Etrto Recommendations Edition 30 April 2020

RECOMMENDATIONS
Edition : 30 April 2020
The European Tyre and Rim Technical Organisation
78 Rue Defacqz – B 1060 Brussels – Belgium

Tel + 32 (0)2 - 344 40 59
E-mail : info@etrto.org - Internet : www.etrto.org
Revisions as per 30 April 2020
Changes versus the edition of 5 March 2019: changes are also indicated with gray
highlighting in the text of the Recommendations.
Chapter Subject Page
Revised the sentence on sub-paragraph “Tyres

E.T.R.T.O. Recommendations on
marked with a prefix “P” ” of paragraph “Selection of 32
Passenger Car Tyres
replacement tyres”
Added recommendation on drying time of lubricants
E.T.R.T.O. Recommendations on
in the sub-paragraph “Tyre fitting” of paragraph “Care 71
Agricultural Tractor and Implement Tyres
and maintenance”
European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 2

Index
Introduction 8
Definitions 9
Person skilled in the art 9
Rules of the art 9
State of the art 9
Specialist 9
Tyre care 9
Tyre repair 9
Hot / warm vulcanisation 10
Self – vulcanisation 10
Vulcanisable material for repair 10
E.T.R.T.O. Recommendations on storage 11

Storage of tyres, tubes, flaps and valves 11
Scope 11
Humidity 11
Light 11
Temperature 11
Ozone and chemical agents 12
Deformation 12
Rotation of stocks 12
Tyre storage methods 12
Transport conditions 12
Tubes 13
Flaps 13
“O” ring seals 13
Valves 13
E.T.R.T.O. Recommendations on tyre service life 14
E.T.R.T.O. Recommendations on tyre ageing 15
E.T.R.T.O. Recommendations on puncture sealants for tyres in normal

highway use 16
E.T.R.T.O. Recommendations on complaint form for tyres 18
E.T.R.T.O. Recommendations on inflation pressure 20
E.T.R.T.O. Recommendations on inflation of passenger and commercial

vehicle tyres using nitrogen 21

Index
E.T.R.T.O. Recommendations on use of aircraft tyres and rims in other than

aircraft service 22
E.T.R.T.O Recommendations on valves fitting operations 23
E.T.R.T.O. Recommendations on Passenger Car Tyres 24

Care and maintenance 24
Tyre fitting and removal 24
Inflation pressure 25
Tyre load and speed 26
How to read the information marked on the tyre 27
Tyre storage 28
Wheels 28
Tyre damage 29
Tyre minimum tread depth 29
Tyre grooving and siping 29
Tyre repair and retreading 30
Tyre ageing 30
Tyre/rim combinations 30
Selection of replacement tyres 31
General 31
Mixed fitments 32
Tyres marked with a prefix “P” 32
M+S tyres 32
Use of “summer” tyres at very low ambient temperature 34
Downgraded tyres 34
Directional tyres 35
Self-supporting run flat tyres 35
Repairing 35
Retreading 35
Retro fitting 36
Replacement tyre fitment 36
Mixing SST tyres with standard tyres 36
Mixing of different brands 37
Tyres with internal foam layer 37
Used Passenger Car Tyres 37
Tyre Pressure Monitoring System for passenger car tyres 38
E.T.R.T.O. Recommendations on Commercial Vehicle Tyres 42

Introduction 42
Tyre fitting 42
Tyre removal 43
Storage of tyres, tubes and flaps 45
Wheels 45
Tyre damage 45

Index
Tyre regrooving 47
Tyre ageing 49
Tyres subjected to electrical discharges 49
Choice of valves 49
General 50
Tyre load and speeds 50
Mixed fitments 52
M+S C-type tyres 53
Downgraded tyres 54
Tyre use and maintenance for motor-caravans (or motor homes) 55
Fit the right tyres 55
Referring to the "service description" 56
General recommendations for motor-caravans (or motor homes) 56
Check the pressures 56
Tyre care 56
Do not overload 57
E.T.R.T.O. Recommendations on Motorcycle Tyres 58

Storage of tyres and tubes 61
Wheels 61
Divided wheels 61
Tyre damage 61
Tyre grooving and siping 62
Tyre repair 63
Tyre ageing 63
Tyres run-in 64
Downgraded tyres 64
Tyres for test rigs / rolling roads 64
E.T.R.T.O. Recommendations on Rims and Tyres for Bicycles 66

Tyre fitting for normal crotchet type rims 66
Tyre fitting and removal for tubeless tyres 67
Tubeless ready tyre 68

Index
E.T.R.T.O. Recommendations on Agricultural Tractor and Implement Tyres 70

Liquid ballasting 73
Tyres additives 73
Tyre storage 74
Seasonal tyre handling 74
Wheels 74
Tyre damage 75
Tyre maintenance 75
Tyre ageing 75
Downgraded tyres 76
General 76
Tyre replacement 76
Tyre mixing 77
Tyre load and speed 77
Optional marking of tyre uniformity 79
Agricultural tyres : low point first harmonic of radial run-out 79
E.T.R.T.O. Recommendations on Industrial and Lift Truck Pneumatic Tyres 80

Introduction 80
Tyre fitting 80
Tyre or wheel removal 81
Storage of tyres, tubes and flaps 82
Wheels 82
Divided wheels 82
Tyre loads and speeds 83
Special applications 84
Tyres additives 84
Tyre inspection 84
Tyre ageing 85
General 86
Tyres loads and speeds 86
Mixed fitments 86
Downgraded tyres 87

Index
E.T.R.T.O. Recommendations on Industrial and Lift Truck Solid Tyres 88

Introduction 88
General recommendations 88
Load and speed ratings of tyres 88
Special service conditions 88
Care of tyres 89
Ageing of tyres 89
Tyre replacement 89
Tyre mixing 90
Tyre storage 90
Regrooving and retreading of tyres 90
Specifics on rubber solid tyres and pneumatic tyre rims 90
Tyre fitting 90
Tread wear 91
Introduction 91
Scope 91
Definitions 91
Hazards of excessive tyre tread wear 91
Reduction of hazards 92
Tyre tread wear limits 92
Specifics on rubber solid tyres (cylindrical and conical base) 93
Tyre fitting 93
Wear limit 94
E.T.R.T.O. Recommendations on Earthmoving Equipment Tyres 95

Introduction 95
Fitting and removal 95
Tyre fitting 95
Tyre additives 96
Tyre removal 96
Nitrogen gas inflation for earthmover tyres 97
Liquid ballasting 99
Tyre storage 100
Handling of tyres, tubes, flaps, "O" ring seals and rims 100
Used tyres 100
Mounted tyres 100
Wheels 101
Tyre damage 101
Minimum tread depth and regrooving 101
General 102
Technical requirements 102
Tyre repairing and retreading 103
Tyre ageing 104

Index
General 104
Tyre load and speeds 105
Mixed fitments 105

Introduction
The tyres made by European tyre manufacturers, incorporating advanced technology

developed over seventy five years experience, have reached a very high standard of quality
and reliability.
Although these tyres have a large built-in safety margin, they must be treated with maximum
care and attention. It is essential therefore that the user who, in the main, is responsible for
his own safety and the safety of others, should not abuse this safety margin.
The following E.T.R.T.O. Recommendations outline primary rules of tyre usage. They are not
exclusive. They are based on sound knowledge and experience and will enable users to
obtain good service from their tyres, rims and valves, but as they give only general advice,
they cannot take into account special conditions of use and every different type of vehicle.
In consequence, the application of E.T.R.T.O. Recommendations does not absolve the user
of them from any responsibilities or legal obligations that may be required and which may
vary between countries.
Although great care has been taken in the compilation and preparation of this Position
Statement to ensure accuracy, the publisher cannot in any circumstances accept
responsibility for errors or omissions given in this publication.
Tyres are the only contact between the car and the road. Safety in all conditions of driving
depends on a relatively small area of road contact. It is therefore of paramount importance
that tyres should be maintained in good condition at all times and that when the time comes
to change them the correct replacements are fitted.
The tyres fitted to your vehicle as original equipment were selected by the vehicle and tyre
manufacturers taking into account all aspects of the vehicle’s operation. Changes in tyre size,
structure, load and speed rating should not be made without first seeking advice from the tyre
or vehicle manufacturer as the effect on safety, car behaviour and clearances must be
considered.
E.T.R.T.O. Recommendations contain no guarantees or information about characteristics

whatsoever giving rise to liability, either expressly or by implication including with respect to the
current validity, accuracy, completeness and quality of the information concerned.
E.T.R.T.O. accepts no liability in connection with its Recommendations.
Liability for any direct or indirect loss/damage, claims for compensation and/or consequential
damage of whatever kind and whatever the legal basis, suffered as a result of E.T.R.T.O.
Recommendations, is hereby excluded.

Definitions
Person skilled in the art

Is considered as skilled in the art, the person or the corporate body whose main activity is the
manufacture or the distribution to a third party of new, second-hand or retreaded tyres, and
who is registered as such to the register of commerce or to the trade register and who uses
the relevant equipment following the rules of the art.
Rules of the art

The rules of the art correspond to all the technical instructions, standards and laws
concerning the use, service and maintenance of tyres.
State of the art

It is, at a precise moment, all the knowledge within the comprehension of professionals of a
sector or of trade, which are complementary to the law or the regulations by being transmitted
by writing or orally.
Specialist
A person entitled to perform the specific operation and acting on behalf of a firm qualified to
practice said activity.
Tyre care
Tyre care includes repair and restoration to an usuable state of a damaged tyre.
Tyre repair
Tyre repair is the permanent elimination of a tyre damage by suitable materials and methods
in order to use the tyre unlimited according to the service description marked on the tyre.

Definitions
Hot / warm – vulcanisation

Procedure to put on and to vulcanize material for repair by heat and pressure with specified
temperatures in accordance with the recommendations of the manufacturers or the suppliers
of the repair material.
Self – vulcanisation
Procedure to put on and to vulcanize material for repair by suitable bonding ingredients at
normal ambient temperatures in accordance with the recommendations of the manufacturers
or the suppliers of the repair material.
Vulcanisable material for repair

• Combination plug patch
A shaped all-rubber pre-vulcanized component for repair being the plug for filling and
repairing the penetration.
• Repair - patch
Flat component for repair with reinforcing material being prepared depending on its
dimensions and applications (is mainly used for major repairs).
• Repair patch for tubes

Flat stretchable all rubber repair component.

E.T.R.T.O. Recommendations on storage
Storage of tyres, tubes, flaps and valves
Scope
This recommendation applies to all tyres stored for any period whether fitted on rims or not.
In view of the potential influence of temperature, humidity, light, heat, ozone and chemical
agents on tyres, the following storage recommendations are made.
Humidity
Moist conditions should be avoided. Care must be taken to ensure no condensation occurs.
Whenever possible, tyres should be stored inside a cool, dry and aerated area.
If tyres are stored outdoors, they should be covered by an appropriate covering to protect
against water and moisture.
Tyres destined for retreading/repairing must be thoroughly dried out beforehand.
Light
There should be protection from sunlight and strong artificial light with a high ultra-violet
content.
Temperature
The storage temperature should be below 35°C and preferably below 25°C. At temperatures
exceeding 50°C, particularly in the absence of proper rotation of stocks, certain forms of
deterioration may be accelerated sufficiently to affect the ultimate service life. Direct contact
with pipes and radiators must be avoided.
The effects of low temperature are not permanently deleterious, but can cause the products
to stiffen. Care should be taken therefore to avoid distorting them during handling at that
temperature. When they are taken from low temperature storage for immediate use, their
temperature should be raised to approximately 20°C throughout before they are put into
service.

Storage
Ozone and chemical agents

As ozone is particularly harmful, storage rooms should not contain any equipment generating
ozone such as fluorescent lighting with high ultra-violet content, mercury vapor lamps,
electrical machines or other equipment which may produce sparks or other electrical
discharges. Combustion gases and vapors which may produce ozone via photo-chemical
processes should also be excluded.
Solvents, fuels, lubricants, chemicals, acids, disinfectants and the like should not be kept in
the storage rooms. Rubber solutions should be stored in a separate room and the
administrative regulations on the storage and handling of inflammable liquids must be
observed.
Deformation
Products should be stored in a relaxed condition free from tension, compression or other
forces causing permanent distortion.
Rotation of stocks
Storage time for never mounted tyres is to be minimized and an appropriate First In First Out
(FIFO) procedure should be implemented.
Tyre storage methods

Tyres can be stored in an upright position in a single layer on shelf racks. Tyres can also be
stored interlaced (fishbone) as well as stacked horizontally (stovepipe) one on top of another
but in this case the height of the stacks or interlacing should be limited to avoid permanent
deformation of the tyres on the bottom layers as well as any stability issues.
When fitted on rims, tyres should be preferably stored inflated in an upright position or in a
single layer on shelf racks. Tyres can be also stacked horizontally (stovepipe) one on top of
the other, but in this case the height of the stacks should be limited to avoid any stability
issues.
Transport conditions
All before mentioned storage methods apply as well for transport. When tyres must be
transported in closed containers which are not air-conditioned the duration of storage should
be limited as much as possible to avoid potential tyre degradation. In case of obvious visual
tyre deformation, time should be allowed to recover to original shape when inflated.

Storage
Tubes
The above paragraphs concerning, light, temperature, ozone and chemical agents also apply
to tubes.
Tyre tubes should either be slightly inflated, dusted with talcum and placed in the tyres, or
stored in a deflated condition in small stacks with a maximum height of 50 cm. on a clean, dry
and flat surface.
Slatted palettes are not suitable since they might apply pressure at particular points.
If tubes are supplied by the manufacturers in cartons or wrapped in film, they should be left in
these because the packing provides some degree of protection against contamination, ozone
and the effects of light.
Flaps
The above paragraphs concerning, light, temperature, ozone and chemical agents also apply
to flaps.
Flaps should preferably be placed with the tubes inside tyres, but if stored separately they
should be laid flat on shelves free from contamination from dust, grease and moisture. Never
suspend them - this can cause deformation and elongation.
If flaps are supplied by the manufacturers in cartons or wrapped in film, they should be left in
these because the packing provides some degree of protection against contamination, ozone
and the effects of light.
"O" Ring seals

Store O-Ring seals in a cool, dry place. Lay flat. Do not stack other materials on O-Rings.
If “O” rings seals are supplied by the manufacturers in cartons or wrapped in film, they should
be left in these because the packing provides some degree of protection against
contamination, ozone and the effects of light.
Valves
Store valves in a clean, cool, dry place.
If valves are supplied by the manufacturers in cartons or wrapped in film, they should be left
in these because the packing provides some degree of protection against contamination,
ozone and the effects of light. It’s recommended to protect valves from direct sunlight at all
times and contamination of solvents, fuels and lubricants, oils or other chemicals. Prefered
recommended storage temperature shall be below 25°C . If the storage temperature is below
15°C, temperature of the Valve should be raised for mounting to room temperature to avoid
overstress during the installation.
Even if stored in correct conditions the rubber components of the valves increases hardness
and decrease elastic properties while ageing, so the storage time has to be the shortest as
possible.

E.T.R.T.O. Recommendations on tyre service life
The serviceability of a tyre over time is a function of the storage conditions (temperature,
humidity, position etc) and service conditions (load, speed, inflation pressure, road hazard
damage, etc.) to which a tyre is subjected throughout its life. Since these conditions vary
widely, accurately predicting the serviceable life of a tyre in advance is not possible. The
older a tyre, the greater the chance that it will need to be replaced due to service-related
conditions found upon inspection.
Tyres should be removed from service for several different reasons, including tread worn
down to minimum depth, signs of damage (cuts, cracks, bulges, etc.) or signs of abuse
(underinflation, overloading,etc). That is why it is recommended to have all tyres (including
retreaded and spare tyres) fitted to light trucks, motorcycles, cycles, motor caravans,
passenger cars, and trailers towed by such vehicles, inspected regularly. The tyre industry
continues to support the consumer’s role in the regular care and maintenance of their tyres.
A monthly maintenance inspection by the consumer for proper inflation pressure and tread
wear should be supplemented by recurring rotation, balancing and alignment services.
Additionally, the condition of a tyre should be assessed regularly to determine if there are any
tactile or visual signs that replacement is necessary.
For tyres that were supplied as original equipment on a vehicle (i.e. acquired by the
consumer on a new vehicle), the OE vehicle manufacturer’s tyre replacement
recommendations have to be followed, if so provided.
These recommendations and guidelines cannot ensure that the tyres do not exhibit an
undetectable internal condition that may render them to be unacceptable for continued
service. Consumers are strongly encouraged to be cognizant of their tyres’ visual condition
as well as any change in dynamic performance such as increased noise or vibration, either of
which could be an indicator that the tyres should be removed from service.

E.T.R.T.O. Recommendations on tyre ageing
Tyres age even if they have not been used or have only been used occasionally. Cracking of
the tread and sidewall rubber, sometimes accompanied by carcass deformation, is possible
indication of ageing. Old and aged tyres must be checked by tyre specialists to ascertain their
suitability for further use.
Appropriate tyre storage conditions are essential for minimizing ageing of new tyres.
Whether fitted on rims or not, tyres must be stored in clean conditions free from exposure to
sunlight or strong artificial light, heat, ozone (electrical machines) and hydrocarbons. When
stored fitted on rims, inflation pressure should be reduced.
For more detailed storage recommendation see pages from 11 to 13.
In addition to this recommendation, see also specific “Tyre ageing” recommendations in the
pertinent chapter of each specific product.

E.T.R.T.O. Recommendations on puncture sealants for tyres in
normal highway use
The tyre industry recognises that there is a variety of different sealants on the market and
that their continuous development necessitates a periodic review of its policy on their use.
The diversity of products is such that the E.T.R.T.O can only offer general guidance.
The consumer should follow all the instructions given by the tyre manufacturer for these types
of products.
In case of permanent tyre repair it is required to remove the tyre from the rim and thoroughly
examine it for secondary damage not visible from an external inspection. The use of sealants
does not meet these requirements and, thus, the industry does not regard them as a
permanent repair.
Broadly speaking there are four categories of products :
• manufacturer-applied pre-puncture sealants

• manufacturer-built-in pre-puncture sealants
• after market pre-puncture sealants
• post-puncture sealants
Manufacturer-applied pre-puncture sealants are extremely viscous products applied by

the manufacturer into the tyre immediately after the manufacturing process. These materials
have been validated and applied by the tyre manufacturer. In most cases they provide a near
instantaneous seal following a penetration.
The consumer should follow all the instructions given by the tyre manufacturer for these
special service products.
When the consumer sees a nail or other penetrating object, he is advised to go to a dealer
who should dismount the tyre, remove the object, inspect for internal damage, and determine
if the tyre can be repaired and used for further service.
Manufacturer built-in pre-puncture sealants are extremely viscous products built into the
tyre by the tyre manufacturer, during the manufacturing process. These special service tyres
have been developed, manufactured, and validated by the tyre manufacturer. In most cases
they provide a near instantaneous seal following a penetration. The consumer should follow
all the service and repair instructions given by the tyre manufacturer for these special service
products.
After market pre-puncture sealants are most commonly liquids applied to the tyre through
the valve, at the time of fitting. Since these products are not approved by tyre manufacturers,
the compatibility of the material with the tyre cannot be guaranteed. If the consumer chooses
to use such sealants, he/she should strictly follow all of the instructions given by the
manufacturer of the sealant.

Puncture sealants for tyres in normal highway use
Post-puncture sealants are regarded purely as a temporary ‘get you to a service point’
measure and are liquids applied through the valve following a puncture. In most cases a
punctured tyre will have been run in an under-inflated or deflated condition before the sealant
is applied. Therefore, there are some restrictions in continuing to use a tyre that may have
sustained secondary damage. The consumer must confirm that the pressure has been
completely restored to the correct level (either by the pump system or the self-inflating
canister that supplies the sealant) and if not to take immediate corrective action to increase
the inflation pressure to the correct level.
If the consumer chooses to use such sealants, he/she should strictly follow all of the
instructions given by the manufacturer of the sealant. They allow a limited amount of driving
at reduced speed in order to reach a service point where a permanent repair, after the tyre
has been dismounted from the rim and internally inspected, can be performed.
Additional important considerations :
Where a pre-puncture sealant is used, it is essential that tyres are checked frequently for
punctures and to identify any damage at the earliest stage. This will enable professional
advice to be sought as to suitability for permanent repair.
The chemical composition of some aftermarket sealants may react with the material of the
rims, tyres or valves with which it comes into contact, causing degradation of these
components. Therefore consumers should check the sealant manufacturer’s
recommendations.
Sealants applied through the valve may impair the efficiency of the valve causing blockage or
leakage as well as inhibiting routine pressure maintenance. Therefore consumers should
check the sealant manufacturer’s recommendations.
Liquid sealants may interfere with the operation of and/or cause permanent damage to the
electronic sensor situated inside the tyre/rim of certain types of tyre pressure monitoring
systems (TPMS). Therefore consumers should check the sealant manufacturer’s
recommendations.
Some sealants may be difficult to remove from a tyre to enable inspection and possible
repair.
Liquid sealants may permeate the tyre casing, either through the liner or via the site of the
damage, causing adverse long-term effects on the integrity of the structure.
Sealants are ineffective in tube type tyres.
Puncture damage sometimes renders tyres unrepairable and only a fully qualified
professional specialist should be entrusted to determine if a safe repair is possible.

E.T.R.T.O. Recommendations on complaint form for tyres
The recommended complaint form for tyres, to conform to the directive 1999/44 on product
warranty, is available on the E.T.R.T.O. website www.etrto.org under "Useful Documents".
The form can be downloaded and customized with the manufacturer’s logo and any
additional information when required.

E.T.R.T.O. Recommendations on inflation pressure
These general recommendations collect only the items that are common to all
products.
Items which are specific of each single product are referred into the pertinent chapter
and must be considered too.
Correct inflation pressures are of the highest importance for operating and driving safely.
Most tyre injuries are due to, or aggravated by, incorrect inflation pressures.
Over-inflation causes the tyre to be more susceptible to impact damage and in extreme cases
may result in rim deformation or even a tyre burst. It can also cause irregular wear.
Under-inflation causes over-heating and can greatly shorten the life of a tyre. It reduces road
holding, increases fuel consumption and can cause irregular wear, bead dislodgement,
internal damage and, ultimately, even tyre break-up.
The effects of over or under-inflation are not necessarily immediate. It may be a considerable
time before they occur.
In general, tyres must be inflated according to the load they carry. Cold inflation pressures
must always comply with the vehicle or tyre manufacturer's recommendations for the vehicle,
type of tyre and the intended service. It is not recommended for performance and safety
reason to operate with pressures different from those specified by the tyre and/or vehicle
manufacturers. Anyhow in order to apply the appropriate pressure for the general range of
applications, tyre manufacturers publish load/pressure tables.
Cold tyre pressures must be checked and, if necessary, adjusted regularly at least every two
weeks, using an accurate pressure gauge* including the spare tyre. Because pressure rises
when the tyres warm up in running, these checks should be made only when the tyres are at
ambient temperature, commonly referred to as the cold inflation pressure.
Tyres are considered to be cold when they have not been run for at least one hour or have
only been run at low speed for not more than two or three kilometres.
An increase of pressure during running, which may reach or even exceed 20%, is normal and
is allowed by the design of the tyre. Therefore the inflation pressure of warm tyres must never
be adjusted back to the recommended cold values.
After checking the tyre pressure, ensure that the valve is not leaking and that a valve cap is
fitted. Note that the valve cap, which should be of the sealing type, acts as a supplementary
air seal and must be fitted at all times.
* reference Directive 2014/32/EU of the European Parliament and of the Council

of 26 February 2014 on the harmonisation of the laws of the Member States
relating to the making available on the market of measuring instruments (recast).

E.T.R.T.O. Recommendations on inflation of passenger and
commercial vehicle tyres using nitrogen
The use of nitrogen inflation systems by tyre retailers has increased in recent years.
E.T.R.T.O. notes that nitrogen is a gas – basically, nothing more than dry air with oxygen
removed (air contains about 78% nitrogen). Because of its inert properties, nitrogen is often
used in highly specialized service applications and/or demanding environments.
Applications such as aircraft, mining, and commercial/heavy use utilize nitrogen to help
reduce the risk of internal combustion (fire) if the brake/rim/wheel components overheat.
Also, dry nitrogen is used in professional racing to help reduce variation in inflation pressures
(caused by moisture) where even small differences in pressure can affect vehicle handling at
the extreme limits of performance.
For normal tyre service applications, nitrogen inflation is not required. However, nitrogen
inflation is permissible as its properties may contribute to minor reductions in inflation
pressure loss. Nevertheless, several other sources of pressure leaks, such as punctures,
tyre/rim interface (bead), valve, valve/rim interface, and the wheel, may negate the benefit of
nitrogen.
If the tyre inflation pressure is below the pressure specified on the vehicle placard, the tyre
must be re-inflated – whether with air or nitrogen – to the proper inflation pressure. The
pressure must also be adjusted when driving with higher loads, towing a trailer, driving at
high speeds etc.
E.T.R.T.O. warns that depending on nitrogen alone to reduce the requirements for inflation
maintenance may, in fact, lead to under inflated operation, which may result in premature tyre
failure.
With the correct inflation pressure, you will achieve optimum tyre performance. This means
your tyres will wear longer (economy), save fuel (environment) and increase traffic safety,
whether using air or nitrogen in the tyres.
We remind you to check tyre pressure every two weeks and to do this when the tyres are
cold. Whether inflated by air or nitrogen, regular inflation pressure maintenance remains
critical and necessary. Use of nitrogen alone is not a replacement for regular inflation
pressure maintenance.

E.T.R.T.O. Recommendations on use of aircraft tyres and rims in
other than aircraft service
Aircraft tyres and rims are designed specifically for aircraft service where the loads and
deflections involved are different from those on ground vehicles and usage is intermittent. In
addition, the specific rim diameters are usually different from those of rims for ground
vehicles. Therefore, before using aircraft tyres in service other than that for which they were
primarily designed, these factors must be taken into consideration and the tyre and rim
manufacturers concerned must be consulted.
Consult rim and wheel manufacturers for confirmation of the strength of the rim/wheel for the
intended service.

E.T.R.T.O. Recommendations on valves fitting operations
The condition of valve hole in the wheel should be checked before inserting the valve:
particularly it is recommended that there are no sharp edges and/or burrs that can damage
the valve during insertion. The surface of the rim around and inside the valve hole has to be
clean.
Rubberized snap-in valves
Valve insertion area has to be always lubricated (i.e. water with soap or other dedicated
rubber lubricant) to help mounting operations and reduce the possibility to damage the valve.
The application of a force in the direction of the axis of the valve hole during mounting is
recommended to avoid bending the valve stem.
For this purpose it is also recommended to use an appropriate tyre valve mounting tool.
A valve shall be considered properly seated when the entire indicator ring, if present, is
observed to be through the valve hole of the rim without damages or scratches.
In case of tyre renewal it’s strongly recommended to replace the whole valve.
Metal clamp-in valves
The surface of the rim around the valve hole has to be flat and without damages to allow a
proper support of nut and sealing.
Apply on nut torque recommended by manufacturer manual using a calibrated wrench.
Use carefully screwdriver and other hard tools to avoid any deep damage on valve/nut
coating.
Use only the appropriate replacement valve core.
Always make sure that caps are installed on valve stems. Valve caps help protect valve stem
and core from contamination.
Refer to dedicated chapter in ETRTO Recommendations and valve manufacturer manual in
case of TPMS valves (metallic or rubberized).

E.T.R.T.O. Recommendations on Passenger Car Tyres
Care and maintenance
Tyre fitting and removal

These operations must be entrusted only to a specialist who has the necessary equipment
and expertise. Inexpert fitment can result in personal injury and visible or concealed damage
to tyres and wheels.
In addition to the technical standards in the E.T.R.T.O. Standards Manual and the
instructions given by tyre, rim and valve manufacturers in their technical publications,
E.T.R.T.O. recommends the following :
• Fitting
• Ensure that the rim is approved for the tyre size being fitted.
Clean the wheel thoroughly to remove all contamination (dirt, grease, rust, fitting
lubricant, etc.). Inspect the wheel carefully. If it is cracked or deformed, it must be
replaced. Do not mount tyres on rims showing any sharp edges or burring around
the bead seating area to avoid any tyre damage.
• Check carefully the condition of the valve hole. The edge of the valve hole on the
tyre side of the rim must be rounded and smooth, while on the weather side the
edge must be free from any burrs that can damage the valve stem.
• Lubricate the tyre beads with an approved proprietary tyre lubricant only. This
applies especially to tubeless tyres which are mounted on rims with safety humps. If
this recommendation is not followed, bead damage or fracture during fitting could
occur.
Note :The use of hydrocarbons is prohibited.
• With the tyre on the rim, start the inflation making certain that the beads are seating
correctly on the rim seat. After inflation ensure that the beads are correctly located
against the rim flange.
Non-compliance with this procedure can result in tyre failure in service.
• Ensure that the air line between the tyre valve and the pressure gauge is long
enough to enable the fitter to stand clear of any danger from flying fragments in the
event of a tyre or wheel burst.
It is sometimes necessary, in order to respect the above fitting instructions, to use a
pressure greater than the normal recommended maximum pressure. For obvious
safety reasons tyre and rim manufacturers should be consulted in order to determine
the permissible maximum fitting pressure.
In the case of passenger car tyres it is also recommended that only installations
appropriate for this type of tyre should be used.

Passenger Car Tyres
• Always fit an inner tube with spoked wheels because this type of wheel is rarely
completely airtight.
For safety reasons always use a new tube when fitting a new tube type tyre and a
new tubeless valve when fitting a new tubeless tyre. Where no tubeless
marking appears on the tyre sidewalls, tyres are intended for fitment with an
appropriate inner tube.
• All tubeless tyres must be fitted on air-tight rims.
Tubeless radial tyres must be fitted only on rims with profiles designed for bead
retention.
• As practice varies widely from country to country with regard to the fitting of an inner
tube in tubeless tyres, national recommendations (e.g. TNPF) are explaining in
details the precautions to be taken when fitting an inner-tube in tubeless tyres. In all
cases the tyre manufacturer must be consulted.
• Removal
• Before starting to remove a tyre, check that there is no danger of the tyre bursting
due to damage (cuts, bulges, exposed cords, etc.).
• To avoid danger when separating the beads from the rim, unscrew and remove the
valve insert before removing the tyre in order to ensure complete deflation.
Snap-in valves must be replaced every time a tyre is replaced. In case of valves with sealing
grommets, the grommet must be replaced every time a tyre is replaced.
Fitting and removal of tyres must be entrusted only to specialists who should scrupulously
follow the instructions given by the tyre and vehicle manufacturers.
Inflation pressure
These recommendations are specific to Passenger Cars tyres.

Items which are common to all products are referred into the General Section and must
be considered too.
The cold pressures recommended by tyre manufacturers in their technical documents should
be regarded as minima. This information is available in the vehicle manual, and is usually
indicated on the driver door frame and/or on the fuel tank flap. In the absence of these, one can
refer to tyre manufacturers published load/pressure tables.
For special cases higher pressures may be recommended by car or tyre manufacturers in
their technical publications.
E.T.R.T.O. recommends that :
• When different pressures are recommended for the axles of a car (the tyres on a given
axle should always have the same pressure), the pressure of the spare tyre, if of the
same type, should be at least 30 kPa (0.3 bar) greater than the higher recommended
pressure and be re-adjusted to the correct pressure when fitted on the car.
For spare tyre/wheel assemblies of a different type to those already mounted on the car,
consult the tyre manufacturer.

Passenger Car Tyres
• When the car is subjected to hard driving conditions (e.g. sustained high speed, towing a
trailer or caravan etc.), it is recommended that cold inflation pressure be increased by
between 20 and 50kPa while respecting the maximum inflation pressure of the tyre
(320kPa for sizes having a Speed Symbol up to T, 350kPa for sizes having a Speed
Symbol H, V, W or Y, Reinforced Tyres and ZR marked tyres) and unless specific
guidance is given in the vehicle handbook
• For vehicles in off road service it is sometimes recommended to use air pressures below
those for on road service. The air pressure must be readjusted to the normal on road value
as recommended from vehicle manufacturer when returning to normal on road use.
• A tyre pressure monitoring system (TPMS) is an additional tool to reduce the under-
inflation of the tyres in practical use. The correct choice of warning thresholds helps to
keep the inflation pressure at the required level for optimum performance criteria and
reduce fuel consumption / CO2 emissions. Any kind of TPMS does not exonerate the
driver from regular pressure checks. In particular, if the inflation pressure at the point of
illumination of the telltale is below the pressure required to carry the load of the vehicle
according to tyre industry standards, the vehicle manufacturer must advise the customer
that he/she still needs to check the tyre pressure regularly.
Tyre load and speed

Most tyres are marked with a Service Description comprising a Load Index (number
associated with maximum load that the tyre can carry) and a Speed Symbol (letter associated
with the maximum speed capability of the tyre) e.g. 91V. Tyres fitted as original equipment
are suitable for the maximum axle weight and speed capability of the car.
Speed Symbol P Q R S T H V W Y
Maximum Speed 150 160 170 180 190 210 240 270 300
(km/h)

Passenger Car Tyres
How to read the information marked on the tyre
1. Manufacturer’s name or brand name

2. Commercial name
3. Tyre size
4. Load index
5. Speed Symbol
6. Structure
7. It indicates tubeless or tube type tyres (*)
8. Extra Load or Reinforced marking (*)
9. Mud and Snow marking (*)
10. It indicates tyres designed for use in severe snow conditions (*)

Passenger Car Tyres
11. Production Date Week/Year

12. UNECE Type Approval mark and numbers
13. Directional arrow marking (*) (^)
14. Country of origin
15. It indicates the position of the tread wear indicators
16. Tire Identification Number (consisting of Plant Code, Size Code and Type Code) (**)
17. Symbol indicating compliance with the requirements of the US Dept. of Transportation (**)
18. It indicates maximum inflation pressure and maximum load capacity (**)
19. It indicates numbers and materials of reinforcement layers (**)
20. Uniform Tire Quality Grading values (**)
21. Compliance marks of national regulations (*)
(*) Where applicable
(**) optional, only mandatory in countries where compliance with the FMVS standards is
required
(^) It indicates the direction of rotation of the tyre recommended by the manufacturer.
The above sketch is given as an example only. All legal requirements have to be taken into
account.
Tyre storage
See pages 11 to 13.
Wheels
The condition of the wheels should be checked regularly, particularly for distortion of flanges
and the wheel disc. In the event of wear/damage to rim flanges, it is recommended that all
sharp edges be removed in order to avoid tyre damage during fitting and use.
Wheels damaged or distorted, or having cracked or deformed stud hole seatings ,
must not be repaired or used.
In case of Drop Centre Rims the mounting and dismounting side is the side closest to the
drop centre. In case of doubts on the mounting and/or dismounting side, the wheel
manufacturer should be consulted.
• Wheel covers
When it is foreseen to attach a wheel cover, this shall have:
• an overall diameter which does not exceed the outer diameter of the rim flange,
• a fixing system such as to retain the cover onto the wheel and prevent it to rotate,
also at the top performances of the vehicle, and
• an appropriate aperture so as to leave a sufficient clearance for the valve and permit
free access to it for inflating and pressure checking.
The correct fitting of the cover unto the wheel shall be regularly checked to ensure that it
is properly and tightly seated and it does not interfere with the valve, especially in case of
rubber covered valves.
Incorrect fitting of wheel covers or fitting of wheel covers with inappropriate
dimensions can damage the valve and the tyre.

Passenger Car Tyres
Tyre damage
Tyre damage should not be neglected.

If damage such as a blister, rupture, or cut exposing the casing is visible on a tyre, or if it has
suffered a violent impact (for example against a kerb) such that there has been a risk of
internal damage, it must be removed and examined by a tyre specialist as soon as possible
to determine whether it is repairable even though it appears to be sound.
If a repair to a tyre is necessary and possible, it must be made as soon as possible after the
damage occurs in order to avoid further deterioration of the tyre structure.
All tyre repairs must be entrusted to an expert who must then take full responsibility for them.
Tyre minimum tread depth
The tread of a tyre is provided with a raised pattern, or sculpture, the main purpose of which
is to ensure maximum tyre grip on wet or slippery roads. In addition to the features of the
pattern itself, tyre construction, the chemical composition of the tread, road surface, weather
conditions, mechanical features of the car, driving style and particularly speed, are all
important factors affecting tyre/road adhesion. Tread depth is not the principal factor in tyre
adhesion.
All these factors, particularly the factors not dependent on the tyre itself, make it practically
impossible to define precisely the minimum tread depth compatible with safety. For instance,
in pouring rain, on a smooth ‘heavy traffic’ road, the fast car driver should drive with the
utmost care even if his car is fitted with new tyres. All that can be stated is that for a particular
tyre under given conditions, road grip progressively decreases with tyre wear. The driver
should allow for this fact and reduce speed on wet roads accordingly.
E.T.R.T.O. considers that it is impossible to specify a minimum tread depth which

would be valid for all types of tyres beyond which further use becomes dangerous.
Modern tyres have tread wear indicators (normally 1.6 mm) to warn the user that
the tyre is approaching the limit of wear.
Drivers should not assume that they can drive safely in wet conditions without
reducing speed merely because the tyres have not yet reached a stage where they
should be changed. In particular, drivers should take care to replace their tyres in
good time bearing in mind the car’s performance capability. The shallower the
tread, the higher the risk of skidding on wet roads.
The achievable mileage of tires can be optimized by even wear. Follow tyre or vehicle
manufacturer’s recommandations for rotating the tyres.
Tyre grooving and siping

• Supplementary grooving or siping
This operation consists of cutting additional grooves or knife cuts (sipes) in a tyre tread
not deeper than the original tread pattern, usually in a transverse or diagonal sense,
Such grooving or siping operation requires tyre manufacturer approval.

Passenger Car Tyres
This operation must be carried-out by specialists on their own responsibility taking into
account the instructions given by tyre manufacturers in their technical publications.
• Regrooving or recutting
Regrooving or recutting consists of cutting a pattern in the base of the tread, deeper than
the original pattern, to prolong mileage performance.
Such regrooving or recutting operation is not recommended but if carried out it is
under the entire responsibility of the specialist who performs the operation.
Note: In some countries this operation is forbidden by the law, therefore national
legislation must be checked before considering to make it.
Tyre repair and retreading

In the course of its life a tyre is subjected to an enormous amount of abuse and can be
damaged in many ways. It is imperative that the work of repairing or retreading them is
entrusted only to competent companies. After a careful examination by a specialist to decide
whether repair or retreading is possible, these companies must take total responsibility for the
examination and the work carried-out on the tyre.
Tyre ageing
Tyres fitted to vehicles such as caravans and boat trailers which are parked for long periods
will tend to age and crack more quickly than those which are used and run frequently. In such
circumstances it is important to jack the weight off the tyres and to cover them so that they
are protected from direct light.
Particular attention must be paid to spare tyres which may be old or aged in which case they
should be used with caution and be replaced as soon as possible.
In addition to this recommendation, see also general recommendation in the “Tyre ageing”
chapter at page 15.
Tyre/rim combinations
For approved tyre/rim combinations, consult the current E.T.R.T.O. Standards Manual. For
other tyre/rim combinations, for existing vehicles, consult the E.T.R.T.O. Engineering Design
Information and the tyre and rim manufacturers concerned.
intended service.

Passenger Car Tyres
Selection of replacement tyres
General
Every car has well defined mechanical and load/speed characteristics and the choice of tyres
for it is governed largely by these factors.
Only car and tyre manufacturers are competent technically to make this choice. In particular,
tyre manufacturers have extensive facilities, in both equipment and personnel, for carrying
out research and development over the full range of operating conditions.
or vehicle manufacturer as the effect on safety, car behaviour and clearances must be
considered.
Therefore, when replacing tyres, it is essential to fit either the size and type identical to those
fitted on the car originally, or the alternatives recommended by tyre manufacturers in their
official literature.
Replacement tyres must have a Load Index and a Speed Symbol at least equal to those of
the original tyres. Exceptions are ‘M+S’ Winter tyres, in which case the speed capability of
replacement tyres can be lower than that of the original tyres, but the driving speed must be
restricted to the lower speed rating. In the absence of a Service Description, consult a tyre
specialist to ensure an appropriate replacement.
N.B. Tyres for speeds over 240 km/h may be marked with both "ZR" and
the relevant service description (e.g. 195/50 ZR 15 82 W, 195/50 ZR
15 82Y) to specify the tyre performances; in the absence of service
description, consult the tyre manufacturer for actual maximum speed.
If they are suitable for speeds over 300 km/h, the Service Description should be marked
within brackets, e.g. 195/50ZR15(82Y). For safety reasons a new tube must always be used
when fitting a new tube type tyre and a new tubeless valve when fitting a new tubeless tyre.
Used tyres should not be fitted if their previous history is unknown. It is essential always to
obtain expert advice from tyre manufacturers or tyre specialists regarding tyre replacement
(see ETRTO Recommendations on Used Tyres).
When the replacement of all 4 tyres at the same time is not practical, then both tyres on the
same axle should be replaced. When only one axle set of tires is replaced, then it is
recommended to install the new tires on the rear axle. The less worn tyres will offer more
grip, which helps maintain control on the rear axle. Loss of grip on the rear axle is a situation
called oversteer that makes the vehicle very difficult to control for typical drivers.
In some cases, the vehicle manufacturer may specifically advise against replacing less than
all four tires. Always check and follow the recommendations in the vehicle owner’s manual.
For 4WD and AWD vehicles, even small differences in outside diameter may cause drive
train damage or mechanical malfunction.

Passenger Car Tyres
Mixed fitments
All movements of the steering wheel when driving a vehicle produce lateral forces which the
tyres have to withstand. The reaction of a tyre to these lateral forces varies according to its
structure. Therefore, for interchangeability of tyres without modification of the handling
characteristics of the vehicle, it is necessary to take into account their type of construction -
radial, diagonal or bias belted.
Except in the case where a temporary-use spare is fitted all the tyres on the vehicle must be
of the same structure. Except in the case where a temporary-use spare is fitted, the tyres on
a given axle must be of the same make, size, structure (radial, bias or bias-belted), and
category of use (normal, snow or special) and with approximately the same degree of tread
wear.
It should be clearly understood that, notwithstanding the technical recommendations above,

users must also comply with their national legislation.
Tyres marked with a prefix “P”

e.g. P195/70 R 13 and tyres marked 195/70 R 13 are almost identical in size and can be mixed
on a vehicle but not on the same axle providing the load and speed capabilities are the same
and both P-metric and metric sizes are listed in the vehicle type approval certificate. If the
load and speed capabilities are not specified, consult the tyre manufacturer.
M+S tyres
Taking into account the whole range of conditions encountered in winter, the user's choice of
tyres is based on many factors – geographical location, length and frequency of journeys,
local legal requirements, etc. – in the knowledge that optimum vehicle handling is obtained
from the fitment of four tyres of the same type.
Tyre manufacturers provide tyres marked M+S for essentially all winter conditions, but they
can be classified broadly into three main types, namely M+S tyres without 3PMSF (i.e 3 Peak
Mountain with Snow Flake) marking, M+S tyres with 3PMSF marking and studded M+S tyres.
• M+S tyres without 3PMSF marking
These tyres (without studs) are effective in most conditions (that is in presence of snow,
melting snow, mud, slush, ice, cold rain, winter temperatures even if it is above 0°C).
However, they do not always reach the standard of studded tyres on melting ice nor the
standard of M&S tyres with 3PMSF marking on severe snow conditions. In general, the
design of these tyres (structure, tread pattern and compounds) gives adequate
performance in general winter conditions and they are not subject to the legal constraints
of studded tyres as they can also be used in normal (non-winter) conditions.

Passenger Car Tyres
• M+S tyres with 3PMSF marking
These tires are designed for use on severe snow conditions and exceed the minimum
performance on snow required by the UN ECE Regulation 117 for bearing the 3PMSF
marking.
3 Peak Mountain with Snow Flake (3PMSF) sidewall marking of snow tyres for use in
severe snow conditions.
Minimum 15 mm base and 15 mm height, placed adjacent to the M+S marking.

Above drawing not to scale.
Use of M+S tires with or without 3PMSF marking is regulated in several countries. Always
make sure to have your vehicle fitment meeting the regulatory requirements of the regions
where you drive.
The fitment of four M+S tyres is recommended.
The tyre manufacturer's advice on fitment should be followed and the same direction of
rotation should be maintained from one winter to the next.
In addition, M+S tyres with or without 3PMSF marking should be run-in by avoiding harsh
acceleration or cornering or sudden braking for some hundred kilometres (i.e. at least 100
kilometers).
The maximum speed corresponding to the Speed Symbol on the tyre should not be
exceeded even if the vehicle is capable of a higher speed.
In the European Union the Regulation (EU) 458/2011 allows to fit M+S tyres with 3PMSF
marking which have a speed symbol lower than the one required for the car but the speed
symbol cannot be less than Q. In that case a sticker specifying the maximum speed capability
of the fitted snow tyres, shall be displayed inside the vehicle in a prominent position readily
and permanently visible to the driver.
• Studded M+S tyres
The studs are inserted into holes provided for them in the tread. Some countries regulate
their use legally, particularly with regard to the period of use, speed limits and the
disposition of studs (number, position and protrusion).
• New studded tyres should be run in for approximately 300 km at a moderate speed.

Passenger Car Tyres
• When a car is equipped with studded tyres, all running wheels should be fitted and this
is also mandatory required by some countries. In fact, studded tyres on only one axle
can cause instability - for example on braking when decelerating on icy roads -
particularly on front-driven cars with studded tyres on the front axle only. Similarly
instability, particularly on bends, can occur on rear driven cars equipped with studded
tyres on the rear axle only.
• Heavy braking and rapid acceleration should be avoided on studded tyres.
• Studded tyres, when re-fitted after a period of disuse, should be mounted so as to turn
in the same direction as when previously fitted. At the end of the winter season
therefore, the direction of rotation or the wheel position should be marked on each
tyre.
• In absence of national legislation, a speed of 100 km/h should not be exceeded on
roads free of snow and ice because of reduced road grip of studs being considerably
affected by speed, acceleration and sharp braking.
Use of “summer” tyres at very low ambient temperature
Tyres commercialized by manufacturers as “summer” tyres feature tread compounds

designed to provide optimized levels of grip at positive Celsius temperatures.
Such tread compounds are however very sensitive to temperature and damage may occur if
“summer” tyres are used at very low ambient temperatures, when the compounds of
“summer” tyres may lose their elasticity and become brittle (reaching the so-called glass
transition point). When this occurs and the tyre is flexed, the tread compound may crack.
Therefore, it is recommended not to use “summer” tyres at very low ambient temperatures
(as rule of thumb at temperatures lower than -20°C unless specified differently by the tyre
manufacturer).
In case of tyres subject to transportation at very low ambient temperatures, special attention
must be taken when unloading the vehicle; in this case it is recommended to avoid
manoeuvres generating strong deformations of the tyre unless it is possible to raise the
temperature of the tyre before unloading.
Tyres commercialized by the manufacturer as “all-season” or “winter” tyres are not in scope
of this recommendation; tyre manufacturer must be consulted for specific recommendations.
Downgraded tyres
It is recommended that downgraded tyres be marked with the following inscription:
DA

Passenger Car Tyres
There is no restriction on the use of tyres marked ‘DA’.

Tyres marked ‘DA’ (on at least one sidewall) have been downgraded by tyre manufacturers
for various minor reasons of their own which in no way affects their use - for example,
superficial blemishes, minor geometrical imperfections, etc..
The location of the marking ‘DA’ is left to the discretion of the tyre manufacturer.
Directional tyres
A directional tyre is a tyre that the manufacturer recommends to be used in one direction of
rotation.
In the case of a vehicle equipped with a spare wheel assembly fitted with a directional tyre,
this spare wheel assembly will run in the proper direction only when fitted to one side of the
vehicle.
The fitting of a directional tyre in the opposite direction does not constitute an unsafe
condition. Although the tyre is then not fitted as recommended, overall performance and
handling will not be compromised. Nevertheless, the use of a directional tyre in the opposite
direction should be discouraged and should be considered as a temporary measure only.
Continued use of a directional tyre in the opposite direction may lead to uneven tyre wear
and/or increased interior noise and increased vibration levels.
E.T.R.T.O. further recommends that all tyre manufacturers indicate the preferred direction of
rotation on directional tyres with a clear arrow marking on the sidewall of the tyre, and include
a clear statement in their technical literature stating that the use of the tyre in the opposite
direction should only be considered as a temporary measure.
the use of directional tyres must also comply with the relevant national legislation.
Self-Supporting Run Flat Tyres
Self-Supporting Tyres (SST, also known as Run Flat Tyres) constitute one of the methods
available today that provides passenger cars with extended mobility following a loss of air in a
tyre. The driver can continue travelling for a limited distance at a limited speed, but without
needing to stop and perform any action, until a safe place can be found to service the
deflated tyre.
Repairing
SST tyres have specially reinforced sidewalls which enable them to perform even when
deflated, for a limited distance and at a restricted speed. The distance permitted under these
conditions may vary according to the tyre or vehicle manufacturer concerned.

Passenger Car Tyres
In the course of running in a totally deflated or significantly under-inflated condition, the tyre's
internal structure is subjected to high stresses and hence may become weakened and
permanently damaged rendering the tyre unsuitable for repair.
Since each tyre is different, and different brands of tyres use different technical solutions to
provide run flat capability, each individual tyre manufacturer determines the repairability of its
own run flat tyres.
Consumers are urged to check with tyre specialists on the repair guidelines for each brand of
SST tyre.
Retreading
The responsibility for retreading any tyre lies with the retread manufacturer and not with the
original tyre manufacturer.
Given the unique structure of an SST tyre, it must never be mixed on a vehicle with a
standard tyre. To avoid this risk, a retreaded SST tyre should be clearly identified and sold by
the retreader as an SST tyre and not as a standard radial tyre.
Retro fitting
Consult the vehicle or tyre manufacturer regarding which vehicles are suitable for SST
fitment. SST tyres may only be fitted to vehicles equipped with a Tyre Pressure Monitoring
System (TPMS) which provides a warning signal to the driver in case of serious under-
inflation of any of the tyres. This is necessary because the self supporting nature of the tyre
makes it difficult for the driver to know when air pressure has been lost, and could result in an
unsafe condition if the vehicle speed is not reduced.
Replacement tyre fitment

The retro fitting of conventional tyres to vehicles originally fitted with SST tyres will remove
the vehicle's run flat capability, potentially leaving the driver immobile in the case of a
puncture. In addition, using non-SST tyres on a vehicle designed for SST tyres could
adversely alter the handling characteristics of the vehicle. It is therefore recommended to
consult with the vehicle manufacturer or tyre manufacturer before replacing SST tyres with
conventional tyres on such vehicles.
Mixing SST tyres with standard tyres

The handling and performance characteristics of SST tyres may be different from those of
conventional tyres, and so they must not be intermixed on a vehicle. All four tyres must be of
the same structure – either all run flat or all standard tyres.

Passenger Car Tyres
Mixing of different brands

As with standard tyres, different brands of SST tyres may have different characteristics. It is
therefore advisable to consult the tyre manufacturers concerned regarding the mixing of
different makes of SST tyres on the vehicle. In most European countries it is not allowed to
mix different makes or types of tyres on the same axle. In the countries were it is not
forbidden, it is not recommended to mix different makes or types of tyres on the same axle.
Tyres with internal foam layer
These tyres incorporates a polymeric foam exceptionally applied to the tyre internal layer
after curing to reduce vehicle interior noise caused by tyre cavity resonance on all road
surfaces. It is recommend that all repairs and inspections of tyres with internal foam are
completed by a specialist on tyre repair.
When the consumer sees a nail or other penetrating object, he is advised to go to a dealer
who should dismount the tyre, remove the object, inspect for internal damage, and determine
if the tyre can be repaired and used for further service.
Used passenger car tyres
This recommendation applies to Passenger Car Tyres. Once tyres are applied to a vehicle
and put into service (this includes spare tyres), they are considered “used”. The purpose of
this recommendation is to address the potential risk associated with the installation of used
tyres that have uncertain or unknown history of use, maintenance or storage conditions.
Such tyres may have damage that could eventually lead to tyre failure. This recommendation
pertains to used tyres purchased as replacement tyres or as equipped on a used vehicle.
Not all tyre damage that can lead to tyre failure is outwardly visible. For instance, improper
repairs or damage to a tyre’s innerliner can only be observed by inspecting the inside of the
tyre, demounted from the wheel. A qualified tyre specialist should inspect the internal and
external condition of the used tyres prior to application. Also in the case of a used vehicle
purchased by a consumer, the only way to determine the condition of its tyres is to have them
demounted by a tyre specialist for the same type of inspection.
For legal reasons, the installation of used tyres that exhibit any of the following characteristics
is not allowed:
• Defaced or removed regulatory markings: the UNECE and/or EC logo and/or

type approval number and the date of manufacture number (located on the tyre sidewall)
are mandatory for use on the European public roads. If either of these logos/numbers are
defaced or removed, the tyre does not meet regulatory requirements and cannot be
used.
• Inadequate tread depth for continued service (i.e. nearly worn out). Tyres with a tread
depth of 1.6 mm or less at any point on the tyre are worn out.

Passenger Car Tyres
• Winter tyres with less than the national legal tread depth limit for use in the winter
season.
• Labelled on the sidewall as “Not For Highway Use”, “NHS”, “For Racing Purposes Only”,
“Agricultural Use Only”, “SL” (service limited agricultural tyre), or any other indication that
the tyre is barred from use on public roads.
E.T.R.T.O. recommends NOT TO INSTALL used tyres that exhibit any of the following
characteristics:
• Any punctures or other penetrations, whether repaired or not.

• Note: This is not meant to preclude the proper repair of a tyre installed on a consumer’s
vehicle when the consumer is aware of the tyre’s history.
• Any innerliner or bead damage.
• Indication of internal separation, such as bulges or local areas of irregular/fast treadwear
indicating possible tread or belt separation.
• Indication of run-flat, under inflated and/or overloaded damage (e.g. innerliner abrasion,
mid- to upper sidewall abrasion and stamping deterioration, delamination, or
discoloration, excessive tread shoulder wear, etc.).
• Showing any damage or wear exposing the body material of the tyre — cuts, cracks,
bulges, scrapes, ozone cracking/weather checking, impact damage, punctures, splits,
snags, etc.
• Involved in a recall or a replacement program.[Information on EU recall program can be
found at the following web address:
• http://ec.europa.eu/consumers/dyna/rapex/rapex_archives_en.cfm]
• Currently mounted on a rim that is bent, dented, cracked or otherwise damaged.
• Showing evidence of improper storage.
• Chemical, fire, excessive heat damage, or other environmental damage.
• Designated as a “scrap tyre” or otherwise not intended for continued highway service.
• Showing evidence of prior use of tyre sealant or balance/filler material.
• Altered to look like new tyres (e.g. a regrooved tread).
• Showing any other condition which would be cause for permanent removal from service.
Tyre Pressure Monitoring System for passenger car tyres
The Tyre Pressure Monitoring Systems can be based on different concepts and sensors.
The diversity of products is such that the E.T.R.T.O can only offer general guidance.
The consumer should follow all the instructions given by the manufacturer for these types of
products.
The following typical systems are available:
Indirect systems – no sensor in tyre or rim

Direct systems – sensor fixed in valve or on rim
Direct systems – sensor fixed inside tyre on the innerliner

Passenger Car Tyres
Car manufacturers may opt either for direct or for indirect systems. The systems may even
differ between the different models or model years from a single car manufacturer.
Workshop / service / dealer communication responsibilities during tyre service
The car owner is to be informed that driving without functioning TPM system for cars which
fall under the regulation in several Countries could be considered as a non-compliance with
local legislation.
In those Countries, every car, which falls under the regulation, that enters a tyre workshop
with a functional direct TPM System is supposed to leave the workshop with a functional TPM
System.
It is recommended to check national legislation related TPM system application on in service
vehicles.
Indirect systems:
The Indirect System reacts to the variation of the tyre‘s rolling circumference. The system
hardware is based on existing ABS/ASR sensors, ABS/ASR control unit and a display unit.
There is no additional hardware necessary.
Re-calibration: reset of the system is necessary after tyre change or tyre inflation.
Direct systems:
The Direct System delivers measured data. The Direct System provides faster and more
precise data.
In addition, the data for each single wheel can be displayed. Additional sensors may be in the
wheel assembly, control unit and display unit.
Needs for re-calibration after tyre change or inflation depends on system; instruction given by
vehicle manufacturer or system provider must be followed.
Different hardware concepts are offered in the market:
A) Sensor fixed in valve:
There are two type of valves: rubberized snap-in and metal clamp-in types. The complete
TPMS Service Kit (valve based, whatever type) must be employed each time the tyre is
renewed or sensor is removed. Complete replacement is necessary after mechanical
damage, accident or after the use of liquid sealant.
• Tyre demounting/mounting
In order to ensure faultless mounting and demounting and to avoid damages on sensors,
it is mandatory to follow the recommended mounting procedure and to use appropriate
tools. For rubberized snap-in valves a protrusion on rubber body (see ETRTO Standard
Manual – chapter 12.3.5) may underline the presence of sensor within the tyre.
• Valve Cores
It is mandatory to use only the appropriate replacement valve core.

For metal clamp-in valves, the use of inappropriate valve cores (e.g. plain brass valve core or

Passenger Car Tyres
similar) may result in an electrochemical reaction which could cause the valve core to fail:
only use original replacement parts (nickel plated valve cores).
For rubberized snap-in valves yellow brass cores are allowed.
The proper torque setting must be applied to the valve core as defined by the original sensor
TPMS kit supplier.
A custom designed torque tool with torque limitation to tighten the valve core is strongly
recommended (in particular for metal clamp-in valves).
• Valve Stem
Metal clamp-in valves:

In some cases unscrewing of the valve securing nut is equivalent to a complete disassembly.
In case of tyre renewal it’s strongly recommended the substitution of worn parts (i.e. sealing
grommet and core) following TPMS kit manual. Always make sure that caps are installed on
valve stems. These caps help protect the valve stem and valve core from contamination.
Rubberized snap-in valves:

In case of tyre renewal it’s mandatory the substitution of whole valve. The mounting into the
rim has to be done in according to TPMS kit recommendations by skilled operators.
Always make sure that caps are installed on valve stems. Valve caps help protect the valve
stem and valve core from contamination. Both metal and plastic caps can be used on yellow
brass valve stem.
• Screw torque
Follow the application-specific torque instructions and calibrated torque wrench to fix the
sensor to valve stem when screw is needed.
• Nut Torque (for metal clamp-in valves)
Follow the application-specific torque instructions and calibrated torque wrench with
multipleface sockets. The usage of excessive torque could damage the valve stem, leading to
immediate and/or premature failure and subsequent required stem or complete sensor
replacement.
• Workshop / service dealer care of the TPMS
Trained people and equipped service stations should carry out tyre fitment, replacement and
service of the sensors and service components. Follow the service instructions of TPMS kit
manufacturer.
It’s recommended the use of calibrated and certified tyre pressure gauges.
• System Relearn Procedure
Follow the re-learning procedure as recommended from the car manufacturer after tyre
service is done.

Passenger Car Tyres
B) Sensor fixed inside tyre on the inner-liner:
• Demounting/Mounting:
Installation may only be carried out by appropriately qualified personnel.

Follow the manufacturer’s instruction regarding the appropriate sensor position, pretreatment
of the bonding surfaces on tire inner-liner and rubber container and for inserting the
integrated sensor.
Before the tyre is fitted on the rim, a function check of the tyre sensor has to be carried out
(procedure outlined in manufacturer instructions).
It is recommended positioning the sensor away from the valve preferably at 180°.
In terms of assembly, disassembly and balancing there is no difference between tyres
equipped with sensors fixed on the inner-liner or tires without.
Tyres with sensors can be disposed of following the same process as defined for standard
tyres. However the sensor must be removed from the tyre and disposed of according to the
local legislation. It is to be considered that there can be an internal battery.
Regarding retread ability, follow the manufacturer recommendations as to whether the sensor
can remain in tyre or not or which retreading process has no effect.
• Storage:
There is no difference in the storage requirements of tires equipped with sensors fixed on the
inner-liner and those without sensors. However greater attention should be applied to prevent
tyre deformation in the area where the sensor is fixed.
Prevent the formation of condensation and / or the introduction of liquids or foreign material
inside the tyre. For this reason it is not advisable to use products for balancing the tyre that
employ substances / masses inside.

E.T.R.T.O. Recommendations on Commercial Vehicle Tyres
Introduction
Although in the majority of cases commercial vehicle tyres are used by professionals having a
sound knowledge of operating conditions, E.T.R.T.O. considers it necessary to re-state their
usage recommendations. It should be clearly understood that these recommendations are
applicable to tyres used for normal highway service. For other specific conditions it will be
necessary to modify or supplement them following agreement between the tyre and vehicle
manufacturers.
Tyre fitting
and expertise. Inexpert fitment can result in personal injury and visible or concealed damage
to the tyres and wheels. Such damage may lead to failure in service and possible injury.
E.T.R.T.O. recommends the following:
• Ensure that the rim is correct for the tyre size being fitted and is capable of supporting
the required load.
All tubeless tyres must be fitted on airtight rims. It is recommended that rims with profiles
designed for bead retention be used for tubeless radial tyres with a load index ≤ 121
fitted on 5° drop-centre rims (hump rims).
Where no tubeless marking appears on the tyre sidewalls, tyres are intended for fitment
with an appropriate inner tube.
• Remove all contamination (dirt, grease, rust, fitting lubricant, etc.) From the wheel.
Inspect the wheel carefully. If it is cracked or deformed, it must be replaced.
In the case of multi-piece rims, check that the different components are correct and
compatible. Do not mount tyres on wheels showing any sharp edges or burring around
the bead seating area to avoid any tyre damage.
• In the case of replacement of tube type tyres, always fit a new inner tube, valve and flap.
In the case of tubeless tyres fit a new valve adapted to the in use inflation pressure and
valve grommet, and a new seal when they are fitted on rims with a detachable flange.

Commercial Vehicle Tyres
• Check that the tyres and inner tubes are free from damage and take particular care that
no foreign matter remains inside the tyre or between the tyre bead and the rim bead
seat.
• Lubricate the tyre beads with an approved tyre lubricant only. This applies especially to
tubeless tyres, particularly those mounted on rims with safety humps. If this
recommendation is not followed, bead damage or fracture during fitting could occur.
Note : the use of hydrocarbons is prohibited.
• Carefully check the condition of the valve hole. The edge of the valve hole on the tyre
side of the rim must be rounded and smooth, while on the weather side the edge must be
free from any burrs that can damage the valve stem.
In order to avoid damage to the inner tube or flap, ensure that the valve is located
correctly in the valve hole. The use of valve extension pieces is advised for those valves
to which access is difficult, as in the case of the inner tyre of twin assemblies.
• With the tyre on the rim, start the inflation in two steps making certain that the beads are
seating correctly on the rim seat. Stop inflating the tyre at 150 kPa (1.5 bar) (1st step),
inspect the tyre and ensure that there are no tyre deformations or blisters. Deformations
or blisters require the demounting of the tyre and examination by a specialist. Ensure
that the beads are correctly located against the rim flange.
Then place the tyre in vertical position into a safety cage and inflate it to the specified
inflation pressure.
In the case of tyres fitted on multi-piece rims, with the tyre on the rim, and the assembly
flat on the ground, inflate until the detachable flange is located correctly against the lock
rim. Correct location is facilitated by tapping these rims with a rubber hammer during the
preliminary inflation. However, the tyre must not be inflated above a pressure of 100 kPa
(1.0 bar) before being placed in a safety cage.
• Ensure that the airline between the valve and the pressure gauge is long enough to
enable the fitter to stand clear of any danger from flying components in the event of a
tyre or wheel burst.
• If there is neither a safety cage nor a portable safety device to give protection against
tyre or wheel bursts, place the tyre and wheel assembly vertically against a wall with the
detachable rim parts towards the wall.
Used tyres should not be fitted if their previous history of use, maintenance or storage
conditions are uncertain or unknown. A qualified tyre specialist should inspect the internal
and external condition of the used tyres prior to application.
Tyre removal
and expertise. Inexpert removal can result in personal injury and visible or concealed
damage to the tyres and wheels. Such damage may lead to failure in service and possible
injury.
• Before each operation, it is essential to make sure that the tyre is completely deflated by
unscrewing and removing the valve insert.
• In addtion, in the case of rims of multi-piece construction, for example,

The operation must start by the removal of the lock ring and the detachable rim flange. At
all times the operation must start by the removal of the lock ring and the detachable rim
flange. At all times, the operator must avoid standing in front of the wheel in the path of
loose flange components which might spring-off in the case of a damaged wheel.
• Tyre fitting/removal: special case of external valve hole, tubeless 15° drop-centre
rims with hump(s)
The single or double hump rim contour of those 15° drop-centre rims with an external
valve hole makes the unseating of the tyre bead very difficult when using traditional hand
tools. Therefore, it may be necessary to use specialised service accessories that are
able to exert localised pressure to force the bead over the hump.
It is important that these accessories are designed in such a way that they do not cause
damage to the tyre bead/sidewall, to the attachment face, wheel centre hole, bead seat
or rim flange. Alloy wheels are particularly at risk.
Additionally different types of valves are available on the market. It is necessary to use
only those of which the bases are free of any roughness, sharp angle or prominent points
which may damage the bead when the tyre is passing over the hump during the
mounting and/or the dismounting.
Inflation pressure
These recommendations are specific to Commercial Vehicles tyres.
be considered too.
In general, the tyres for trucks and buses must be inflated according to the load they carry. It
is dangerous to run with pressures different from those recommended by the tyre and/or
vehicle manufacturers.

Storage of tyres, tubes and flaps

See pages 11 to 13.
Wheels
The condition of wheels should be checked regularly particularly for distortion of rim flanges,
wheel discs and trilex sectors. Cracked rims or wheels must be replaced, paying particular
attention to the inside wheel of twin fitments. It is strongly recommended that tyres are
deflated before removal from the vehicle.
In the event of wear/damage to rim flanges, it is recommended that all sharp edges be
removed in order to avoid tyre damage during fitting and use.
Damaged or distorted wheels, or wheels having cracked or deformed stud hole
seatings, , must not be repaired or used in service.
Cracked rims or discs must never be welded under any circumstances because the welding
will crack again after a very short time under the dynamic stresses involved in running.
In order to avoid tension crack corrosion on the wheels as well as tyre damage, the anti-
corrosive protection on the wheel must be fully guaranteed, even on the tyre side of the rim
and rings. The surface protection should be checked at intervals and during tyre fitting, and
renewed as necessary after removing any contamination from rust.
Tyre damage
It is dangerous to neglect tyre damage.
The tyres on a vehicle should be examined regularly with particular attention being paid to
the tread for evidence of abnormal wear, cuts, localised deformities and foreign bodies (grit,
nails,...), to the sidewalls for cuts, cracks, impact damage, abrasion and localised
deformities, and to the bead/rim flange region for signs of chafing, rim damage, misfitment
and, between twin tyres, for cracks, abrasions, localised deformities and foreign bodies. In
cases of any such damage, the tyre must be checked by a specialist.
It is dangerous to re-inflate a tyre which has run flat or severely under-inflated and any such
tyre must be removed for examination by an expert to check for tyre, tube, valve or rim
damage and to be assessed for further service.
A tyre specialist should also be consulted if a tyre has suffered a heavy impact on kerbs, pot-
holes and general road hazards or after prolonged use of tyres on poor surfaces, even
though no damage is visible, because damage could seriously curtail tyre life. Abnormalities
in running - heavy vibrations, sudden pull to the left or right etc. - should also be investigated
without delay.

Following a puncture it is imperative to pull-up as soon as possible and change the tyre
because running under-inflated may cause structural deterioration. A tyre which has been
punctured must always be removed from the wheel to be checked for secondary damage.
Anti-puncture products in the form of liquid sealants are not recommended as they can mask
secondary damage and preclude internal examination.
If a repair to a tyre is necessary and feasible, it must be carried-out by a tyre specialist as

soon as possible in order to avoid further deterioration of the structure. In any case all tyre
repairs must be entrusted to a tyre specialist who must then take full responsibility for them.
The exposure of tyres to temperatures in excess of 90° C may cause permanent damage to
the tyre and this is to be avoided. Such exposure may be caused by brakes, exhaust pipes,
catalytic converters, etc.

The tread of a tyre is provided with a raised pattern or sculpture the main purpose of which is
to ensure maximum tyre grip on wet or slippery roads. However, tread pattern alone does not
control tyre grip. In addition to the features of the pattern itself, tyre construction, the chemical
composition of the tread, road surfaces, weather conditions, mechanical features of the
vehicle, driving style and particularly speed, are all important factors affecting tyre/road
adhesion.
In the case of commercial vehicle tyres, particularly those on the heavier lorries, the load and
the resulting high ground pressure ensure good grip even on wet or slippery roads, although
tread patterns are far less complex than for car tyres.
impossible to define precisely the minimum tread depth compatible with safety. All that can
be stated is that for a particular tyre under given conditions, road grip gradually decreases
with tyre wear. The driver should allow for this fact and reduce speed on wet roads
accordingly. There is no exact time during the life of a tyre when the driver has to face
skidding dangers which did not exist a moment before.
E.T.R.T.O. considers that it is impossible to specify a minimum tread depth which

would be valid for all types of tyres beyond which further use becomes dangerous.
However some tyres have tread wear indicators (normally 1.6 mm) to warn the user
that the tyre is approaching the limit of wear.
The legal minimum tread depth for commercial vehicle tyres varies depending on
the country of use. Users should be aware of the requirements for the countries
where the tyre is used.

Tyre regrooving
• General
Regrooving or recutting consists of cutting a pattern in the tread, deeper than the original
pattern, in order to extend the tyre life. Care should be taken to ensure that the regrooving
process does not expose the tyre casing, breakers or belts and that sufficient rubber is left for
its protection. Tyre manufacturers publish instructions regarding the patterns to follow when
regrooving their tyres as well as the relevant recommended widths and permitted depths
below the base of the original pattern.
European and north american regulations require that ‘each new tyre designed and
constructed for regrooving shall be labelled on both sidewalls with the word ‘regroovable’ or
the symbol ‘Ω’ at least 20 mm in diameter.’ A minimum rubber thickness of 4 mm between the
bottom of the original principal grooves and the upper surface of the belt is necessary to
classify a tyre as regroovable.
• Technical requirements
• Regrooving should only be carried-out by specially trained personnel.

• On no account must tyres that have been worn smooth be regrooved (even if the
smooth area is limited) as there is no indication of how much base rubber is left. As
there can be a degree of uneven tread wear, with most tyres it is better to check the
tyre for regrooving when a sufficient amount of protection base rubber of at least
2 mm will be remaining.
• Before regrooving, the tyre should be examined to ensure that it is in good condition
and to ensure the tyre has not been previously regrooved. To trained personnel it is
usually obvious if a tyre has been regrooved previously since the groove will not
have sharp corners on zigzag grooves and there will be marks in the groove left by
the regrooving tool. However, if the new tyre had tread wear indicators or tie bars,
these will no longer be visible as they will have been removed during the ﬁrst
regrooving process.
Should it be considered necessary or desirable to completely or partially regroove
the tyre more than once, the tyre manufacturer must be consulted.
Any damage or unsatisfactory repair should be repaired correctly in advance. If the
tread shows evidence of cracking, multiple cuts,or tearing of the tread blocks, then
regrooving is not recommended.
Remove flints and other foreign bodies trapped in the tread rubber to avoid damage
to the cutting blade or the tyre.
Regrooving should be carried-out with a regrooving tool which has an electrically
heated blade and preferably in a well ventilated place.
• Choose a blade the width of which corresponds to the width of regrooving
recommended in the instructions issued by the tyre manufacturer for the specific
tread pattern and tyre size.
• The actual remaining depth should be measured at several places around the tyre.
The depth of cut on the cutting tool must be related to the minimum pattern depth
found.

• To set the cutting blade, add the minimum pattern depth measured to the permitted
regroove depth specified in the instructions issued by the tyre manufacturer for the
specific tread pattern and tyre size.
Example
Minimum remaining depth of the original pattern  A
Permitted regroove depth from the tyre manufacturer’s 

B
instructions
Depth of setting of the cutting blade  C=A+B
• Mount the tyre on a re-grooving stand. Proceed to regroove the tread exerting even
pressure following the re-cut pattern straight through any tread tie-bars, as shown in
the instructions issued by the tyre manufacturer for the specific tread pattern and
tyre size.
• When the above procedures are carefully followed a sufficient amount of the base
rubber remains to protect the tyre casing, breakers or belts. In no case must any part
of the cord structure of the tyre be cut or exposed as this renders the tyre unsafe and
is likely to preclude subsequent retreading.
• Responsibilities
The regroover must take total responsibility for the examination and the work carried-out on
the tyre and the subsequent performance of the tyre relative to this.


In the course of its life, a tyre is subjected to an enormous number of constraints and can be
damaged in many ways. It is imperative that the work of repairing or retreading is entrusted
only to competent companies. After a careful examination by a specialist to decide whether
repair or retreading is possible, these companies must take total responsibility for the
examination and the work carried out on the tyre.
Tyre ageing
Tyres fitted to vehicles which are parked for long periods (e.g. cranes, specialist trailers etc..),
Particular attention must be paid to spare tyres which may be old or aged.
chapter at page 15.
Tyres subjected to electrical discharges

Pneumatic tyres can be seriously damaged by electrical contact or discharges that generally
originate from direct contact with high voltage electric lines or their electric arcing. Possible
consequences are damages that are difficult to detect visibly but which can cause serious
degradation of the tyre. These damages may be confirmed by the actual sighting of the
contact or can be detected through a destructive examination of the tyre. Therefore, it is
recommended that, as a precaution, all tyres on a vehicle that has been subjected to such an
electrical contact or arcing should be removed and destroyed to prevent further use or
remounting on another vehicle.
For recommended and permitted tyre/rim combinations, consult the current E.T.R.T.O.
Standards Manual. For other tyre/rim combinations, for existing vehicles, consult the
E.T.R.T.O. Engineering Design Information and the tyre and rim manufacturers concerned.
intended service.
Choice of valves
Appropriate valves shall be chosen in accordance with the rim aperture and the inflation
pressure to be used.

General
or vehicle manufacturer as the effect on safety, vehicle behaviour and clearance must be
considered.
Replacement tyres must be suitable for the type of vehicle and the applications on which it is
used. These applications may vary - type of service, route, load, speed - but tyre
manufacturers offer a comprehensive range of tyre sizes, constructions and tread patterns
and are competent to advise the user on tyre selection.
In particular:
• C-Type tyres must not be replaced with tyres for passenger cars even if the size is the
same and the service description is compatible with vehicle maximum load and
maximum speed.
• Tyres bearing the "FRT" (Free Rolling Tyre) marking are not designed for the
equipment of front steering and drive axles but specifically for trailer and free rolling
axles of motor vehicles.
This advice is backed by extensive facilities, both in equipment and personnel, for carrying-
out research and development over the full range of service conditions. In special cases, a
change of tyre and/or wheel equipment may be necessary.
Tyre load and speeds

Most tyres are marked with a service description comprising a load index or load indices
(numbers) and a speed symbol (letters) e. g. 150/146L. Tyres fitted as original equipment are
suitable for the speed and maximum axle weight of the vehicle.
In principle replacement tyres should have a load index (or load indices) at least equal to
those of the original tyres specified by the vehicle manufacturer or the legal load limit,
whichever is lower, and a speed symbol sufficient to meet legal requirements and vehicle
speed capability.
Certain special tyres (for example M+S) may have a lower speed rating than the original
highway tyres. In such cases the driving speed must be restricted, as appropriate.
If in doubt, or in the absence of a service description, consult a tyre specialist.
Overloading or exceeding the speed capability of a tyre causes excessive heat build-up
which may lead to tyre breakup.


2. Commercial name
3. Tyre size
4. Load indices for single and dual fittment
5. Speed symbol
6. Supplementary service description
7. PSI Index

8. Structure
9. It indicates tubeless or tube type tyres
11. It indicates tyres designed for use in severe snow conditions (*)
12. It indicates a traction tyre (*)
13. It indicates that the tyre can be regrooved (*)
14. Production date Week/Year
15. UNECE type approval mark and numbers
17. It indicates a tyre designed for use on axles other than front steering and drive axles (*)
20. indicates inflation pressure, load capacity, load range, ply number/material (**)
required.
account.
This picture is for information use only and shall not be considered as a model. For presence,
size, position, lettering, etc. of the markings consult the ad-hoc regulations.
Mixed fitments
users must also comply with their national legislation.
Except in the case where a temporary-use spare is fitted all the tyres on the vehicle must be
of the same structure (radial, bias or bias-belted).
In addition, the tyres on a given axle must be of the same make, size, structure (radial, bias
or bias-belted), and category of use (normal, snow or special) and have approximately the
same degree of tread wear.
In cases where one type is to be replaced by another, the tyre manufacturer must be
consulted about special recommendations of fitments for particular usages.
In case of replacement of a single tyre on an axle (e.g. due to damages) it is suggested to

have the new one with approximately the same degree of tread wear as the remaining one.
Tyres in dual fitment must be approximately of the same external diameter.

M+S C-type tyres

Taking into account the whole range of conditions encountered in winter, the user's choice of
tyres is based on many factors – geographical location, length and frequency of journeys,
local legal requirements, etc. – in the knowledge that optimum vehicle handling is obtained
from the fitment of four tyres of the same type.
Tyre manufacturers provide tyres marked M+S for essentially all winter conditions, but they
can be classified broadly into three main types, namely M+S tyres without 3PMSF (i.e 3 Peak
Mountain with Snow Flake) marking, M+S tyres with 3PMSF marking and studded M+S tyres.
• M+S tyres without 3PMSF marking
These tyres (without studs) are effective in most conditions (that is in presence of snow,
melting snow (mud), slush, ice, cold rain, winter temperatures even if it is above 0°C).
However, they do not always reach the standard of studded tyres on melting ice nor the
standard of M&S tyres with 3PMSF marking on severe snow conditions. In general, the
design of these tyres (structure, tread pattern and compounds) gives adequate
performance in general winter conditions and they are not subject to the legal constraints
of studded tyres as they can also be used in normal (non-winter) conditions.
• M+S tyres with 3PMSF marking
These tires are designed for use on severe snow conditions and exceed the minimum
performance on snow required by the UN ECE Regulation 117 for bearing the 3PMSF
marking.
3 Peak Mountain with Snow Flake (3PMSF) sidewall marking of snow tyres for use
in severe snow conditions
Minimum 15 mm base and 15 mm height, placed adjacent to the M+S marking.

Above drawing not to scale.
Use of M+S tires with or without 3PMSF marking is regulated in several countries. Always
make sure to have your vehicle fitment meeting the regulatory requirements of the regions
where you drive.
The fitment of four M+S tyres is recommended.

The tyre manufacturer's advice on fitment should be followed and the same direction of
rotation should be maintained from one winter to the next.
In addition, M+S tyres with or without 3PMSF marking should be run-in by avoiding harsh
acceleration or cornering or sudden braking for some hundred kilometres (i.e. at least 100
kilometers).
The maximum speed corresponding to the speed symbol on the tyre should not be exceeded
even if the vehicle is capable of a higher speed.
In the European Union the Regulation (EU) 458/2011 allows to fit M+S tyres with 3PMSF
marking which have a speed symbol lower than the one required for the car but the speed
symbol cannot be less than Q. In that case a sticker specifying the maximum speed capability
of the fitted snow tyres, shall be displayed inside the vehicle in a prominent position readily
and permanently visible to the driver.
• Studded M+S tyres
The studs are inserted into holes provided for them in the tread. Some countries regulate
their use legally, particularly with regard to the period of use, speed limits and the
disposition of studs (number, position and protrusion).
• New studded tyres should be run in for approximately 300 km at a moderate speed.
• When a car is equipped with studded tyres, all running wheels should be fitted and
this is also mandatory required by some countries. In fact, studded tyres on only one
axle can cause instability - for example on braking when decelerating on icy roads -
particularly on front-driven cars with studded tyres on the front axle only. Similarly
instability, particularly on bends, can occur on rear driven cars equipped with
studded tyres on the rear axle only.
• Heavy braking and rapid acceleration should be avoided on studded tyres.
• Studded tyres, when re-fitted after a period of disuse, should be mounted so as to
turn in the same direction as when previously fitted. At the end of the winter season
therefore, the direction of rotation or the wheel position should be marked on each
tyre.
In absence of national legislation, a speed of 100 km/h should not be exceeded on roads free
of snow and ice because of reduced road grip of studs being considerably affected by speed,
acceleration and sharp braking.
Downgraded tyres
It is recommended that downgraded tyres be marked with the following inscription:
DA

There is no restriction on the use of tyres marked ‘DA’.

Tyres marked ‘DA’ (on at least one sidewall) are tyres with only minor external blemishes
which do not affect their performance in any way.
The location of the marking ‘da’ is left to the discretion of the tyre manufacturer.
Directional tyres
rotation.
In the case of a vehicle equipped with a spare wheel assembly fitted with a directional tyre,
this spare wheel assembly will run in the proper direction only when fitted to one side of the
vehicle.
Continued use of a directional tyre in the opposite direction may lead to uneven tyre wear
and/or increased interior noise and increased vibration levels.
Tyre use and maintenance for motor-caravans (or motor homes)
Fit the right tyres

As with all road vehicles, it is essential that tyres of the correct type be fitted.
Tyres usually fitted to motor-caravans are of a "light commercial (“'C”' or “CP”)" type. CP
type-tyres (commercial vehicle tyres for service on motor-caravans) have only been marketed
in the last few years. This followed a study which demonstrated, that overloading is generally
the main cause of tyre failure, due to the fact that this type of vehicle often carries an
excessive or badly distributed load, which, may be higher than that permitted by the load
index (LI) of the tyre; usually on tyres fitted to the rear axle.
CP-type tyres have been designed to cater for the higher loads imposed by motor-caravans,
especially when fitted in single formation on the rear driven axle (also see following
comments below referring to the “service description”).

It is always advisable to have the same type of tyres on all wheels and axles. Only tyres of
the same size and service description (load index / speed symbol) and identical wheels
should be fitted across an axle and carried as a spare. Tyre pressures across an axle should
be equal. Additionally, any deviation from the original type of tyre is likely to have an effect on
the handling and general characteristics of the vehicle. For these reasons, it is strongly
recommended that motor-caravans are only fitted with CP-tyres.
Therefore, before changing the type of tyres, always consult either the vehicle or the tyre-
manufacturer.
When fitting any new tyre size differing from the original equipment, it is the users’
responsibility to ensure compliance with existing regulations, regarding specifically, the
vehicle’s load and speed capability. Never replace tyres with those of a lower speed rating or
lower load capacity.
Referring to the "service description"

The LI designation of CP-type tyres carries a single “load index” indicating their normal use in
single fitment. In this case only, tyres on the rear axle have to be inflated to 550 kPa (5.5
bar), (to compensate for severe conditions of unequal load distribution, but with no further
concession to increase the maximum load capacity). When these tyres are used in dual
fitment, a tyre pressure increase is not required and the axle load capacity is calculated as
1.85 times that of a single wheel fitment.
General recommendations for motor-caravans (or motor homes)
Check the pressures

The correct inflation pressure for motor-caravan tyres will be shown in the vehicle / chassis
handbook.
Tyre care
Check your tyres regularly but particularly when the motor-caravan has not been used for
some time. Vehicles that are not normally used during winter should be thoroughly inspected
prior to re-use. Inspect for any sign of deterioration in the tyres such as sidewall cracking
and/or carcass deformation. Tyres fitted to a stationary vehicle, particularly if parked in
coastal areas may deteriorate more quickly over time than those in regular and frequent use.
If a motor-caravan remains stationary (parked) for a length of time, it is requested to cover
the tyres in order to shield them from direct sunlight and, if possible, jack the weight off them.
If in doubt about the condition of your tyres, have them checked immediately by a tyre
specialist.

Do not overload
At anytime it is dangerous to overload tyres. Police may take action against drivers when
their vehicle is carrying an excessive or poorly distributed load. A poorly distributed load can
cause overloading of one or more tyres, even when the maximum permissible total load is not
exceeded. It is important to spread the load evenly around the vehicle and as low as
possible, thus not impairing the stability of the vehicle. Failure to adhere to this rule may
initiate tyre problems and possible tyre failure.

E.T.R.T.O. Recommendations on Motorcycle Tyres

E.T.R.T.O. recommends the following :
• Fitting
• Ensure that the rim is correct for the tyre size being fitted.
• Clean the tyre and the wheel thoroughly to remove all contamination (dirt, grease,
rust, fitting lubricant, foreign matter, etc.). Inspect the wheel carefully paying
particular attention to the spoke nipples and ensuring that the rim band is in good
condition and covers them.
If the rim is cracked or deformed, it must be replaced.
Do not mount tyres on rims showing any sharp edges or burring around the bead
seating area to avoid any tyre damage during mounting.
Carefully check the condition of the valve hole. The edge of the valve hole on the
tyre side of the rim must be rounded and smooth, whilst on the hub side the edge
must be free from any burrs that can damage the valve stem.
• Lubricate the tyre beads with water or an approved proprietary tyre lubricant only.
This applies especially to tubeless tyres which are mounted on rims with safety
humps. If this recommendation is not followed, bead damage or fracture during
fitting could occur.
Note : The use of hydrocarbons is prohibited.
Do not use an excessive amount of lubricant as this can result in bead ‘creep’ in
service.
If necessary dust the tube with French chalk, but do not use an excessive amount as
this can result in tube failure.
Take note of any directional arrow on the sidewalls of the tyre.
• With the tyre on the rim, start the inflation making certain that the beads are seating
correctly on the rim seat. After inflation ensure that the beads are correctly located
against the rim flange.
Non compliance with this procedure can result in tyre failure in service.
• Ensure that the air line between the tyre valve and the pressure gauge is long
enough to enable the fitter to stand clear of any danger from flying fragments in the
event of a tyre or wheel burst.
In order to comply with the above fitting instructions, it is sometimes necessary to
use a pressure greater than the normal recommended maximum pressure. For

Motorcycle Tyres
obvious safety reasons tyre and rim manufacturers should be consulted to determine
the permissible maximum fitting pressure.
• Wire-spoked wheels are not air-tight. Always fit an inner tube and a rim band.
• For safety reasons always use a new tube of the correct size marking when fitting a
new tube type tyre and a new tubeless valve when fitting a new tubeless tyre.
Where no tubeless marking appears on the tyre sidewalls, tyres are intended for
fitment with an appropriate inner tube.
• All tyres for tubeless applications must be fitted on airtight rims which must have
profiles designed for bead retention. Where tubeless tyres are fitted on rims which
are not suitable for tubeless applications, an appropriate inner tube shall be fitted.
• For tubeless tyres used on motorcycles with maximum speed over 240 km/h fitment
with a tube is not recommended.
• Removal
• Before commencing removal, check that there is no danger of the tyre bursting due
to damage (cuts, bulges, exposed cords etc.).
• To avoid danger when separating the beads from the rim, unscrew and remove the
valve core before removing the tyre in order to ensure deflation.
It is recommended that tyre fitting and removal be entrusted to a specialist who has the
necessary equipment and expertise. In exceptional cases where this is not possible, it is
imperative to comply with the tyre manufacturer’s instructions on fitting and removal of
tyres and with the national standards in force.
Inflation pressure
These recommendations are specific to Motorcycle tyres.
be considered too.
The cold pressures recommended by tyre manufacturers in their technical documents should
be regarded as minima.
For sustained high speed riding, or when riding with a passenger or carrying heavy luggage,
the recommended cold pressure should be increased by at least 30 kPa (0.3 bar). For special
cases higher pressures may be recommended by motorcycle or tyre manufacturers.

Motorcycle Tyres

2. Commercial name
3. Tyre size
4. Load index
5. Speed Symbol
6. Structure
7. It indicates tubeless or tube type tyres
8. Extra Load or Reinforced marking (*)

Motorcycle Tyres
10. Production Date Week/Year

11. UNECE Type Approval mark and numbers
12. Directional arrow marking (*) (1)
14. It indicates the position of the tread wear indicators
17. It indicates the maximum inflation pressure and the maximum load capacity (**)
18. It indicates the numbers and materials of reinforcement layers (**)
required
(1) It indicates the direction of rotation of the tyre recommended by the manufacturer.
account.
Storage of tyres and tubes

See pages 11 to 13.
Wheels
Ensure that the rim band on wire-spoked wheels is in good condition as a protruding spoke
head can damage a tube and cause a puncture.
The condition of the wheels should be checked regularly, particularly for alignment, distortion
of flanges, and loose spokes. In the event of wear/ damage to rim flanges, it is recommended
that all sharp edges be removed in order to avoid tyre damage during fitting and use.
Damaged or distorted wheels must not be repaired or used in service.
Divided wheels
Divided wheels are so constructed, that their two main parts, the rim portions of which may or
may not be the same width, when securely fastened together, combine to form a rim having
two fixed flanges.
Divided wheels should be designed so, that on the wheel, when it is fitted to the vehicle, only
those screws and nuts are accessible, which fit the wheel to the vehicle. The connecting
devices of the two wheel parts must differ and only be accessible, when the wheel is
demounted from the vehicle. Spot weldings must not be used.
In case where the connecting devices are accessible when the wheel is mounted on the
vehicle, they must be clearly identifiable.

Motorcycle Tyres
The demounting of the wheel from the vehicle and of the tyre from wheel must be done in the
following sequence :
• Deflating of the tyre (to have no pressure on the tyre),
• Demounting of the wheel from the vehicle,
• Disconnecting of the two wheel parts and demounting of the tyre.
When mounting, the tyre shall be only inflated after the connecting devices of the wheels are
secure.
Tyre damage
Remove any stones or nails which may become embedded in the tread of the tyre. If left they
will eventually penetrate through the casing and cause a puncture, leading to a breakdown
on the road.
internal damage, even though it appears to be sound it must be removed and examined by a
tyre specialist as soon as possible in order to determine whether it is repairable.
Never make external temporary repairs in the tread or sidewall as they can be extremely
dangerous.

The tread of a tyre is provided with a raised pattern, or sculpture, the main purpose of which
is to ensure maximum tyre grip on wet or slippery roads. In addition to the features of the
pattern itself, tyre construction, the chemical composition of the tread, road surface, weather
conditions, mechanical features of the motorcycle, riding style and particularly speed, are all
important factors affecting tyre/road adhesion. Tread depth is not the principal factor in tyre
adhesion.
impossible to define precisely the minimum tread depth compatible with safety. For instance,
in pouring rain on a smooth ‘heavy traffic’ road, the fast rider should drive with the utmost
care even if his machine is fitted with new tyres. All that can be stated is that for a particular
tyre under given conditions, road grip progressively decreases with tyre wear. The rider
should allow for this fact and reduce speed on wet roads accordingly.
There is no exact time during the life of a tyre when the rider has to face skidding dangers
which did not exist a moment before.
E.T.R.T.O. considers that it is impossible to specify a minimum tread depth,

valid for all types of tyres, beyond which further use becomes dangerous.
it would be dangerous for riders to assume that they can drive safely in wet
conditions without reducing speed merely because the tyres have not yet

Motorcycle Tyres
reached a stage where they should be changed. In particular, riders of sports

machines should take care to replace their tyres in good time bearing in mind
the machine ‘s performance capability.
Legal tread depth limits set in each Country shall always be respected.
Tyre grooving and siping

Regrooving, or supplementary grooving and siping down to the same depth as the original
pattern, is not permitted on tyres for road use.
Tyre repair
In the course of its life a tyre is subjected to an enormous amount of abuse and can be
damaged in many ways. It is imperative that the work of repairing it is entrusted only to
competent companies.
Before attempting to repair a puncture, it is vital that a rigorous inspection for secondary
damage inside the tyre casing be carried out, necessitating the removal of the tyre from the
wheel. After a careful examination by a specialist to decide whether the repair is possible,
these companies must take total responsibility for the examination and the work carried out
on the tyre.
Tyre ageing
See general recommendation in the “Tyre ageing” chapter at page 15.
Standards Manual.
intended service.

Motorcycle Tyres
Every motorcycle has well defined mechanical and load/speed characteristics and the choice
of tyres for it is governed largely by these factors.
Only motorcycle and tyre manufacturers are technically competent to make this choice. In
particular, tyre manufacturers have extensive facilities, in both equipment and personnel, for
carrying out research and developments over the full range of operating conditions.Therefore,
when replacing tyres, it is essential to fit either the sizes and types identical to those fitted on
the machine originally, or the alternatives recommended by tyre manufacturers in their official
literature.
Tyres marked ‘Not for Highway Use’ or ‘N.H.S.’ must not be used on the public highway.
Tyres run-in
When new tyres are fitted they should not be subjected to maximum acceleration, hard
cornering, or sudden braking for some hundred kilometres (i.e. at least 100 kilometers).
Failures to respect this advice may result in loss of control.
Downgraded tyres
It is recommended that downgraded tyres be marked with the following inscription :
DA
There is no restriction on the use of tyres marked ‘DA’

The location of the marking ’da’ is left to the discretion of the tyre manufacturer.
Tyres for test rigs / rolling roads
Motorcycle tyre submitted to high performance test on test rigs may not be used later for
normal driving. For high performance tests on test rigs, only special tyres or worn tyres are to
be used.

Motorcycle Tyres
Directional tyres
rotation.
Continued use of a directional tyre in the opposite direction may lead to uneven tyre wear and
increased vibration levels.

E.T.R.T.O. Recommendations on Rims and Tyres for Bicycles
Recommendations for rims, made of material which may abrade (i.e. wear due to abrasive
action of brake pads).
Sidewalls of rims made out of materials that wear through the abrasive action of brake pads
will have a limited lifetime.
The lifetime of the bicycle rim will depend on the material of the brake pads and the use of
the bicycle.
As a result of excessive wear, the bicycle rim will not be capable of maintaining the tyre
pressure, causing instant deflation.
In order to maintain safety and provide correct fitting of the tyre, the user of such rims and
brakes must be notified of the state of wear of the rim, allowing replacement of the rim when
required.
Thus, the sidewalls of such rims should have an indicator to show when the rim must be
replaced.
Tyre fitting for normal crotchet type rims

In addition to the technical standards shown in the E.T.R.T.O. Standards Manual and the
recommendations given by tyre, rim and valve manufacturers in their technical publications,
E.T.R.T.O. recommends the following for tube type tyres
• Fitting
• Ensure that the tyre size selected is compatible with the rim to which it is to be fitted.
In particular the nominal rim diameter of the tyre size and of the rim size as shown in
the relevant markings shall coincide. Verify that the tyre is not damaged or aged.
Check that the inner tube is of a correct size for the tyre size.
• Clean the rim to remove any contamination (grease, rust, foreign material, etc.).
Inspect carefully, paying particular attention to the spoke ends and valve hole, which
should be smooth, free from burrs or sharp edges. Do not mount tyres on rims
showing any sharp edges or burring around the bead seating area to avoid any tyre
damage.
Check and tighten loose spokes. Damaged or distorded spokes or rims shall not be
repaired and must be replaced.
• Check the protective flap and replace it if damaged or deteriored. Fit the protective
flap (rim tape), which should be sufficiently wide to completely cover the spokes
heads and to remain centred on the rim during use. Position the rim tape so that the
hole for the valve corresponds with the hole in the rim.
The thickness of the rim tape should not exceed 0,8 mm unless stated otherwise by
the rim manufacturer. Its mechanical strength should be sufficient to withstand the
maximum recommended inflation pressure of the tyre.

Rims and Tyres for Bicycles
• Lightly lubricate the tyre beads using a suitable lubricant (soapy solution or
proprietary bead lubricant) so as to avoid damage during fitting. Avoid excessive
lubrication, which may lead to rotation of the tyre on the rim during operation.
Warning: do not use lubricants based on hydrocarbons or hydrocarbon
mixtures.
• In case of machine fitting: introduce the inner tube into the tyre and inflate slightly
until it is in light contact with the tyre. Over inflation will make fitting difficult.
Insert the valve into the hole in the rim and mount the lower bead onto the rim,
followed by the upper bead, ensuring that the inner tube does not become trapped
between the bead and the rim flange.
It is imperative that the device used to push the beads is carefully adjusted to avoid
shearing the bead against the rim flange.
• In case of manual fitting: mount one bead onto the rim. Introduce into the tyre the
inner tube, slightly inflated, starting by inserting the valve into the hole of the rim.
Then, starting opposite the valve, mount the second bead onto the rim ensuring that
the inner tube does not become trapped between the bead and the rim flange or the
rim tape.
Push the valve towards the inside of the rim to ensure that the tyre beads are
correctly fitted.
• Slowly inflate the tyre so as to centralise the beads on the rim. Inspect carefully to
ensure that both beads are correctly centred on the rim before inflating to the opera-
ting pressure.
For safety reasons the maximum inflation pressure, recommended by the tyre and
rim manufacturers, should never be exceeded.
• Secure the valve by screwing (finder tight) the securing nut, if applicable.
Tyre fitting and removal for tubeless tyres

In addition to the technical standards shown in the E.T.R.T.O. Standards Manual and the
recommendations given by tyre, rim and valve manufacturers in their technical publications,
E.T.R.T.O. recommends the following for tubeless tyres
• Fitting
• Ensure that the tyre size selected is compatible with the rim to which it is to be fitted.
Check the tyre for any damage or ageing, particularly around the bead seating area.
Tubeless tyres shall only be fitted on air tight crotchet type rims, they may be fitted
as such either:
• on airtight rims (‘tubeless rims’), or
• on adapted crotchet type rims where an appropriate airtight rim tape is fitted to
ensure the rimair tightness.
• Check the rim for damage, particularly do not mount tyres on rims showing any
sharp edges or burring around the bead seating area to avoid any tyre damage..
Pay particular attention to the nipple heads, the spoke ends (if protruding inside of
the rim well) and the valve hole, which should be smooth, free from burrs or sharp

edges. Check and tighten loose spokes. Damaged or distorted spokes or rims shall
not be repaired and must be replaced.
• Check the airtight rim tape (if required) and replace it if damaged.
Position the rim tape (if required) so that the hole for the valve corresponds with the
hole in the rim and is laid properly over the well and the bead seat area.
Its mechanical strength should be sufficient to withstand the maximum
recommended inflation pressure of the tyre and maintain air tightness of the tyre rim
assembly.
Check that the valve is tightened correctly to the rim well.
• Lubricate the rim (inside) and the tyre around the bead seat area with a
recommended lubricant, soapy water or water only. Warning; do not use lubricants
which contain hydrocarbons.
• Insert, circumferentially, one bead of the tyre onto the rim. Then starting opposite the
valve, insert into the rim also the second bead ensuring that both tyre beads are
properly positioned in the deepest part of the rim well. Fitting should be carried out
manually and without the use of any tools, to avoid damaging the tyre bead seat
area.
• Inflate the tyre quickly until both beads “jump up” into place and correctly engage the
rim flange along the whole circumference. To ensure that the beads are seated
correctly, completely deflate the tyre. The beads should remain seated. Re-inflate to
the operating inflation pressure taking notice of the manufacturer’s recommended
pressure marked on the sidewall of the tyre.
• Removal
• Fully deflate the tyre. Starting opposite the valve, manually unseat one bead of the
tyre, by pushing it completely into the rim well.
• Without using any tools and starting opposite to the valve, lift this bead of the tyre
over the rim flange around the full circumference.
• Unseat the second bead by pushing it into the rim well. Then remove the tyre from
the rim. Removal should be carried out manually without the use of any tools, to
avoid damaging the tyre bead seat area.
Tubeless ready tyre
• This is a tyre which is not air-tight by itself built with a tubeless-type bead. When the tyre is
mounted it becomes air-tight by the means of a sealant liquid and then can be used
without the tube.
• To mount the tyre and apply the sealant liquid the instructions given by the tyre and
sealant manufacturers must be followed.
Directional tyres
rotation.

Continued use of a directional tyre in the opposite direction may lead to uneven tyre wear and
increased vibration levels.

E.T.R.T.O. Recommendations on Agricultural Tractor
and Implement Tyres

It is recommended that these operations be entrusted only to a specialist who has the
necessary equipment and expertise. Inexpert fitment may result in personal injury and visible
or concealed damage to tyres and wheels. Such damage may lead to failure and possible
injury in service.
In exceptional cases where these operations cannot be carried-out by a tyre specialist, it is
imperative to comply with the tyre manufacturer’s instructions on fitting/removal of tyres or the
National Standards in force. Special attention should be paid to the condition and suitability of
the rim and to locating the tyre centrally on the rim during inflation with particular care not to
exceed the recommended fitting pressure.
If in any doubt, or if any difficulty is encountered, a tyre specialist must be consulted.
E.T.R.T.O. recommends the following and in particular, for safety reasons, tyre fitting and
removal on DW and TW type rims must always commence on the flange nearer the lower
well irrespective of on which side of the rim the valve is located.
• Fitting
• Ensure the tyre to be fitted is the correct type and size for the vehicle concerned and
its intended service.
• Ensure that the rim is of the correct width and diameter as specified in the published
Standard and that the correct off-set is used in order to provide adequate clearance
from the vehicle and, where applicable, the correct dual spacing. In case of tubeless
tyres, check the suitability of the rim.
• Always work in safe, clean conditions avoiding soft, open ground.
• Ensure that all items to be assembled are clean and in good condition. In particular
check that the tyres and inner tubes are free from damage and take special care that
seat.
Remove all contamination (dirt, grease, rust, fitting lubricant, etc.) From the wheel.
Inspect the wheel carefully. If it is cracked or deformed, it must be replaced.
In the case of multi-piece rims, check that the different components are correct and
compatible.
Do not mount tyres on rims showing any sharp edges or burring around the bead
seating area to avoid any tyre damage.

• Always fit a new inner tube and flap when replacing a tyre, or a new valve or valve
grommet in the case of tubeless tyres, and a new seal when tubeless tyres are fitted
on rims with a detachable flange.
Where no tubeless marking appears on the tyre sidewalls, tyres are intended for
fitment with an appropriate inner tube.
• The rim bead seats and the tyre beads must be lubricated with an approved
proprietary tyre lubricant only. This applies especially to tubeless tyres. If this
Note : The use of hydrocarbons is prohibited.
The drying time of lubricants have significant impact on tyre to rim mounting and on
tyre assembly performance after mounting. For that reason it is recommended to
take into consideration the drying time of the lubricants when mounting tyres on
rims.
Lubricant drying time depends, among other factors, upon type of lubricant, the
ambient temperature and the amount of lubricant applied. For more details it is
recommended to consult the lubricant user manual or conditions of use.
Do not use an excessive amount of lubricant as this can result in bead ‘creep’ in
service.
• Carefully check the condition of the valve hole. The edge of the valve hole on the
tyre side of the rim must be rounded and smooth, while on the weather side the
edge must be free from any burrs that can damage the valve stem.
correctly in the valve hole. The use of valve extension pieces is advised for those
valves to which access is difficult, as in the case of the inner tyres of twin
assemblies.
• In the case of tube-type tyres, dust the tube with French chalk before inserting it into
the tyre.
For tubeless tyres fitted without a tube, the rim must be airtight.
Where a flap is required, dusting both surfaces with dry talc will help to locate it.
• In the case of one-piece drop centre rims, with the tyre on the rim start the inflation
making certain that the beads are correctly located on the bead seat. Until this is
done do not exceed the pressure recommended by the tyre manufacturer (usually
250 kPa (2.5 bar)). UN/ECE regulation 106 requests to stamp on both tyre sidewalls
a pictogram, as shown in the example, to explicit the maximum inflation pressure not
to be exceeded for bead seating during tyre mounting:
Where incorrect seating occurs, deflate the tyre, rotate it on the rim and re-centralise
it before re-commencing inflation. After inflation ensure that the beads are correctly
located against the rim flange.
In the case of tyres fitted on multi-piece rims, with the tyre on the rim and the
assembly flat on the ground, inflate until the detachable flange is located correctly
against the lock ring. Correct location is facilitated by tapping these rim parts with a
rubber hammer during the preliminary inflation. However, the tyre must not be
inflated above a pressure of 100 kPa (1.0 bar) before being placed in a safety cage.

• Ensure that the air line between the valve and the pressure gauge is long enough to
enable the fitter to stand clear of any danger from flying components in the event of
a tyre or wheel burst.
• If there is neither a safety cage nor a portable safety device to give protection
against tyre or wheel bursts, place the tyre and wheel assembly vertically against a
wall with the detachable rim parts towards the wall.
• Removal
• Before each operation, it is essential to make sure that the tyre is completely
deflated by unscrewing and removing the valve insert.
• In the case of rims of multi-piece construction the operation must start by the
removal of the lock ring and the detachable rim flange. At all times the operator must
avoid standing in front of the wheel in the path of loose flange components which
might spring-off in the case of a damaged wheel.
• If it is necessary to change a tyre without removing the wheel from the vehicle, the
following additional safety precautions must be observed before proceeding as
above:
• Ensure that the vehicle is on firm and level ground. After jacking it up, support the
axle with axle stands.
• Place the valve at its lowest position and apply the handbrake.
In order to avoid all possible risks of an accident in the above operations, it is recommended
that the work is carried-out only by qualified specialists. In particular such work must never
be done by an apprentice alone, and if it is done by two or more persons at least one of them
must be present throughout inflation pressure.

Inflation pressure
These recommendations are specific to Agricultural Tractor and Implement tyres.
be considered too.
In general tyres must be inflated according to the load they carry (e.g. if agricultural tractor
and implement tyres are to operate for any length of time on roads or other hard surfaces, it
is advisable to increase pressures to those recommended by the manufacturer).
Liquid ballasting
Tyres containing liquid ballast must be clearly identifiable. The following precautions must be
observed :
• An appropriate air-water valve must be used.
• The liquid ballast should contain an approved antifreeze additive. Consult the tyre
manufacturer concerned.
• In the case of tubeless tyres a rust inhibitor, approved by the tyre manufacturer
concerned, must be added to the liquid ballast as a protection against corrosion of the
rim.
• A special gauge for liquid filled tyres must be used for pressure checks. These should be
made with the valve in its lowest position in order to include the pressure due to the liquid
in the tyre.
• Before demounting a liquid ballasted tyre from the rim, ensure that the liquid is
completely drained-off. Failure to do this could lead to eventual tyre failure due to
deterioration of the cord fabric caused by the residual liquid.
Note : Liquid ballasting procedures and the recommended volume of liquid to be used
should be obtained from the tyre manufacturer concerned.
Tyre additives
The tyre industry does not recommend the use of any kind of additive product inside the
cavity during the operation as it could alter the tyre and rim assembly performances.
ETRTO recommends to always consult the tyre and rim manufacturers before using any kind
of tyre additives

Tyre storage
See pages 11 to 13
Seasonal tyre handling

Some agricultural equipment may be used on a seasonal basis and therefore be out of
service for a period of time. During such non operating periods vehicles should preferably be
raised on blocks and tyre pressures reduced to 70 kPa (0.7 bar) with the tyres protected by
an opaque waterproof cover. Periodic inspection of the tyres is recommended in order to
avoid unnecessary breakdowns when the vehicle is brought back into service.
If the above is not possible, tyres should be maintained at their recommended operating
inflation pressure.
Wheels
The condition of wheels should be checked regularly particularly for distortion of rims and
cracked or damaged wheel discs. Damaged rim flanges may permit the ingress of stones or
other foreign bodies between the rim flange and the tyre bead which could lead to tyre failure.
removed in order to avoid tyre damage during fitting and use. Never rework, weld, heat or
braze rims. Whenever any work on rims has to be performed, make sure tyre is demounted
first.
Damaged, distorted, cracked or broken wheels or components must not be
used and should be scrapped.
Consult the tyre and wheel manufacturers for confirmation of the wheels suitability and
strength for the service intended.

In the course of their life, tyres are subjected to an enormous number of constraints and can
be damaged in many ways. If a repair to a tyre is necessary and feasible, it must be carried-
out by a tyre specialist as soon as possible in order to avoid further deterioration of the
structure.
In any case, all tyre repairs must be entrusted to a tyre specialist who must then take full
responsibility for them.
It is imperative that the work of repairing or retreading is entrusted only to competent
companies.
After a careful examination by a specialist to decide if retreading is possible, the retreading
company must take total responsibility for the examination and the work carried out on the
tyre.

Tyre damage
If damage such as a blister, rupture, or cut exposing the casing, is visible on a tyre, or if it has
suffered a violent impact such that there has been a risk of internal damage, it must be
removed and examined by a tyre specialist as soon as possible to determine whether it is
repairable, even though it appears to be sound.
It is dangerous to re-inflate a tyre which has run flat or severely under-inflated and any such
tyre must be removed for examination by an expert to check for tyre, tube, valve or rim
damage and to be assessed for further service.
Remove any tyre where the bead area is chafed and the casing is exposed in the area where
the tyre fits against the rim flange.
Tyre Maintenance
The tyres on a vehicle should be examined regularly with particular attention being paid to the
tread for evidence of abnormal wear, cuts, localised deformities and foreign bodies (grit,
nails,...), to the sidewall for cuts, cracks, impact damage, abrasions and localised deformities,
and to the bead/ rim flange region for signs of chafing, rim damage, misfitment etc. In cases
of any such damage, the tyre must be checked by a specialist.
Following a puncture it is imperative to stop as soon as possible and change the tyre
because running under-inflated causes structural deterioration. A tyre which has been
punctured must always be removed from the wheel to be checked for secondary damage.
Tyre ageing
See general recommendation in the “Tyre ageing” chapter at page 15.


Downgraded tyres
DA
There is no restriction on the use of tyres marked ‘DA’

The location of the marking ’DA’ is left to the discretion of the tyre manufacturer.
General
Replacement tyres must be suitable for the type of vehicle and the applications on which they
are used. These applications may vary - type of service, route, load, speed - but tyre
and are the only competent authority to advise the user on tyre selection.
This advice is backed by extensive facilities, both in equipment and personnel, for carrying
Tyre replacement
obtain expert advice from tyre manufacturers or tyre specialists regarding tyre replacement
(See the general recommendations on used tyres for more details).
For safety reasons a new tube must always be used when fitting a new tube type tyre and a
new valve or valve grommet in the case of tubeless tyres. All tubeless tyres must be fitted on
air-tight rims. Never replace tube type tyres with tubeless tyres.
Tyre mixing
In single fitment, tyres on a given axle must be of the same make, size, structure (radial, bias
or bias-belted), category of use, service description and on approximately the same degree of
tread wear.
Tyres in dual fitment must be of approximately the same external diameter and be
symmetrically disposed axially.

For all special equipment, the instructions of the tyre, rim/wheel and vehicle manufacturers
must be followed.
Tyre load and speed

Replacement tyres must be capable of carrying the actual loads on the vehicle axle at the
required speeds. The maximum load capacity of the tyres on an axle, whether in single or
dual fitment, must never be less than either the maximum weight per axle specified by the
vehicle manufacturer or the legal load limit, whichever is lower.
The tyre sizes recommended in the vehicle or tyre manufacturers’ handbooks have been
selected bearing in mind the following parameters :
• Maximum axle weight with mounted implements

• Maximum speed
• Service conditions
Tyre manufacturers make agricultural tyres suitable for all purposes and operating conditions.
Some of these have heavy treads which can generate relatively high running temperatures.
Therefore to ensure good, safe tyre performance it is essential to limit the maximum
operating speeds to those specified in the tyre manufacturers’ recommendations.
Exceeding maximum speed or overloading (or under inflation) increases the flexing of tyres
which leads to excessive heat build up and an increased risk of tyre failure. Additionally,
overloading adversely affects tyre/ground contact conditions to the extent that mobility and
vehicle stability may be impaired.
The maximum axle weight of an agricultural tractor or implement is often limited by the tyre
size chosen either as original equipment or as replacements for specialist purposes (e.g.
narrow tyres). Any tyre selected for fitment must be suitable for the intended operation of the
machine, including travelling to and from its place of work.


Optional marking of tyre uniformity
Agricultural tyres: low point first harmonic of radial run-out

• marking : a white or yellow coloured spot
• shape : may be round, oval or thumbprint like
• dimension : minimu diameter of 5 mm
• location : near the rim flange on both sidewalls

E.T.R.T.O. Recommendations on Industrial and Lift Truck
Pneumatic Tyres
Introduction
Although in the majority of cases industrial pneumatic tyres are used by professionals having a
sound knowledge of operating conditions, E.T.R.T.O. considers it necessary to re-state their
usage recommendations.
Tyre fitting
E.T.R.T.O. recommends the following:
It is recommended that these operations be entrusted only to specialists who have the
necessary equipment and expertise. Inexpert fitment may lead to personal injury and
concealed damage to tyres and wheels.
Appropriate presses and accessories are required for fitment of special inserts. The
published instructions of the tyre manufacturer must be strictly followed. Only approved
proprietary tyre lubricants should be used.
• Ensure that the rim is correct for the tyre size being fitted. Rim components should not be
modified nor should components of various rim manufacturers be mixed. All tubeless
tyres shall be fitted on airtight rims.
In case of doubt consult rim/wheel manufacturer.
• Remove all contamination (dirt, grease, rust, fitting lubricant, etc.) From the wheel.
Inspect the rim carefully. If it is cracked or deformed, it must be replaced. In the case of
multi-piece rims, check that the different components are correct and compatible.
Do not mount tyres on rims showing any sharp edges or burring around the bead seating
area to avoid any tyre damage.
• Always fit a new inner tube and flap , or a new valve or valve grommet in the case of
tubeless tyres, and a new seal when tubeless tyres are fitted on rims with a detachable
flange.
• Every part recommended by the wheel or tyre manufacturer must be fitted ( e.g. bead seat
ring, valve slot cover plate, clamp…)

Industrial and Lift Truck Pneumatic Tyres
• Check that the tyres and inner tubes are free from damage and take particular care that
seat.
• Lubricate the tyre beads with an approved proprietary tyre lubricant only. If this
Note : the use of hydrocarbons is prohibited.
The drying time of lubricants have significant impact on tyre to rim mounting and on tyre
assembly performance after mounting. For that reason it is recommended to take into
consideration the drying time of the lubricants when mounting tyres on rims.
Lubricant drying time depends, among other factors, upon type of lubricant, the ambient
temperature and the amount of lubricant applied. For more details it is recommended to
consult the lubricant user manual or conditions of use.
side of the rim must be rounded and smooth, while on the weather side the edge must be
free from any burrs that can damage the valve stem.
correctly in the valve hole. The use of valve extension pieces is advised for those valves
to which access is difficult, as in the case of the inner tyre of twin assemblies.
• With the tyre on the rim, start the inflation in two steps making certain that the beads are
seating correctly on the rim seat. Stop inflating the tyre at 150 kPa (1.5 bar) (1st step),
inspect the tyre and ensure that there are no tyre deformation or blisters. Deformations
or blister implie the demounting of the tyre and examination by a specialist. Ensure that
the beads are correctly located against the rim flange.
Then place the tyre in vertical position into a safety cage and inflate it to the specified
inflation pressure.
In the case of tyres fitted on multi-piece rims, with the tyre on the rim, and the assembly
flat on the ground, inflate not above 100 kPa (1.0 bar) until the detachable flange is
located correctly against the lock ring. Place the assembly in a safety cage. Ensure
proper seating of the locking components in the safety cage prior to full pressurization.
enable the fitter to stand clear of any danger from flying components in the event of a
tyre or wheel burst.
• If there is neither a safety cage nor a portable safety device to give protection against
tyre or wheel bursts, place the tyre and wheel assembly vertically against a wall with the
detachable rim parts towards the wall.
Tyre or wheel removal

• Before each operation, it is essential to make sure that the tyre is completely deflated by
unscrewing and removing the valve core (check that the valve is free of any obstacle like
dirt or ice).
• In the case of rims of multi-piece construction, for example, the operation must start by
the removal of the lock ring and the detachable rim flange. At all times the operator must
avoid standing in front of the wheel in the path of loose flange components which might
spring-off in the case of a damaged wheel.

Removal of tyres must be entrusted only to specialists who should scrupulously follow the
instructions given by the tyre and wheel manufacturers.
Inflation pressure
These recommendations are specific to Industrial and Lift Truck Pneumatic tyres.
be considered too.
In general, the industrial and lift truck tyres must be inflated according to the load they
carry.
Storage of tyres, tubes and flaps

See pages 11 to 13.
Wheels
The condition of wheels should be checked regularly particularly for distortion of rim flanges
and wheel discs. Cracked rims or wheels must be replaced, paying particular attention to the
inside wheel of twin fitments.When removing wheel assembly from the vehicle, before
loosening any wheel or rim clamping bolts from a machine it is essential that the tyre (or both
tyres in twin (dual) formation or all tyres in other multiple fitments) is (are) completely deflated
after the unscrew and removal of the valve core. For safe operations this recommendation
must be strictly followed. Beware on large tyres, icing of the valve system can cause it to
block the flow of air with the consequence that the tyre will not completely deflate.
removed in order to avoid tyre damage during fitting and use.

Damaged or distorted wheels, or wheels having stud hole seatings cracked or

deformed, must not be repaired or used in service.
Cracked rims or discs must never be welded under any circumstances because the welding
will crack again after a very short time under the dynamic stresses involved in running.
In order to avoid tension crack corrosion on the wheels as well as tyre damage, the anti-
corrosive protection on the wheel must be fully guaranteed, even on the tyre side of the rim
and rings. The surface protection should be checked at intervals and during tyre fitting, and
renewed as necessary after removing any contamination from rust.
Exception: rims for conductive tyres must have exposed metal or be treated with surface treatment
to encourage conductivity between tyre and rim
Divided wheels
Divided wheels are so constructed, that their two main parts, the rim portions of which may or
may not be the same width, when securely fastened together, combine to form a rim having
two fixed flanges.
Divided wheels should be designed so, that on the wheel, when it is fitted to the vehicle, only
those screws and nuts are accessible, which fit the wheel to the vehicle. The connecting
devices of the two wheel parts must differ and only be accessible, when the wheel is
demounted from the vehicle. Spot weldings must not be used.
In case where the connecting devices are accessible when the wheel is mounted on the
vehicle, they must be clearly identifiable.
The demounting of the wheel from the vehicle and of the tyre from wheel must be done in the
following sequence :
• Complete deflation of the tyre (to have no pressure on the rim),

• Demounting of the wheel from the vehicle,
• Disconnecting of the two wheel parts and demounting of the tyre.
When mounting, the tyre shall be only inflated after the connecting devices of the wheels are
secure.
Tyre loads and speeds

Industrial tyre load capacities are specified per tyre and also in function of speed. Published
Standards or manufacturers’ Manuals should be consulted to obtain the actual values
applicable to a particular application.
Tyres must be capable of carrying the actual loads on the vehicle axle at the corresponding
speed. The maximum load capacity of the tyres on an axle, whether in single or dual fitment,
must never be less than the maximum weight per axle specified by the vehicle manufacturer.
Continuous running should be avoided in order to prevent excessive heat build-up which may
lead to tyre break-up.

Special applications
Electrical conductive tyres are marked accordingly by the tyre manufacturer. Frequent
cleaning by the user is advisable in order to ensure that these properties are maintained.
Do not use solvents for cleaning tyres. Maintain proper electrical contact between the rim and
the tyre.
Tyre additives
of tyre additives
Tyre inspection
It is dangerous to neglect tyre damage. Particular attention is needed to the tread and
sidewall for evidence of abnormal wear, cuts, localised deformities and foreign bodies
(trapped stones, nails, ...), cracks, abrasion and localised deformities, and to the bead/rim
flange region for signs of chafing, rim damage, misfitment and, between twin tyres, for cracks,
abrasions, localised deformities and foreign bodies.
internal damage, even though there may be no visible evidence, it must be removed
immediately and examined by a tyre specialist. Anti-puncture products in the form of liquid
sealants are not recommended as they can mask secondary damage and preclude internal
examination.

The tread of a tyre is provided with a raised pattern or sculpture the main purpose of which is
to ensure maximum tyre grip on wet or slippery roads. However, tread pattern alone does not
control tyre grip. In addition to the features of the pattern itself, tyre construction, the chemical
composition of the tread, road surfaces, weather conditions, mechanical features of the
vehicle, driving style and particularly speed, are all important factors affecting tyre/road
adhesion. When driving on public roads, local legislation concerning minimum tread depth
must be respected.


In the course of its life, a tyre is subjected to an enormous number of constraints and can be
damaged in many ways.
It is imperative that the work of repairing or retreading it is entrusted only to competent

companies. After a careful examination by a specialist to decide whether repair or retreading is
possible, these companies must take total responsibility for the examination and the work
carried out on the tyre.
Tyre ageing
Tyres fitted to vehicles which are parked for long periods (e.g. cranes, specialist trailers etc.),
chapter at page 15.

Standards Manual. For other tyre/rim combinations, for existing vehicles, consult the
E.T.R.T.O. Engineering Design Information and the tyre and rim manufacturers concerned.
It has to be checked carefully whether tyre/rim combination is appropriate for tyres which are
designed to be fitted without locking ring.
intended service.

General
Replacement tyres must be suitable for the type of vehicle and the applications on which it is
used. These applications may vary - type of service, route, load, speed - but tyre
and are the only bodies competent to advise the user on tyre selection.
This advice is backed by extensive facilities, both in equipment and personnel, for carrying-
obtain expert advice from tyre manufacturers or tyre specialists regarding tyre replacement.
For safety reasons a new tube must always be used when fitting a new tube type tyre and a
new tubeless valve where applicable. Insert a new O-ring when fitting a new tubeless tyre.
All tubeless tyres must be fitted on air-tight rims or with air-tight component. Consult the tyre
manufacturer for the use of tubes and flaps for radial tyres.
When replacing a tyre, special attention should be paid to the condition and suitability of the
rim, as rim damage and incorrect fitment can result in tyre break-up.

Replacement tyres must be capable of carrying the actual loads on the vehicle axle at the
corresponding speed. The maximum load capacity of the tyres on an axle, whether in single
or dual fitment, must never be less than the maximum weight per axle specified by the
vehicle manufacturer.
Mixed fitments
The best results are obtained by fitting complete sets of diagonal or radial tyres. The following
precautions is to be observed:
do not fit tyres of different constructions on the same axle.
The tyres on a given axle must be of the same size, structure (radial, bias or bias-belted),
category of use and on approximately the same degree of tread wear. Tyres in dual fitment
must be ostensibly of the same diameter (refer to vehicle manufacturer handbook)
There is no objection to mixed fitments such as radial tyres at the front and diagonal tyres at
the rear (or vice-versa) should this be desired for any reason. In any case, the stability of the
vehicule is to be ensured.

Downgraded tyres
DA
There is no restriction on the use of tyres marked ’DA’.

The location of the marking ‘DA’ is left to the discretion of the tyre manufacturer.

E.T.R.T.O. Recommendations on Industrial and Lift Truck Solid
Tyres
Introduction
Although in the majority of cases Industrial Solid Tyres are used by professionals having a
sound knowledge of the using conditions, E.T.R.T.O. considers it necessary to re-state their
usage recommendations.
General recommendations
Load and speed ratings of tyres

The load rating is stipulated for each tyre. The values for any given application at a specific
speed up to 25 km/h are to be taken from published standards or manufacturer’s manuals.
Load interpolation within the specific speed steps is not permitted and the speed rating of the
tyre must be at least equal to the maximum speed capability of the unladen vehicle.
When determining the permitted load rating, the tare weight of the solid tyres is not included
in the vehicle weight.
Overloading, exceeding the maximum speed and lengthy continuous service are all to be
avoided, so as to avoid excessive heat build-up that could lead to tyre break-up. The distance
covered at maximum speed should not exceed 2000m. A cooling period must follow any
journey at maximum speed.
Special service conditions

Solid tyres made of rubber are usually resistant to incidental contacts with oils and greases
as well as to most commercially available chemicals.
Before the tyre is used in conditions where it is likely to come into contact with such substances,
the tyre manufacturer should be consulted.
Conductive and electrostatically effective tyres are to be marked as such by the

manufacturer. As the electrical conductivity may decrease during their use, tyres should be
cleaned after service and their conductivity should be checked regularly.

Industrial and Lift Truck Solid Tyres
Do not use solvents for cleaning tyres. Ensure proper electrical contact between the rim and
the tyre. Rims for conductive tyres must have exposed metal or be treated with surface
treatment to encourage conductivity between tyre and rim.
Solid tyres are designed for use at normal temperatures. For use in extreme cold or warm
environments, the manufacturer should be consulted.
Care of tyres
Solid tyres require relatively little maintenance but should be checked on a regular basis for
their suitability for further use. In particular foreign bodies are to be removed from the treads.
Ageing of tyres
Tyres age even if they are only occasionally used or even not used at all. Cracks in rubber in
the external surface is a possible indication of ageing. The effect of sunlight, heat and ozone
accelerates the ageing process. Aged tyres should be examined by an expert who can advise
whether they may continue in service.
Tyre replacement
Tyres have to be replaced when they are worn out (see Solid tyres on pneumatic tyre rims
and rubber solid tyres cylindrical and conical bases “wear limit”) or non-repairable damage
has been caused by mechanical injury or ageing in accordance with the tyre manufacturer’s
recommendations. Also, national legal requirements should be checked as they vary from
country to country.
The original equipment tyres supplied with the new vehicle were selected by vehicle and tyre
manufacturers to be suitable for the expected service conditions. Tyre size, type or load
rating should not be changed when a tyre is replaced without first asking the vehicle and/or
tyre manufacturers if that change could restrict freedom of movement, handling
characteristics and/or safety.
The moment major alterations are done on a machine, it has to be checked whether the tyres
still comply with the eventually changed weight distributions.
When replacement tyres are fitted, it should be ensured that the rims are in a proper
condition. Rim damage and incorrect fitting can lead to tyre failure.

Tyre mixing
Tyres on a given axle must be of the same type and size designation and have approximately
the same external diameters. The use of different tyre types (different manufacturers, or even
different tyre types of the same manufacturer) can limit the tyre life because of the uneven
wheel suspension. Similarly, tyres with different useable remaining tread thickness can limit
tyre life because of the uneven load distribution.
Tyre storage
See pages 11 to 13.
.
Regrooving and retreading of tyres
Tyres may only be regrooved by experts and retreaded by professional companies in
accordance with the instructions of the tyre manufacturer.
Specifics on rubber solid tyres and pneumatic tyre rims
Tyre fitting
The fitting of rubber solid tyres on pneumatic tyre rims requires suitable presses and tools,
and should be performed by qualified persons only.
Ensure that the rim is correct for the tyre size being fitted. Rim components should not be modified
nor should components of various rim manufacturers be mixed. In case of doubt consult
rim/wheel manufacturer.
It is recommended that during the fitting process the operators wear homologated individual
safety protections (glasses, gloves, safety shoes…).
It is recommended that the fitting press is equipped with safety screens protecting the
operators against eventually projected metal or rubber parts.
Before fitting the tyre, check the rim and the fitting rings for eventual damage, cracks,
deformations.
Always fit concentrically in order not to damage the tyre bead base.
Only approved rim sizes must be used.
Use only fast-drying lubricant. Do not use oil or grease.
The bead base width of the tyre has to correspond with the rim width between the flanges.
Pressing a tyre on a too narrow rim can damage the bead base area.

Use the conical mounting ring with the correct diameter corresponding to the wheel type.
In case the rim is designed to be used with a 5°-tapered bead seat ring, the fitting of this is
mandatory in order to prevent slipping on the rim. Only tapered rings without collar to be
used.
Locking ring: for safety reasons, this part has to be in one piece. The use of 2 halve rings
causes serious safety risks both during fitting as well as during use of the tyre.
For self-locking tyres (designed to be fitted without locking rims), it has to be checked
carefully whether the tyre – rim combination is appropriate. The recommendations of the
manufacturers have to be observed.
Make sure the locking nose of the tyre fits correctly in the rim gutter.
Tread Wear
Introduction
In general the limits of tyre tread wear for industrial trucks are not defined in National or
International Standards. Some tyre manufacturers give guidance which is restricted to their
own products.
The tyre manufacturers recommendations should always be followed where these are
available, but if they are not available this guidance note may be used.
Scope
This guidance note recommends the limits of tyre tread wear for solid rubber tyres used on
industrial trucks operating on premises not covered by the Road Traffic Regulations, and
where no other recommendation is made by either the manufacturer of the truck or the tyres.
Note: Industrial trucks operating on the public highway must comply with the relevant Road
Traffic Regulations.
Definitions
To refer to current Standards Manual and EDI - Section Industrial and Lift Trucks Solid Tyres.
Hazards of excessive tyre tread wear

Tyres must be fitted in accordance with the tyre manufacturers recommendations. The
hazards that may be caused by excessive tyre tread wear are:

• Loss of load capacity, causing accelerated wear and overheating.

• The risk of wheel slip under acceleration or braking on low friction surfaces. Further hazards
are created if tyres with substantially different amounts of tread wear are used on the same
axle, even if they are within the wear limits.
• Reduction of sideways stability of the truck.
• Risk of one wheel slipping under acceleration or braking, causing loss of directional control.
• Uneven tyre loading on twin tyre arrangements.
• Reduction of damping characteristics negatively affecting machines, payload and comfort
Reduction of hazards
To reduce the hazards of clause 4:

• Tyres on any one axle should be made by the same manufacturer, be of same size, (either
Rubber or Non- Rubber Tyres, either Cured-on or Pressed-On-Band) and be matched for
wear.
• When replacing tyres, all tyres on a given axle should be replaced.
Tyre tread wear limits
• Solid tyres for Pneumatic Tyre Rims

Wear Indicators or Kerbing Rib are recommended.
Solid Rubber tyres for Pneumatic Tyre Rims may be used until the tread is worn to the
wear indicator, if the tyre has such a marking, or to the top of the kerbing rib, see page
IS.3 of EDI. Where there is no indicator, use the tyre until 3/4 of the original total
thickness of the tyre remains. To calculate the minimum diameter corresponding to this
wear limit, measure the outside diameter of the worn tyre, the outside diameter of an
unworn tyre of the same type, make and size, and the diameter of the wheel rim. The
minimum permitted diameter of the worn tyre is given by the formula:
Dworn = 3/4 (Dnew - drim) + drim
where Dworn = the outside diameter of the worn tyre

Dnew = the outside diameter of an unworn tyre
drim = the diameter of the wheel rim
• Press-On-Band, Cured-On-Band and Conical Base Tyres (Rubber and Non-Rubber)

Press-On-Band, Cured-On and Conical Base Tyres may be used until 2/3 of the original
total radial thickness of the tyre remains, as given by the formula:

Cured-On Tyres:
Dworn = 2/3 (Dnew - drim) + drim
Press-On-Band and Conical Base Tyres:

Dworn = 2/3 (Dnew - drim - 20) + (drim + 20)
Notes:
• All dimensions are measured in millimetres.
• The outside diameter of the tyre Dworn and Dnew may be calculated by measuring the
circumference of the tyre with a flexible tape, and calculating the diameter from the
formula:
Circumference
Diameter = --------------------------------
π
Specifics on rubber solid tyres (cylindrical and conical base)
Tyre fitting
Rubber solid tyres with cylindrical steelband base have an inside diameter which is smaller
than the overall diameter of the wheel. They are fitted by pressing them over the wheel with a
suitable press and tools. To facilitate the fitting, grease or oil should be applied at wheel
and/or inside of steelband.
It is recommended that during the fitting process the operators wear homologated individual
safety protections (glasses, gloves, safety shoes…).
It is recommended that the fitting press is equipped with safety screens protecting the
operators against eventually projected metal or rubber parts.
Rubber solid tyres with conical base can be fitted without special tools on center divided two-
piece rims.
For other types (e.g. conical base tyres for off center divided two-piece rims, pressed on band
solid tyres, …) the recommendations of the manufacturer are to be observed. Oil and grease
to be substituted by fast-drying lubricant .
Always fit concentrically in order not to damage either wheel or tyre inside.
Wheel outside diameter to be compliant with E.T.R.T.O. prescribed dimensional tolerances.

Wear limit
As a rule of thumb, a pressed on band rubber solid tyre is considered to be worn out when
one third of the original rubber height is depleted. Although at that moment there is still a
considerable amount of rubber, the damping characteristics of the tyre decrease , which
could cause damage to the machine or the floor.
The manufacturer’s relevant recommendations shall be observed.

E.T.R.T.O. Recommendations on Earthmoving Equipment Tyres
Introduction
Although in the majority of cases, tyres for earthmoving machinery are used by professionals
having a sound knowledge of operating conditions, E.T.R.T.O. considers it necessary to
restate tyre usage recommendations. It should be clearly understood that these
recommendations are applicable to tyres used in normal earthmover service. For other
conditions it may be necessary to modify or supplement these recommendations following
agreement between the tyre, rim and vehicle manufacturers.
Fitting and removal

The fitting and removal of earthmover tyres is a specialist operation requiring particular
equipment and knowledge. If in doubt consult an expert.
Tyre fitting
In addition to the information shown in the E.T.R.T.O. Standards Manual and the instructions
given by tyre, rim and valve manufacturers in their technical publications, E.T.R.T.O.
recommends the following:
• Ensure that the rim is correct for the tyre size being fitted. All tubeless tyres should be
fitted on airtight rims. Where no tubeless marking appears on the tyre sidewalls, tyres are
intended to be fitted with an appropriate tube. A flap may also be necessary.
• Remove all contamination (dirt, grease, rust etc.) From the wheel. Inspect the wheel
carefully. If it is cracked or deformed, it should be replaced. In the case of multi-piece
rims, check that the components are correct and compatible.
Do not mount tyres on rims showing any sharp edges or burring around the bead seating
area to avoid any tyre damage.
• Always fit a new "O" ring seal when tubeless tyres are fitted on multi-piece rims, the cost
of a new "O" ring is negligible compared to the cost of a tyre and is worth the investment.
New tubes and flaps are a necessary part of a tube assembly. It is also advisable to fit
new valves and sealing washers as a precaution.
• Check that tyres and tubes are free from damage and that the bead area is clean.

Earthmoving Equipment Tyres
• Lubricate the tyre beads with an approved proprietary tyre lubricant only. This applies
especially to tubeless tyres. If this recommendation is not followed, bead damage or
personal injury could occur.
Note: the use of hydrocarbons is prohibited.
The drying time of lubricants have significant impact on tyre to rim mounting and on tyre
assembly performance after mounting. For that reason it is recommended to take into
consideration the drying time of the lubricants when mounting tyres on rims.
Lubricant drying time depends, among other factors, upon type of lubricant, the ambient
temperature and the amount of lubricant applied. For more details it is recommended to
consult the lubricant user manual or conditions of use.
side of the rim should be free of sharp edges, whilst on the weather side the edge should
be free from any burrs that can damage the valve stem. In order to avoid damage to the
tube or flap, ensure that the valve is located correctly in the valve hole. Valve extensions
are frequently required for valves which are difficult to access, as in the case of the inner
tyre of twin (dual) assemblies.
• In the case of tyres fitted on multi-piece rims, inflate until the components are correctly in
place. Correct location is facilitated by tapping the components with a non-metallic
hammer during the preliminary inflation. However, the tyre should not be inflated above a
pressure of 50 kPa (0.5 bar) before the component parts are checked for correct
location. Once the tyre is mounted on the rim and all components are correctly
positioned, continue inflating, stopping at 150 kPa (1.5 bar). Ensure that the beads are
correctly located against the rim flange. Inspect the tyre and ensure that the tyre has no
deformations. Any deformation requires that the tyre is demounted from the rim for
examination by a specialist.. Continue inflating to the recommended operating pressure.
Note : Some tyre manufacturers may advise inflating to a pressure higher than the
recommended to ensure beads are correctly seated, then reducing to the recommended
pressure.
enable the fitter to stand clear of the assembly. Never leave a tyre to inflate whilst
unattended.
Tyre additives
of tyre additives
Tyre removal
• Before loosening any wheel or rim clamping bolts from a machine it is essential that the
tyre (or both tyres in twin (dual) formation or all tyres in other multiple fitments) is (are)
completely deflated after the unscrew and removal of the valve core. For safe operations
this recommendation must be strictly followed.. Beware on large tyres, icing of the valve

stem can cause it to block the flow of air with the consequence that the tyre will not
completely deflate.
• In the case of rims of multi-piece construction, for example,
Care should be exercised in the removal of the various components to avoid personal
injury.
Attention : rim components can be heavy and under spring tension.
Fitting and removal of tyres should be done by competent personnel by following the
instructions given by the tyre and wheel/rim manufacturers.
Inflation pressure
These recommendations are specific to Earthmoving Equipment tyres.
be considered too.
Load versus cold inflation pressure tables published by tyre manufacturers take into account
the operating conditions of the machines such as load and speed.
Therefore checks should be made preferably when the tyres are cold. Tyre pressures should
be checked visually on a daily basis and once every week actually checked using an
accurate pressure gauge.
In cases where the machines run 24 hours/day, a natural inflation pressure increase of +15
to 20% resulting from tyre operating temperature is typical when tyres are warm and doesn’t
require a pressure adjustment.
Some large earthmover tyres may take 8 hours or more to reach their working temperature.
Note that a driver will not always be aware of deflated tyre ‐ for example in the case of tyres
fitted in twins (duals).
Nitrogen gas inflation for earthmover tyres

Tyres inflated with air in normal conditions of use do not pose any specific problems either
with regards to endurance or with regards to safety.

Nitrogen gas can be used to inflate tyres to eliminate the risk of internal combustion of
the tyre with the resultant possibility of explosion.
100% nitrogen inflation will eliminate this risk by eliminating the oxygen necessary for
combustion and explosion.
For the explosion scenario to develop, extra heat must be added to that developed by
the tyre in normal service for internal combustion to occur. An outside energy source
is the most likely cause.
Some sources of extra energy or heat :
• Welding on or applying heat to the wheel (such as heating damaged wheel nuts).
Even not inflated and unseated, a tyre on a rim can explode due to external heat applied
to the wheel releasing volatile vapours into the tyre cavity. Even if tyres are nitrogen
inflated, applying heat to a wheel with a tyre still fitted should never be allowed, as it is
impossible to be sure that the tyre has no oxygen (air) in it!
• Electricity.
Vehicles that come into contact with high voltage power lines, or get struck by lightning
can cause tyres to explode at the moment of contact or soon after. Nitrogen inflation will
prevent tyre explosion.
• Overheating vehicle parts.

Abnormal heating of brakes, hubs, wheel motors, etc. Can be transmitted to the tyre via
the rim. Nitrogen inflation will prevent an internal tyre fire and possible explosion.
• Hot environment.
Such as in a steel works.
• Overheating tyres.
Caused by underinflation, overload, running faster than the tyre’s limit, or a mixture of all
three. The cause of the problem should be eliminated if possible. Nitrogen inflation will
not remove the problem, but will give an added safety margin if a tyre fire occurs.
• Some other advantages of nitrogen inflation:
• Better stability of pressure with time, since nitrogen diffuses through rubber slower
than air. Modern tubeless tyres have butyl liners with a very slow rate of air diffusion,
so this advantage may be difficult to measure.
• Reduced oxidation of the rim: permits easier demounting of tyres and better
maintenance of the rims, and possibly longer rim life.
• Using nitrogen for inflation minimises the risk of introducing unwanted substances in
the tyres during inflation. The air from compressors can contain water and/or oil,
which will increase the problems of oxidisation and variations of pressure with
variation in temperature.

• Precautions with nitrogen inflation:
• If high pressure (~15000 kPa (150 bar)) nitrogen gas cylinders are used, precautions
are necessary for correctly using pressure reducers and interconnecting the cylinders,
and for stocking, handling and transporting the cylinders. It is highly recommended to
have a special training for personnel handling this type of pressure vessel. For a
large operation, an on-site nitrogen plant is a better solution.
• Note that if the recommended tyre inflation pressure is below 500 kPa (5.0 bar),
nitrogen inflation alone will be insufficient to reduce the amount of oxygen in the
resultant air/nitrogen mixture inside the tyre to safe levels. The tyre will need to be
purged of air, a complex and lengthy procedure.
• E.T.R.T.O. advice
• E.T.R.T.O. endorses nitrogen inflation for its advantages, particularly in extreme

service conditions.
• E.T.R.T.O. does not however give a blanket recommendation to nitrogen inflate, as
the benefits may not be very apparent in many earthmover tyre applications. The
difficulties associated with handling heavy high-pressure gas bottles must also be
taken into account.
• Each case should be treated on its merits, using the information given above, so that
an appropriate inflation policy can be established.
• If a nitrogen inflation policy is adopted, the specialist supplier of the nitrogen should
be consulted regarding equipment and staff training recommendations.
Liquid ballasting
E.T.R.T.O. does not recommend liquid ballasting but recognize that for certain operations, it
may be required. Therefore the following notes are for guidance purpose only.
Ballasting consists in increasing the weight of the tyre assembly.(before ballasting, consult
the machine manufacturer).
Tyres containing liquid ballast must be clearly identifiable.
The following precautions must be observed :

• An appropriate air-water valve must be used if available.
• A 100% filling is not recommended; 75% is more appropriate.
• The liquid ballast should contain an approved antifreeze additive.
Consult the tyre manufacturer concerned.
• In the case of tubeless tyres, a rust inhibitor, approved by the tyre and rim manufacturer
concerned, must be added to the liquid ballast as a protection against corrosion of the
rim.
• A special gauge for liquid filled tyres must be used for pressure checks. These should be
made with the valve in its lowest position in order to include the pressure due to the liquid
in the tyre.

• Before demounting a liquid ballasted tyre from the rim, ensure that the liquid is
completely drained - off. Failure to do this could lead to eventual tyre failure due to
deterioration of the cord fabric caused by the residual liquid.
Note : Liquid ballasting procedures and the recommended volume of liquid to be used should
be obtained from the tyre manufacturer concerned.
Tyre storage
See pages 11 to 13.
Handling of tyres, tubes, flaps, "O" ring seals and rims
Proper handling will prevent damage to tyres.

Do not lift tyres by the beads. Sharp hooks or forks cut and tear beads. In service, beads may
leak at these lifting points.
Foreign material and moisture should be removed from the inside before fitting to the rim.
Tubeless rims are an important part of the air seal in a mounted tyre. Do not distort or
mutilate rim parts.
Never lift rims by valve holes.
Never drop, tumble or roll rim parts.
Use babbit or lead hammers sparingly during assembly. Sledge hammers can damage rim
parts.
Used tyres
Carefully clean and inspect tyres and make any necessary repairs before storage. Repairs to
damage which expose tyre cord are especially important. Moisture can get into exposed cord
and cause it to deteriorate.
Observe the same storage rules for used tyres as for new tyres.
Mounted tyres
• If tyres are stored on a machine, it should be jacked up free of the ground and the
inflation pressure reduced to approximately 200 kPa (2.0 bar).
• If the machine cannot be jacked up, maintain pressure at the recommended level.
• Protect each tyre with an opaque, waterproof cover.
• Machines standing on tyres should be moved once a month. This prevents deflection
strain on only one part of the tyre.

Do not use paint to preserve tyres. If severe storage conditions are expected,
consult tyre supplier for recommendations.
Wheels
The condition of wheels should be checked regularly for damage. It is essential that cracked
rims or components be replaced; pay particular attention to the inner wheel of tyres fitted in
twins (duals). It is essential that tyres are deflated before they are removed from the vehicle.
In the event of wear/damage to rim flanges, all sharp edges should be removed in order to
avoid tyre damage during fitting and use.
It is essential that damaged or distorted wheels are not repaired or used in service.
Cracked rims or discs should never be welded under any circumstances because the welding
will probably crack again after a very short time under the dynamic stresses involved in
running.
Paint or coat with a rust inhibitor, all parts of the wheel to avoid corrosion.
Tyre damage
It is inadvisable to neglect tyre damage.
If damage such as a rupture, or a cut exposing the casing is visible on a tyre, or if it has
suffered a violent impact (for example against a rock) such that there is risk of internal
damage, it should be removed and examined by a tyre specialist as soon as possible to
determine whether it is repairable, even though it may appear to be sound.
If a repair to a tyre is necessary and possible, it should be made as soon as possible after the
All tyre repairs should be entrusted to an expert who must then take full responsibility for
them.
The exposure of a tyre structure to temperatures in excess of 90°C will cause a permanent
damage to the tyre and this is to be avoided. Such exposure may be caused by exhaust
pipes, brakes and hubs, ...
Minimum tread depth and regrooving

• Minimum tread depth
Whilst earthmover tyres are not subject to legal minimum remaining tread depth
legislation, unless the machine is used on a public highway (e.g. mobile cranes), the
tread depth at which tyres need to be removed from service vary according to the
operating conditions. Where traction is required, consideration needs to be given to
having sufficient tread depth to provide the necessary traction. In other circumstances
where the adhesion is acceptable, tyres can be used until the remaining pattern depth is
zero or approaching it (e.g. working on rock or sand).

• Regrooving
If a tyre is suitable for regrooving then the following precautions need to be observed.
General
Regrooving or recutting consists of cutting a pattern in the tread, deeper than the original
pattern, in order to extend the tyre life. Care should be taken to ensure that the regrooving
process does not expose the tyre casing, breakers or belts and that sufficient rubber is left for
its protection. Tyre manufacturers publish instructions regarding the patterns to follow when
regrooving their tyres as well as the relevant recommended widths and permitted depths
below the base of the original pattern.
European and North American regulations require that ‘each new tyre designed and
constructed for regrooving shall be labelled on both sidewalls with the word ‘regroovable’ or
the symbol ‘ at least 20 mm in diameter. A minimum rubber thickness of 4 mm between
the bottom of the original principal grooves and the upper surface of the belt is necessary to
classify a tyre as regroovable.
Technical requirements
• A minimum rubber thickness of 4 mm between the bottom of the principle grooves and
the upper surface of the belt is necessary to classify a tyre as regroovable.
• Regrooving should only be carried-out by specially trained personnel.
• On no account must tyres that have been worn smooth be regrooved (even if the smooth
area is limited) as there is no indication of how much base rubber is left.
As there can be a degree of uneven tread wear, with most tyres it is better to check the
tyre for regrooving when a sufficient amount of protection base rubber of at least 2 mm
will be remaining.
• Before regrooving, the tyre should be examined to ensure that it is in good condition and
to ensure the tyre has not been previously regrooved. To trained personnel it is usually
obvious if a tyre has been regrooved previously since the groove will not have sharp
corners on zigzag grooves and there will be marks in the groove left by the regrooving
tool.
However, if the new tyre had tread wear indicators or tie bars, these will no longer be
visible as they will have been removed during the ﬁrst regrooving process.
Should it be considered necessary or desirable to completely or partially regroove the
tyre more than once, the tyre manufacturer must be consulted.
Any damage or unsatisfactory repair should be repaired correctly in advance. If the tread
shows evidence of cracking, multiple cuts,or tearing of the tread blocks, then regrooving
is not recommended.
Remove flints and other foreign bodies trapped in the tread rubber to avoid damage to
the cutting blade or the tyre.
Regrooving should be carried-out with a regrooving tool which has an electrically heated
blade and preferably in a well ventilated place.

• Choose a blade the width of which corresponds to the width of regrooving recommended
in the instructions issued by the tyre manufacturer for the specific tread pattern and tyre
size.
• The actual remaining depth should be measured at several places around the tyre. The
depth of cut on the cutting tool must be related to the minimum pattern depth found.
• To set the cutting blade, add the minimum pattern depth measured to the permitted
regroove depth specified in the instructions issued by the tyre manufacturer for the
specific tread pattern and tyre size.
• Example
Minimum remaining depth of the original 

A
pattern
Permitted regroove depth from the tyre 

B
manufacturer’s instructions
Depth of setting of the cutting blade  C=A+B
• Proceed to regroove the tread exerting even pressure following the re-cut pattern straight
through any tread tie-bars, as shown in the instructions issued by the tyre manufacturer
for the specific tread pattern and tyre size.
• When the above procedures are carefully followed a sufficient amount of the base rubber
remains to protect the tyre casing, breakers or belts. In no case must any part of the cord
structure of the tyre be cut or exposed as this renders the tyre unsafe and is likely to
preclude subsequent retreading.
Tyre repairing and retreading

In the course of its life, a tyre is subjected to an enormous amount of repetitive stress and
can be damaged in many ways. It is essential that the work of repairing or retreading is
entrusted only to competent persons. After a careful examination by a specialist to decide
whether repair or retreading is possible, full responsibility for the examination and the work
carried out on the tyre is taken by the specialist.

Tyre ageing
Tyres fitted to machines which are parked for long periods (e.g. cranes, specialist trailers
etc..), will tend to age and crack more quickly than those which are used and run frequently.
In such circumstances it is important to take the weight off the tyres and to cover them so that
they are protected from direct light.
When stored fitted on rims, inflation pressure should be reduced to a maximum of 200 kPa
(2.0 bar) and, whether fitted on rims or not, covered with a waterproof cover.
Particular attention should be paid to spare tyres which may be old or aged.
chapter at page 15.

Standard Manual. For other tyre/rim combinations for existing machines, consult E.T.R.T.O.
Engineering Design Information and the tyre and rim manufacturers concerned.
intended service.
Component parts from multi-piece rims are not always interchangeable, consult the rim or
wheel manufacturer for advice.
General
It is essential that replacement tyres are suitable for the type of vehicle and the applications
on which they are used. These applications may vary - type of service, load, speed - but tyre
manufacturers and their dealers offer a comprehensive range of tyre constructions and tread
patterns and are the only bodies competent to advise the user on tyre selection. This advice
is backed by extensive facilities, both in equipment and personnel.


Replacement tyres must be capable of carrying the actual loads imposed on them at the
operating speed. The maximum load capacity of the tyres on an axle, whether in single or
twin formation (duals), must not be less than the maximum weight per axle as specified by
the vehicle manufacturer.
Mixed fitments
The best results are obtained by fitting complete sets of diagonal or radial tyres. However,
mixed fitments will not give rise to any handling problems on the machine if the following
precautions are observed.
• On any machine, do not fit tyres of different constructions on the same axle.
• On machines having multiple axles (bogies), do not fit tyres of different constructions on
these axles.
There is no objection to mixed fitments such as radial tyres at the front and diagonal tyres at
the rear (or vice-versa) should this be desired. However, in cases where one type is to be
replaced by another, the tyre manufacturer should be consulted about special
recommendations for fitments in specific operating conditions.

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What are the recommendations regarding tyre storage?

What are the recommendations regarding tyre storage?

What factors affect tyre aging?

What factors affect tyre aging?

RECOMMENDATIONS

Edition : 30 April 2020

The European Tyre and Rim Technical Organisation

78 Rue Defacqz – B 1060 Brussels – Belgium

Chapter Subject Page

Revised the sentence on sub-paragraph “Tyres

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 2

E.T.R.T.O. Recommendations on storage 11

E.T.R.T.O. Recommendations on tyre service life 14

E.T.R.T.O. Recommendations on tyre ageing 15

E.T.R.T.O. Recommendations on puncture sealants for tyres in normal

E.T.R.T.O. Recommendations on complaint form for tyres 18

E.T.R.T.O. Recommendations on inflation pressure 20

E.T.R.T.O. Recommendations on inflation of passenger and commercial

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 3

E.T.R.T.O. Recommendations on use of aircraft tyres and rims in other than

E.T.R.T.O Recommendations on valves fitting operations 23

E.T.R.T.O. Recommendations on Passenger Car Tyres 24

E.T.R.T.O. Recommendations on Commercial Vehicle Tyres 42

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 4

E.T.R.T.O. Recommendations on Motorcycle Tyres 58

E.T.R.T.O. Recommendations on Rims and Tyres for Bicycles 66

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 5

E.T.R.T.O. Recommendations on Agricultural Tractor and Implement Tyres 70

E.T.R.T.O. Recommendations on Industrial and Lift Truck Pneumatic Tyres 80

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 6

E.T.R.T.O. Recommendations on Industrial and Lift Truck Solid Tyres 88

E.T.R.T.O. Recommendations on Earthmoving Equipment Tyres 95

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 7

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 8

The tyres made by European tyre manufacturers, incorporating advanced technology

E.T.R.T.O. Recommendations contain no guarantees or information about characteristics

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 9

Person skilled in the art

Rules of the art

State of the art

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 10

Hot / warm – vulcanisation

Vulcanisable material for repair

• Repair patch for tubes

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 11

Storage of tyres, tubes, flaps and valves

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 12

Ozone and chemical agents

Tyre storage methods

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 13

"O" Ring seals

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 14

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 15

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 16

Broadly speaking there are four categories of products :

• manufacturer-applied pre-puncture sealants

Manufacturer-applied pre-puncture sealants are extremely viscous products applied by

European Tyre and Rim Technical Organisation – Recommendations – 30.04.2020 17

Additional important considerations :