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If there are any topics that you would like to see included in future service bulletins please contact the Editor Peter Gardner by email at: petergardner5@btinternet.com or NTDA direct at: info@ntda.co.uk or call 08449 67 07 07.

Issue 3/11

Throughout 2010, runflat tyres featured often in the NTDA Service Bulletins. One subject that aroused considerable interest was the repairing of self-supporting runflat tyres (SSTs) – could

(or should) these be repaired?

Opinions differed, with some tyre manufacturers saying yes, they could be repaired and others saying that it was inadvisable. The same was true for tyre dealers, although the general feeling seemed to be against the idea of repairing SSTs. On the other hand, some supplier members were producing repair kits, aimed specifically at SSTs.

One suggestion was that the tyre dealer should approach the relevant manufacturer and ask if their tyre could be repaired, which sounds a good idea in principle. In practice, however, the answer was often along the lines of “It depends…” and the only things on which there was agreement were that, (a) if the car manufacturer says “do not repair”, then you would be foolish to do so and (b) the person who makes the repair is responsible for what might happen afterwards.

This seems fair enough – after all, the dealer is supposed to be the expert and is the person who examines the tyre, so he should know if it can be repaired. But here we have the difficulty, as the construction of SSTs makes it hard to be 100% confident that there has been no secondary damage without the most sophisticated diagnostic machinery.

There is the additional problem of how long the tyre has been run in a deflated or zero pressure state and for this information, the tyre dealer has to rely on the word of the motorist. Most SSTs are

designed, typically, to run for 50 miles at a maximum speed of 50 mph in a deflated condition – any longer or faster could result in damage to the tyre that may be difficult to detect from a visual examination.

Put yourself in the shoes of the motorist when the tyre dealer says that, if the tyre has been run longer or faster, then it cannot be repaired and a replacement will be needed – what is the motorist likely to say? And remember – even if the motorist is lying (which would be almost impossible to prove) the ultimate responsibility still lies with you if you decide to repair the tyre.

Against this background, and the result of a recent survey of members, which showed that 70% favoured a ban, the NTDA Executive Council decided to recommend to members that SSTs should not be repaired.

Director Richard Edy said that the design and construction of SSTs makes it “virtually impossible” to ascertain whether or not there has been secondary damage and the Council felt that the potential risks arising from such repairs far outweighed the benefits.

Repairing Runflats - Council Advises ‘No’maximum seating pressure of 4.0 Bar (58 psi) in a further attempt to seat the tyre properly.”

If you are still unable to mount the tyre properly, GT Radial advises returning the tyre to the distributor (Micheldever) for replacement or reimbursement.

GT Radial reminds dealers that the maximum usage pressure for the MAXMILER EX is dependent on tyre size and ranges from 3.75 Bar (55 psi) to 5.25

Bar (77 psi). Says the company: “These pressures are the maximum cold pressures for in-service usage and must not be exceeded under any circumstances.”

A sidewall marking recommends that the seating pressure to be not more than 2.75 Bar (40 psi) but this recommendation, says GT Radial is intended for the US market and does not apply to EU markets.

Without wishing to minimise the horrific scale of the humanitarian disaster in the wake of the Japanese earthquake and tsunami, the catastrophe will also have a major economic effect, in the short term at least.

For the country’s tyre manufacturers, there seems to have been little physical damage to production facilities, although many were closed down temporarily while damage was assessed. Some, for example the Falken plant at Shirakawa and the Toyo factory in Sendai, are shut because of the lack of power.

Japan’s car manufacturers have also closed down plants, some for a few days while others, such as one Honda factory “until further notice”. Toyota

has closed five factories, Mazda suspended production at two plants until 16th March and Nissan said that five of its factories suffered damage and 2,000 vehicles awaiting export were ruined in the tsunami. If these plants are closed for any length of time, there will be knock-on effects for the domestic OE tyre market.

On a larger scale, some analysts believe that Japan’s economic recovery could be severely hampered, or that the country could even be pushed into recession as hundreds of factories across all industries remain closed. Large falls in share prices are predicted for when the Nikkei Index re-opens and one estimate is that the total economic losses attributable to the earthquake could top US$100 billion.

Japan Earthquake – Economic Effects

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“The Association has a responsibility towards its retail members,” said Richard Edy, “and Council felt that this decision was in their best interests and sends a clear view on this difficult subject.”

Some tyre manufacturers (Continental, Hankook, Kumho and Pirelli) state unequivocally that runflats should not be repaired; others (Bridgestone, Goodyear, Wanli) say that their tyres can be repaired and it is down to the tyre repairer to make the choice. Having said that, Bridgestone said it “strongly recommends” that the tyre is replaced.

On its website Michelin said: “A Michelin ZP (Zero Pressure) may be repaired once and once only by a tyre professional following the normal rules and procedures for the inspection, preparation and repair of standard tyres. ZP tyres which carry sidewall markings indicating that repairs should not be carried out are still considered non-repairable.” However, the company went on to say that the motorists would be unlikely to find anyone to repair the tyre because of potential liability issues.

The Council was concerned that some manufacturers still allow repairing, subject to strict limitations regarding use of the tyre after deflation.

The Tyre Wholesalers Group recently issued a poster to all members giving details of the differing advice from several manufacturers supplying runflat units into the UK market; copies are available on application to NTDA.

Not everyone agrees with the Council’s recommendation; Apaseal, for example produces a range of products aimed at repairing SSTs, as well as a detailed list of instructions laying out what to look for at the inspection stage and the procedure to be followed when repairing the tyre.

A flowchart and a poster take the repairer through the process step by step and this has the heading in bold type “Always respect the tyre manufacturer’s recommendations”.

Apaseal’s MD, Martin Saint, makes the point that runflats make up a small part of the market and the number going for repair will be smaller still. He says: “[Apaseal] would continue to recommend the repair of runflats, based on the same criteria that were established two years ago” (the instructions etc mentioned above).

He goes on: “The decision not to repair will neither benefit the consumer, the environment nor satisfy the manufacturer’s recommendations. My belief is that the tyre professional using the correct procedures and tools should be offering this service in line with a BS159 standard tyre repair.”

Richard Edy acknowledged that some tyre dealers were happy to assume the responsibility and repair SSTs and they have a right to carry on doing so – the Council’s recommendation was exactly that; a recommendation and Richard Edy admits that the Association is erring on the side of safety and caution.

Ultimately, it is a decision for each tyre dealer and some have stated that they do not repair SSTs as a matter of policy, while others will do so. Those who do not repair runflats will at least be able to show the customer the guidance from the NTDA as an explanation of why they do not offer the service.

Tips on Essential Lift MaintenanceIf there’s one thing we take for granted in the motor trade, it’s the safe operation and reliability of a Vehicle Inspection Lift. We place vehicles on and off, raise them up and lower them down all day long and have total trust in the equipment. This is probably because vehicle lifts:

• Have fully automatic safety locks• Have built-in safety devices • Have been designed and built to meet European standards

The Council was concerned that some manufacturers still allow repairing, subject to strict limitations regarding use of the tyre after deflation. The Tyre Wholesalers Group recently issued a poster to all members giving details of the differing advice from several manufacturers supplying runflat units into the UK market; copies are available on application to NTDA. Not everyone agrees with the Council's recommendation; Apaseal, for example produces a range of products aimed at repairing SSTs, as well as a detailed list of instructions laying out what to look for at the inspection stage and the procedure to be followed when repairing the tyre. A flowchart and a poster take the repairer through the process step by step and this has the heading in bold type "Always respect the tyre manufacturer's recommendations". Apaseal's MD, Martin Saint, makes the point that runflats make up a small part of the market and the number going for repair will be smaller still. He says: "[Apaseal] would continue to recommend the repair of runflats, based on the same criteria that were established two years ago" (the instructions etc mentioned above). He goes on: "The decision not to repair will neither benefit the consumer, the environment nor satisfy the manufacturer's recommendations. My belief is that the tyre professional using the correct procedures and tools should be offering this service in line with a BS159 standard tyre repair." Richard Edy acknowledged that some tyre dealers were happy to assume the responsibility and repair SSTs and they have a right to carry on doing so – the Council's recommendation was exactly that; a recommendation and Richard Edy admits that the Association is erring on the side of safety and caution. Ultimately, it is a decision for each tyre dealer and some have stated that they do not repair SSTs as a matter of policy, while others will do so. Those who do not repair runflats will at least be able to show the customer the guidance from the NTDA as an explanation of why they do not offer the service.

Tips on Essential Lift Maintenence

If there’s one thing we take for granted in the motor trade, it’s the safe operation and reliability of a Vehicle Inspection Lift. We place vehicles on and off, raise them up and lower them down all day long and have total trust in the equipment. This is probably because vehicle lifts:

Have fully automatic safety locks Have built-in safety devices Have been designed and built to meet European standards Have been installed following BS7980 Are regularly maintained Are periodically thoroughly examined by a competent person.

Monthly Inspection (Advisory BS 7980):Monthly the operator or agent should check that all ropes, chains, rollers and carriage pins are lubricated, all floor anchor bolts are checked for tightness and screw and nut lubrication systems are topped up with the correct lubricant.

Six Monthly Maintenance Inspections:A full service of the vehicle lift by a competent person every six months is advised by the Health and Safety Executive (HSE), BS7980 and the GEA.

12 Monthly Maintenance Inspections:A full annual service of the vehicle lift by a competent person is compulsory under PUWER Reg. 5.

Periodic Thorough Examination:Please remember, a periodic thorough examination of the lift by a competent person is compulsory (See LOLER Reg. 9 for full details).

Please note: Thorough examinations do not replace the need to service and maintain the lift. This is just like the fact that having passed an MOT does not replace the requirement to have the car serviced.

GT Radial has issued the following statement concerning its MAXMILER EX tyre: “It has come to our knowledge that when GT Radial MAXMILER EX brand tyres are mounted using recommended seating pressures, rim types and suitable bead lubrication, some tyres do not seat easily without using excessive pressure.

“It is strongly recommended that a safety cage is used when fitting all commercial tyres, and while the tyre is being inflated, all persons should stand at least three metres away from the tyre. If the tyre is not properly seated when inflated to 3.5 Bar (50 psi), it must first be placed in a safety cage before it may be inflated beyond this pressure and up to a

However, sadly the UK motor trade suffers from a few accidents each year, accidents that are often caused by incorrect operation of the lift, poor loading of the vehicle, poor installation or neglected lift maintenance. So therefore always provide the correct training, often lift operator training is overlooked. Lift manufacturers may provide extra training or there’s a booklet available from the Garage Equipment Association, which covers the correct loading procedures for all types of lift. When it come to installation, always have your lift installed by a GEA Accredited Lift Engineer who understands all the regulations, standards and follows the correct guidance and procedures provided by the lift manufacturer. There’s currently over 200 accredited engineers in the UK, to see a list of companies visit www.gea.co.uk

Daily Inspection: Technicians using the lift for the first time that day should inspect any chains and wire ropes for damage and lack of adjustment. Hydraulic equipment and hoses for leaks, support pads for wear and arm locking systems for correct operation. Only if all checks are OK should the lift be used. Monthly Inspection (Advisory BS 7980): Monthly the operator or agent should check that all ropes, chains, rollers and carriage pins are lubricated, all floor anchor bolts are checked for tightness and screw and nut lubrication systems are topped up with the correct lubricant. Six Monthly Maintenance Inspections: A full service of the vehicle lift by a competent person every six months is advised by the Health and Safety Executive (HSE), BS7980 and the GEA. 12 Monthly Maintenance Inspections: A full annual service of the vehicle lift by a competent person is compulsory under PUWER Reg.5. Periodic Thorough Examination: Please remember, a periodic thorough examination of the lift by a competent person is compulsory (See LOLER reg.9 for full details) Please note: Thorough Examinations do not replace the need to service and maintain the lift. This is just like the fact that having passed an MOT does not replace the requirement to have the car serviced.

• Have been installed following BS7980• Are regularly maintained• Are periodically thoroughly examined by a competent person.

However, sadly the UK motor trade suffers from a few accidents each year, accidents that are often caused by incorrect operation of the lift, poor loading of the vehicle, poor installation or neglected lift maintenance.

So therefore always provide the correct training, often lift operator training is overlooked. Lift manufacturers may provide extra training or there’s a booklet available from the Garage Equipment Association, which covers the correct loading procedures for all types of lift.

When it comes to installation, always have your lift installed by a GEA Accredited Lift Engineer who understands all the regulations, standards and follows the correct guidance and procedures provided by the lift manufacturer. There’s currently over 200 accredited engineers in the UK, to see a list of companies visit www.gea.co.uk Daily Inspection:Technicians using the lift for the first time that day should inspect any chains and wire ropes for damage and lack of adjustment. Hydraulic equipment and hoses for leaks, support pads for wear and arm locking systems for correct operation. Only if all checks are OK should the lift be used.