if exposed to direct sunlight
or heat.
Tyre repairs
Tyre damage may initially be just a question of possible that tyre failure can still occur as a result of
damage to the outer rubber: however, this apparently an overstrained area, other than that originally
superficial damage can eventually extend down to, damaged.
or into, the tyre’s reinforcing materials (casing/belt).
This is why each tyre must be carefully inspected by
Therefore no time should be lost in taking the tyre to
a tyre expert before it is repaired. For only a specially
a specialist for assessment as soon as any external
trained person can decide whether it is possible to
damage is detected.
repair the tyre and whether the tyre will be capable
Damage to the reinforcing materials, for instance due of delivering safe performance after the repair.
to a nail puncture or a deep cut, is particularly Repairs must be carried out by an authorized
dangerous because dirt and moisture may penetrate workshop, which is then responsible for inspecting
during the time between when the damage occurred the tyre and for doing the job properly.
and when it was detected. This may even result in
Repairs to the wheels are forbidden.
more serious damage to the reinforcing materials.
Damage to the inside of a tyre can also cause a slow
puncture.

The tyre is then driven underinflated and consequent-

ly subjected to excessive strain. All these factors can
make a tyre non-repairable by the time the damage is
finally discovered. If the tyre is repaired regardless, 21
even if it is repaired by a reputable tyre specialist, it is
 Tyre tips

Tread profile

Additional tread
available as a
result of regroo-
ving
Additional
Steel belt steel belt
2.0 mm of Although tyres can be remoulded after reaching the
Carcass under tread legal wear limit, regrooving is not advisable in every
case. The tread stock thickness is reduced and sto-
nes etc. can more easily penetrate and damage the
Regrooving steel belts, leading to rust formation. This has deci-
dedly negative effect on the tyre’s suitability for
All Continental tyres on which regrooving is permitted
remoulding.
have on both sidewalls, in accordance with ECE
regulation 54, the word The best time for remoulding is when the tread is
worn down to about 3 mm. The tyre must then be
REGROOVABLE checked to make sure the wear is even all round.
As part of their design all-steel truck tyres have a so- Attention should be paid to local or uneven wear pat-
called tread stock between the upper edge of the belt ches.
and the tread grooves. This tread stock is intended to
Regrooving should be carried out by an expert, in
present stones etc. penetrating into the steel belt and
order to avoid premature failure as well as any reduc-
the casing.
tion in the tyre’s suitability for remoulding.
In order to further increase the service life, all-steel The increased tread depth of up to 4mm achieved
Regrooved tyres must not be used on driving
truck tyres can be regrooved. Underneath the additio- through regrooving means a substantially impro-
axles of coaches with extended speed limit of
nal tread depth gained by regrooving a tread stock of ved performance.
100 km/h.
2 mm must remain.
22
 Tyre tips You can still expect a great performance
from remoulded tyres.
Why go for remoulded tyres?
Tyre costs are a substantial factor in the overall operating costs in the transport
industry. The purchase of a remoulded tyre helps reduce this factor considerably,
thereby cutting down the tyre costs per mile driven.

Only the best Continental casings

Using high-grade casings means the remoulded tyre offers the same positive
characteristics as a new tyre - even wear pattern, low rolling resistance and long
service life. Only Continental casings are used for remoulded tyres from the Continental
Group. Any casings which fail to meet the stringent quality standards are rejected.

Cold retreading Hot remoulding

After the quality check, the casing is roughened with In the hot remoulding process, once the casing has
precision to restore the original contour. been checked, the tread is removed by buffing.

Remoulding helps to pro-
tect the environment.
Remoulding helps to prolong the life of a tyre, redu-
ces the number of tyres to be disposed of and is the-
refore a more rational and environment-friendly
method of handling the product. There are two diffe-
rent types of remoulding process.
A pre-cured tread strip is applied to the casing,
together with a non-cured bonding layer. The prepa-
red tyre is then placed in an autoclave and cured at
approximately 98°C under negative pressure.
The pre-cured tread means a wide range of tread pat-
terns are available for the tyre, depending on its ulti-
mate application (motorway, normal road, construc-
tion site).
Cold retreaded truck tyres from Continental are pro-
duced according to the globally acknowledged
Bandag manufacturing standards.
As only Continental tread patterns are used for
ContiTread tyres, the benefits add up to a product
which is altogether as good as a new tyre.
The cold retreading process used by Continental is
referred to as
The “green” rubber is extruded and applied by
machine to the buffed casing.
The coated casing is then cured at approx.
155-165°C in the appropriate mould for the required
tread pattern. The tread acquires its pattern during
the curing process in the mould, in the same way as
new tyres do.
Hot remoulded truck tyres from Continental are rene-
wed from bead to bead. The main benefit of this pro-
cess is that the sidewalls are also replaced, so that
the finished product looks like a new tyre. This also
makes the tyre highly resistant to sidewall damage.
Hot remoulded truck tyres from Continental are pro-
duced in original Continental moulds, using the same
compounds as with new tyres.
Hot remoulded truck tyres from Continental are sold
under the brand name CONTIRE. 23
www.conti-lkw-reifen.de
www.conti-truck-tires.com

01311209
01/2006

Continental AG
Büttnerstraße 25
D-30165 Hannover